PDF/ocr_dataset_1032.jsonl

{"citation_id": "19930085880", "source_url": "https://ntrs.nasa.gov/api/citations/19930085880/downloads/19930085880.pdf", "page_number": 8, "total_pages": 96, "image_filename": "19930085880_p8.jpg", "text": "6\nNACA RM No. L9C03\n\nREFERENCES\n\n1. Dawson, John R., and Wadlin, Kenneth L.: Preliminary Tank Tests of\nNACA Hydro-Skis for High-Speed Airplanes. NACA RM No. L7I04, 1947.\n\n2. Wadlin, Kenneth L., and Ramsen, John A.: Tank Spray Tests of a Jet-\nPowered Model Fitted with NACA Hydro-Skis. NACA RM No. L8B18,\n1948.\n\n3. Shoemaker, James M.: Tank Tests of Flat and V-Bottom Planing Surfaces.\nNACA TN No. 509, 1934.\n\n4. Sottorf, W.: Analysis of Experimental Investigations of the Planing\nProcess on the Surface of Water. NACA TM No. 1061, 1944.", "timestamp": "2026-07-22T05:15:01.284301+00:00"}
{"citation_id": "19930085519", "source_url": "https://ntrs.nasa.gov/api/citations/19930085519/downloads/19930085519.pdf", "page_number": 30, "total_pages": 46, "image_filename": "19930085519_p30.jpg", "text": "NACA RM No. L9K19\n\n[Figure: Diagram of a wing section with annotations indicating \"Lower lip cutout tangent at these points\", a dimension of \"0.039c\", and an angle of \"15°\". The NACA logo is present.]\n\nFigure 9.- Details of the faired plug-slot lower lip tested on the 42° sweptback wing.\n\n29", "timestamp": "2026-07-22T05:15:08.576360+00:00"}
{"citation_id": "19930085869", "source_url": "https://ntrs.nasa.gov/api/citations/19930085869/downloads/19930085869.pdf", "page_number": 13, "total_pages": 36, "image_filename": "19930085869_p13.jpg", "text": "CONFIDENTIAL\n\nNACA RM L9D15\n\n(a) Front view.\nNACA\nL-56642.1\nFigure 1.- Photographs of Langley tank model 237-6SB.\nCONFIDENTIAL\n\n11", "timestamp": "2026-07-22T05:15:11.403129+00:00"}
{"citation_id": "19930082914", "source_url": "https://ntrs.nasa.gov/api/citations/19930082914/downloads/19930082914.pdf", "page_number": 36, "total_pages": 66, "image_filename": "19930082914_p36.jpg", "text": "NACA TN No. 1857\n35\n\n[Figure: Optical diagram of a Mach-Zehnder interferometer. The diagram shows a light source, lenses ($L_1$, $L_2$, $L'$), mirrors ($M_1$, $M_2$), and beam splitters ($S_1$, $S_2$). Light paths are indicated by arrows. Labels include \"Source\", \"Virtual Sources\" ($I_1$, $I_2$), \"Images of Source\" ($I'_1$, $I'_2$), and a screen \"P\".]\n\nFigure 4.- Region in which fringes appear to be formed in Mach-Zehnder interferometer.", "timestamp": "2026-07-22T05:15:15.876668+00:00"}
{"citation_id": "19930082511", "source_url": "https://ntrs.nasa.gov/api/citations/19930082511/downloads/19930082511.pdf", "page_number": 48, "total_pages": 99, "image_filename": "19930082511_p48.jpg", "text": "46\nNACA TN No. 1826\n\nunknowns $h_{m0}^{(j)}$, $h_{m1}^{(j)}$ . . . $h_{mN}^{(j)}$, as the N + 1 partial derivatives with respect to $h_{mm}^{(j)}$ must be equal to zero. These equations are\n\n$$\n\\sum_{i=0}^{I} \\left[ r_m^{(j)}(\\xi_i) \\frac{\\partial P_{mk}(\\xi_i, 1)}{\\partial \\xi} - \\sum_{n=0}^{N} h_{mn}^{(j)} \\frac{\\partial P_{mn}(\\xi_i, 1)}{\\partial \\xi} \\frac{\\partial P_{mk}(\\xi_i, 1)}{\\partial \\xi} \\right] = 0\n$$\n\n$$\n(k = 0, 1, 2, . . . N)\n$$\n\nRemarks on the computations.- The points $\\{\\xi_i\\}$ and the value of N are chosen so that the addition of more points and increasing the value of N will no longer appreciably affect the results. It is clear that the point $\\xi = b$ cannot be used and that care must be taken not to choose too large a proportion of the points $\\{\\xi_i\\}$ in the neighborhood of $\\xi = a$ and $\\xi = b$; any such attempt to describe more accurately the infinite values of $\\epsilon_m^{(j)}(\\xi)$ at $\\xi = b$ or of its derivatives at $\\xi = a$ and $\\xi = b$ with a finite number of coefficients will cause a large error in the approximations to $\\epsilon_m^{(j)}(\\xi)$ elsewhere in the interval $a < \\xi < b$.\n\nSince the functions $r_m^{(j)}(\\xi)$ rapidly approach zero as m approaches infinity, the preceding equations need be solved for only a small number of values of m. The values of $h_{mm}^{(j)}$ thus obtained can be used to give an approximation to the function $\\Phi_A$ (equation (28)):\n\n$$\n\\Phi_A = \\sum_{m=1}^{M} \\sum_{n=0}^{N} \\left[ h_{mn}^{(1)} P_{mn}(\\xi, \\rho) \\sin m\\theta + h_{mn}^{(2)} P_{mn}(\\xi, \\rho) \\cos m\\theta \\right] \\quad (31)\n$$\n\nAny desired interference velocity may now be obtained by differentiating this series term by term and adding the results to the corresponding interference velocity for the closed tunnel.\n\nThe vertical induced velocity in the plane of symmetry is simply\n\n$$\n\\left. \\frac{\\partial \\Phi_A}{\\partial \\xi} \\right|_{\\xi=0} = \\frac{1}{\\rho} \\left. \\frac{\\partial \\Phi_A}{\\partial \\theta} \\right|_{\\theta=0}\n$$\n\nfor points on the right side of the tunnel axis, or\n\n$$\n\\left. \\frac{\\partial \\Phi_A}{\\partial \\xi} \\right|_{\\xi=0} = - \\frac{1}{\\rho} \\left. \\frac{\\partial \\Phi_A}{\\partial \\theta} \\right|_{\\theta=\\pi}\n$$\n\nfor points on the left side of the tunnel axis. Inspection of equation (31)", "timestamp": "2026-07-22T05:15:16.089940+00:00"}
{"citation_id": "19930085487", "source_url": "https://ntrs.nasa.gov/api/citations/19930085487/downloads/19930085487.pdf", "page_number": 34, "total_pages": 36, "image_filename": "19930085487_p34.jpg", "text": "```markdown\n32\nNACA RM No. E8J22\n\n100,000\n\n10,000\n\nFrequency, cps\n\n1,000\n\n100\n4 6 8 10 12 14 16x10^5\nRotor speed, rpm\n\nRear stator row, 76 blades\nFront stator row, 69 blades\nSecond bending mode\nFirst torsional mode\nFirst bending mode\nSecond order, split compressor base\nFirst order, rotor speed\n\nNACA\n\n(h) Eighth stage.\nFigure 9. - Continued. Critical-speed diagrams for 10 stages of\ncompressor rotor.\n\n651\n```", "timestamp": "2026-07-22T05:15:21.328433+00:00"}
{"citation_id": "19930082485", "source_url": "https://ntrs.nasa.gov/api/citations/19930082485/downloads/19930082485.pdf", "page_number": 54, "total_pages": 62, "image_filename": "19930082485_p54.jpg", "text": "NACA TN No. 1810\n53\n\n1026\n\n$$\\frac{V}{V_{cr}}$$\n\n$$\\phi_4 \\quad \\phi_5 \\quad \\phi_6 \\quad \\phi_7 \\quad \\phi_8 \\quad \\phi_{10} \\phi_9 \\quad \\phi_8 \\quad \\phi_7 \\quad \\phi_6 \\quad \\phi_5 \\quad \\phi_4 \\quad \\phi_3 \\quad \\phi_2 \\quad \\phi_1$$\n\nPressure surface, $S_2$\nSuction surface, $S_1$\n\n$$\\phi$$\n\n$$\\Delta\\Gamma_1$$\n\n$$\\Delta\\Gamma_e$$\n\n[Figure: NACA logo]\n\nFigure 22.- Surface velocities and velocity potential. Dashed lines are based on an assumed boundary streamline.", "timestamp": "2026-07-22T05:15:22.993937+00:00"}
{"citation_id": "19930082498", "source_url": "https://ntrs.nasa.gov/api/citations/19930082498/downloads/19930082498.pdf", "page_number": 44, "total_pages": 49, "image_filename": "19930082498_p44.jpg", "text": "NACA TN No. 1838\n\n266-horsepower electric induction motor\nEngine and cowling\nCooling-air inlet\nDucting\nNACA\nL-52535\n\nFigure 5.- Side view of dynamometer setup at the Langley full-scale tunnel.\n\n43", "timestamp": "2026-07-22T05:15:23.164422+00:00"}
{"citation_id": "19930082614", "source_url": "https://ntrs.nasa.gov/api/citations/19930082614/downloads/19930082614.pdf", "page_number": 34, "total_pages": 36, "image_filename": "19930082614_p34.jpg", "text": "```markdown\n32\nNACA TN 1939\n\n<!-- Image (107, 109, 836, 809) -->\n\nFigure 8.— Effect of Mach number on the incremental drag coefficient due to air brakes.\n```", "timestamp": "2026-07-22T05:15:25.238842+00:00"}
{"citation_id": "19930082496", "source_url": "https://ntrs.nasa.gov/api/citations/19930082496/downloads/19930082496.pdf", "page_number": 47, "total_pages": 50, "image_filename": "19930082496_p47.jpg", "text": "46\n\nPage intentionally left blank\n\nPage intentionally left blank", "timestamp": "2026-07-22T05:15:29.997838+00:00"}
{"citation_id": "19930085542", "source_url": "https://ntrs.nasa.gov/api/citations/19930085542/downloads/19930085542.pdf", "page_number": 19, "total_pages": 46, "image_filename": "19930085542_p19.jpg", "text": "3E\nNACA RM No. L8L29\n\n[Figure: A model of a delta wing mounted on a vertical strut in a wind tunnel. The model has a flat plate profile and is attached to a circular base. A label in the bottom right corner of the image reads \"NACA L-55512\".]\n\nFigure 3.- Model 1 mounted in tunnel. $A = 2.31$; $\\Lambda_{c/4} = 52.2^\\circ$; profile, flat plate.\n\n17", "timestamp": "2026-07-22T05:15:31.131549+00:00"}
{"citation_id": "19930082245", "source_url": "https://ntrs.nasa.gov/api/citations/19930082245/downloads/19930082245.pdf", "page_number": 58, "total_pages": 66, "image_filename": "19930082245_p58.jpg", "text": "1.2\n1.0\n.8\n.6\n.4\n.2\n0\n-.2\n-.4\n-.6\n.1 .2 .3 .4 .5 .6 .7 .8 .9\nMach number, M\nAileron section normal-force coefficient, $C_{n\\alpha}$\n$\\delta_a$\n(deg)\n30\n18\n12\n4.6\n\n.08\n.04\n0\n-.04\n-.08\n-.12\n-.16\n-.20\n-.24\n-.28\n.1 .2 .3 .4 .5 .6 .7 .8 .9\nMach number, M\nAileron section hinge-moment coefficient, $C_h$\n$\\delta_a$\n(deg)\n4\n6\n12\n18\n30\nNACA\n\n(h) $c_n = 0.8$.\nFigure 10.-Concluded.\n\nNACA TN No. 1596\n57", "timestamp": "2026-07-22T05:15:31.299822+00:00"}
{"citation_id": "19930085889", "source_url": "https://ntrs.nasa.gov/api/citations/19930085889/downloads/19930085889.pdf", "page_number": 6, "total_pages": 37, "image_filename": "19930085889_p6.jpg", "text": "NACA RM L9F14 CONFIDENTIAL 5\n\n$$\nC_{n_\\psi} = \\frac{\\partial C_n}{\\partial \\psi}\n$$\n\n$$\nC_{Y_\\psi} = \\frac{\\partial C_Y}{\\partial \\psi}\n$$\n\n$$\nC_{l_p} = \\frac{\\partial C_l}{\\partial \\left( \\frac{pb}{2V} \\right)}\n$$\n\n$$\nC_{n_p} = \\frac{\\partial C_n}{\\partial \\left( \\frac{pb}{2V} \\right)}\n$$\n\n$$\nC_{Y_p} = \\frac{\\partial C_Y}{\\partial \\left( \\frac{pb}{2V} \\right)}\n$$\n\nAPPARATUS AND TESTS\n\nThe tests were made in the 6-foot-diameter rolling-flow test section of the Langley stability tunnel. This section is equipped with a motor-driven rotor which imparts a twist to the air stream so that a model mounted rigidly in the tunnel is in a field of flow similar to that which exists about an airplane in rolling flight (reference 1).\n\nThe models tested consisted of three wings of NACA 65A006 section in planes parallel to the axis of symmetry. The wings were of aspect ratio 4, taper ratio 0.6, and had sweepback angles of their quarter-chord line of $3.6^\\circ$, $32.6^\\circ$, and $46.7^\\circ$. (See fig. 2.) The wings were equipped with ailerons, each with a span of 40 percent of the wing semispan and a chord equal to 20 percent of the wing chord. Most of the tests were made with the wings in combination with a fuselage. The quarter-chord point of the mean aerodynamic chord of each of the wings was located at the 43-percent point of the fuselage. The principal dimensions of the fuselage are given in figure 3.\n\nThe tests were made with the models mounted on a single-strut support (see fig. 4) at the quarter-chord points of their mean\n\nCONFIDENTIAL", "timestamp": "2026-07-22T05:15:34.514400+00:00"}
{"citation_id": "19930082618", "source_url": "https://ntrs.nasa.gov/api/citations/19930082618/downloads/19930082618.pdf", "page_number": 33, "total_pages": 78, "image_filename": "19930082618_p33.jpg", "text": "NACA TN 1945\n\nSection lift coefficient, $c_l$\n\nMoment coefficient, $c_{m_{c/4}}$\n\nSection angle of attack, $\\alpha$, deg\n\nR\n0.7 x $10^6$\n1.0\n1.5\n2.0\n3.0\n4.0\n6.0\n9.0\n\nFlagged symbols denote standard roughness\n\n(a) Section lift and pitching-moment characteristics of the plain airfoil section.\n\nFigure 4.- Aerodynamic characteristics of the NACA $64_3$-418 airfoil section, 24-inch chord.\n\n31", "timestamp": "2026-07-22T05:15:34.701598+00:00"}
{"citation_id": "19930085626", "source_url": "https://ntrs.nasa.gov/api/citations/19930085626/downloads/19930085626.pdf", "page_number": 16, "total_pages": 24, "image_filename": "19930085626_p16.jpg", "text": "NACA RM No. L8E23\n\nCONFIDENTIAL\n\nWing torsional stiffness parameter, $\\frac{\\phi}{m}$, radians per inch-pound\n\n$$\n\\begin{array}{c|ccccccccccc}\n & 0 & 2 & 4 & 6 & 8 & 10 & 12 \\\\\n\\hline\n1.0 \\times 10^{-4} & & & & & & & \\\\\n.8 & & & & & & & \\\\\n.6 & & & & & & & \\\\\n.4 & & & & & & & \\\\\n.2 & & & & & & & \\\\\n0 & \\square & & & \\square & & \\bigcirc \\square & \\\\\n\\end{array}\n$$\n\n[Figure: Graph showing two curves with data points marked by squares and circles, plotted against \"Distance from side of fuselage, inches\" on the x-axis and \"Wing torsional stiffness parameter, $\\frac{\\phi}{m}$, radians per inch-pound\" on the y-axis. The NACA logo is present in the lower right corner of the graph area.]\n\nDistance from side  \nof fuselage, inches\n\nFigure 3.— Stiffness characteristics of two typical wings of the present tests.\n\nCONFIDENTIAL\n\n15", "timestamp": "2026-07-22T05:15:37.024258+00:00"}
{"citation_id": "19930085881", "source_url": "https://ntrs.nasa.gov/api/citations/19930085881/downloads/19930085881.pdf", "page_number": 6, "total_pages": 31, "image_filename": "19930085881_p6.jpg", "text": "4\nCONFIDENTIAL\nNACA RM L9D12\n\n$\\frac{pb/2V}{\\delta_a}$ (reproducibility of results from supposedly identical models) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .", "timestamp": "2026-07-22T05:15:40.686722+00:00"}
{"citation_id": "19930085544", "source_url": "https://ntrs.nasa.gov/api/citations/19930085544/downloads/19930085544.pdf", "page_number": 17, "total_pages": 33, "image_filename": "19930085544_p17.jpg", "text": "16\nNACA RM No. L8K26\n\nCONCLUSIONS\n\nMethods have been developed to determine the air forces acting on yawed or pitched propellers. At the present time the lack of extensive experimental data precludes conclusive verification of the theoretical considerations presented in this report, particularly in regard to the applicability of the combined steady-state compressible and oscillating incompressible theory. The comparisons and calculations made, however, indicate the following conclusions:\n\n1. The steady-state method for calculating the propeller forces gives satisfactorily accurate results.\n\n2. The results from the oscillating-flow theory indicate that the actual forces on the blade are somewhat lower than the values calculated by the steady-state method, particularly at low advance ratios.\n\n3. The turning moment on the shaft of a two-blade propeller fluctuates between approximately zero and its maximum value twice per revolution.\n\n4. For the operating condition investigated the turning moment on the shaft of the three-blade propeller remains nearly constant at about 75 percent of the maximum value attained with the two-blade propeller.\n\nLangley Aeronautical Laboratory\nNational Advisory Committee for Aeronautics\nLangley Air Force Base, Va.", "timestamp": "2026-07-22T05:15:44.302119+00:00"}
{"citation_id": "19930085879", "source_url": "https://ntrs.nasa.gov/api/citations/19930085879/downloads/19930085879.pdf", "page_number": 11, "total_pages": 29, "image_filename": "19930085879_p11.jpg", "text": "NACA RM L9D11\n9\n\nTABLE II\n\nACCELEROMETER POSITIONS IN JETTISONABLE NOSE OF RM-11 MODELS\n[All figs. are in. from c.g.]\n\n| Accelerometer | Above c.g. | Beside c.g. | Behind c.g. |\n| :--- | :---: | :---: | :---: |\n| **Model A** | | | |\n| Longitudinal | 0.92 | 3.25 | 1.86 |\n| Normal | 4.21 | 0 | 3.92 |\n| Transverse | 2.1 | 2.57 | 3.92 |\n| **Model B** | | | |\n| Longitudinal | -1.60 | 3.12 | 1.3 |\n| Normal | 4.21 | 0 | 3.43 |\n| Transverse | 2.1 | 2.57 | 3.43 |\n\n[Figure: NACA logo]", "timestamp": "2026-07-22T05:15:47.117795+00:00"}
{"citation_id": "19930085869", "source_url": "https://ntrs.nasa.gov/api/citations/19930085869/downloads/19930085869.pdf", "page_number": 14, "total_pages": 36, "image_filename": "19930085869_p14.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T05:15:49.084943+00:00"}
{"citation_id": "19930085519", "source_url": "https://ntrs.nasa.gov/api/citations/19930085519/downloads/19930085519.pdf", "page_number": 31, "total_pages": 46, "image_filename": "19930085519_p31.jpg", "text": "```markdown\n30\nNACA RM No. 18K19\n\nPitching-moment coefficient, $C_m$\n.04\n0\n-.04\n\nPlug-aileron-slot configuration\nGap\nUpper Lower\nLower lip surface surface\n$\\circ$ Faired Open Open\n$\\square$ — Open Sealed\n$\\triangle$ Sharp Open Open\n$\\diamond$ — Sealed Sealed\n\n$C_D \\times 10^2$\n\nDrag coefficient, $C_D$\n.5\n.4\n.3\n.2\n.1\n0\n\nAngle of attack, $\\alpha$, deg\n32\n24\n16\n8\n0\n-8\n-16\n\nLift coefficient, $C_L$\n-.6 -.4 -.2 0 .2 .4 .6 .8 1.0\n\n[Figure: NACA logo]\n\nFigure 10.- The aerodynamic characteristics in pitch of the 42° swept-back wing with various plug-aileron-slot configurations. Flap retracted.\n```", "timestamp": "2026-07-22T05:15:56.752665+00:00"}
{"citation_id": "19930082511", "source_url": "https://ntrs.nasa.gov/api/citations/19930082511/downloads/19930082511.pdf", "page_number": 49, "total_pages": 99, "image_filename": "19930082511_p49.jpg", "text": "NACA TN No. 1826\n47\n\nshows immediately that the $\\theta$-derivative of the second term in the bracket is zero for either case and the contribution of the first term is\n\n$$\n\\frac{1}{\\rho} \\frac{\\partial \\phi_A}{\\partial \\theta} \\bigg|_{\\theta=0} = \\frac{1}{\\rho} \\sum_{m=1}^{M} \\sum_{n=0}^{N} mh_{mn}^{(1)} P_{mn}(\\xi, \\rho)\n$$\n\nor\n\n$$\n- \\frac{1}{\\rho} \\frac{\\partial \\phi_A}{\\partial \\theta} \\bigg|_{\\theta=\\pi} = - \\frac{1}{\\rho} \\sum_{m=1}^{M} \\sum_{n=0}^{N} (-1)^m mh_{mn}^{(1)} P_{mn}(\\xi, \\rho)\n$$\n\nFurthermore, all vertical velocities on the axis itself may be obtained by considering only $m = 1$, because\n\n$$\n\\lim_{\\rho \\to 0} \\frac{1}{\\rho} P_{mn}(\\xi, \\rho) \\equiv 0 \\quad \\quad (m > 1)\n$$\n\nThe usual geometric symmetries also contribute toward simplifying the calculations. For example, if the horseshoe vortex lies in the horizontal plane of symmetry of the tunnel,\n\n$$\ne_m^{(2)} = r_m^{(2)} = h_{mn}^{(2)} = 0\n$$\n\nIf, in addition, the vertical plane of symmetry of the tunnel is also the vertical plane of symmetry of the horseshoe vortex, all even values of $m$ are eliminated; in the corresponding antisymmetrical case (as with aileron deflection) all odd values of $m$ are eliminated.\n\n### Cylindrically Symmetric Term\n\nFor a normal velocity at the tunnel wall $g_0(\\xi)$ that is independent of $\\theta$ the potential function cannot be given exactly in the form of the preceding section since for $m = 0$ the integral with respect to $q$ will, in general, not converge for $q$ in the neighborhood of zero. It is necessary to add additional terms to the potential so as to insure the convergence of the integrals with respect to $q$. Moreover, these terms must be of such a nature that the potential function is still harmonic and gives the required normal velocity at the tunnel wall.", "timestamp": "2026-07-22T05:16:10.589426+00:00"}
{"citation_id": "19930082542", "source_url": "https://ntrs.nasa.gov/api/citations/19930082542/downloads/19930082542.pdf", "page_number": 27, "total_pages": 53, "image_filename": "19930082542_p27.jpg", "text": "26\nNACA TN No. 1867\n\nTABLE II.-- RUPTURE TEST CHARACTERISTICS AT 1200° F OF LOW-CARBON N-155 BAR STOCK - Continued\n\n<!-- Table (107, 110, 893, 999) -->\n\\begin{tabular}{|c|c|c|c|c|c|c|c|c|c|c|c|}\n\\hline\n\\multicolumn{3}{|c|}{Heat treatment} & \\multicolumn{3}{c|}{Hot-cold-rolling (b)} & \\multicolumn{6}{c|}{Rupture properties at 1200° F} \\\\\n\\cline{1-12}\n\\multicolumn{2}{|c|}{Solution treatment} & Aging treatment (a) & \\multicolumn{3}{c|}{} & \\multicolumn{6}{c|}{} \\\\\n\\cline{1-3}\nTemper- & Time & Method & Temper- & Time & Temper- & Percent & Stress & Rupture & Elongation & Reduction & Rupture strength \\\\\nature & (hr) & of & ature & (hr) & ature & reduction & (psi) & life & in 1 in. & in area & (psi) \\\\\n($^\\circ$F) & & cooling & ($^\\circ$F) & & ($^\\circ$F) & & & (hr) & (percent) & (percent) & 100 hr 1000 hr \\\\\n& & (c) & & & & & & & & & \\\\\n\\hline\n\\multicolumn{12}{|c|}{Solution-treated at 2100$^\\circ$ F} \\\\\n\\hline\n2100 & 1 & W.Q. & ---- & -- & ---- & ---- & 50,000 & 35 & $^a$5 & 17.8 & 46,500 40,000 \\\\\n& & & & & & & 45,000 & 140.5 & $^a$6 & 10.9 & \\\\\n& & & & & & & 40,000 & 1003 & 16 & 17.8 & \\\\\n\\hline\n\\multicolumn{12}{|c|}{Solution-treated at 2150$^\\circ$ F} \\\\\n\\hline\n2150 & 1 & W.Q. & ---- & -- & ---- & ---- & 45,000 & 83 & $^a$5 & 14.4 & 42,500 38,000 \\\\\n& & & & & & & 41,000 & 47 & $^a$5.5 & 15.6 & \\\\\n& & & & & & & 40,000 & 312 & $^a$6.5 & 9.7 & \\\\\n& & & & & & & 37,000 & 1743 & 13 & 16.7 & \\\\\n\\hline\n\\multicolumn{12}{|c|}{Solution-treated at 2200$^\\circ$ F} \\\\\n\\hline\n\\multicolumn{6}{|c|}{Time and cooling rate} & \\multicolumn{6}{c|}{} \\\\\n\\hline\n2200 & $\\frac{1}{2}$ & W.Q. & ---- & -- & ---- & ---- & 45,000 & 14 & $^a$8.5 & 14.4 & 42,000 38,000 \\\\\n& & & & & & & 45,500 & 149 & $^a$7 & 9.1 & \\\\\n& & & & & & & 40,000 & 420 & 6 & 6.2 & \\\\\n\\hline\n2200 & 1 & W.Q. & ---- & -- & ---- & ---- & 50,000 & 4 & $^a$5 & 26.7 & 42,000 38,000 \\\\\n& & & & & & & 45,000 & 29 & $^a$4 & 15.6 & \\\\\n& & & & & & & 40,000 & 847 & $^a$6 & 6.2 & \\\\\n& & & & & & & 37,500 & 1500 & ---- & ---- & \\\\\n\\hline\n2200 & 1 & A.C. & ---- & -- & ---- & ---- & 45,000 & 30 & 6 & 10.9 & 40,000 $^c$35,000 \\\\\n& & & & & & & 40,000 & 77 & $^a$3 & 9.7 & \\\\\n& & & & & & & 37,000 & 396 & $^a$5 & 9.7 & \\\\\n\\hline\n\\multicolumn{6}{|c|}{Aging time and temperature} & \\multicolumn{6}{c|}{} \\\\\n\\hline\n2200 & 1 & W.Q. & 1400 & 2 & ---- & ---- & 53,000 & 60 & 13 & 15.4 & 51,000 44,000 \\\\\n& & & & & & & 50,000 & 113 & 15 & 13.3 & \\\\\n& & & & & & & 45,000 & 658 & 14 & 20.0 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1400 & 8 & ---- & ---- & 50,000 & 36 & 5 & 11.5 & 47,000 40,000 \\\\\n& & & & & & & 45,000 & 178 & $^a$3 & 7.3 & \\\\\n& & & & & & & 42,000 & 558 & $^a$8 & 7.3 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1400 & 16 & ---- & ---- & 50,000 & 67 & 12 & 17.8 & 48,500 41,000 \\\\\n& & & & & & & 45,000 & 384 & $^a$15 & 16.5 & \\\\\n& & & & & & & 42,000 & 510 & 15 & 17.8 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1400 & 24 & ---- & ---- & 54,000 & 48.5 & $^a$12 & 18.3 & 50,000 42,000 \\\\\n& & & & & & & 50,000 & 118 & 14 & 17.8 & \\\\\n& & & & & & & 47,000 & 133 & 18 & 23.3 & \\\\\n& & & & & & & 45,000 & 398 & 21 & 30.8 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1400 & 50 & ---- & ---- & 50,000 & 88 & 20 & 33.0 & 49,000 38,500 \\\\\n& & & & & & & 45,000 & 234 & 20 & 21.2 & \\\\\n& & & & & & & 41,000 & 573 & 20 & 22.0 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1350 & 24 & ---- & ---- & 50,000 & 170 & 15 & 23.3 & 53,000 39,500 \\\\\n& & & & & & & 45,000 & 335 & 21 & 20.0 & \\\\\n& & & & & & & 40,000 & 918 & 36 & 35.0 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1350 & 50 & ---- & ---- & 50,000 & 53 & $^a$12 & 13.3 & 47,000 37,000 \\\\\n& & & & & & & 45,000 & 145 & $^a$10 & 16.7 & \\\\\n& & & & & & & 40,000 & 479 & $^a$14 & 21.2 & \\\\\n& & & & & & & 35,000 & 3301 & 19 & 21.6 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1500 & 24 & ---- & ---- & 50,000 & 76 & 25 & 35.0 & 49,000 35,000 \\\\\n& & & & & & & 45,000 & 202 & 22 & 25.6 & \\\\\n& & & & & & & 40,000 & 346 & 30 & 39.6 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1600 & 24 & ---- & ---- & 50,000 & 141 & 36 & 37.9 & 51,000 35,500 \\\\\n& & & & & & & 45,000 & 216 & 32 & 36.0 & \\\\\n& & & & & & & 40,000 & 468 & 35 & 43.8 & \\\\\n& & & & & & & 35,000 & 1168 & 28 & 31.4 & \\\\\n\\hline\n2200 & 1 & W.Q. & 1750 & 24 & ---- & ---- & 50,000 & 78 & 30 & 39.8 & 49,000 40,000 \\\\\n& & & & & & & 45,000 & 245 & 27.5 & 39.8 & \\\\\n& & & & & & & 41,000 & 696 & 33 & 36.0 & \\\\\n\\hline\n\\end{tabular}\n\n$^a$All aging treatments preceded hot-cold-rolling except where noted.\n$^b$All hot-cold-rolled material was given a final stress relief at 1200$^\\circ$ F for 1 hr.\n$^c$W.Q., water-quenched; A.C., air-cooled.\n$^d$Fractured in gage mark.\n$^e$Estimated.\n\nNACA", "timestamp": "2026-07-22T05:16:11.771929+00:00"}
{"citation_id": "19930082485", "source_url": "https://ntrs.nasa.gov/api/citations/19930082485/downloads/19930082485.pdf", "page_number": 55, "total_pages": 62, "image_filename": "19930082485_p55.jpg", "text": "54\nNACA TN No. 1810\n\n[Figure: A graph with a vertical axis labeled \"Flow intensity, $\\rho V$\" and a horizontal axis labeled \"$\\frac{n}{n_o}$\". The horizontal axis has tick marks at 0, .5, and 1.0. A curve starts at a high value on the vertical axis at $n/n_o = 0$ and decreases to a lower value at $n/n_o = 1.0$. The left vertical axis is labeled \"Suction surface\" and the right vertical axis is labeled \"Pressure surface\". The NACA logo is present near the bottom right of the graph.]\n\nFigure 23.- Schematic diagram of variation of flow intensity with distance along velocity-potential line.\n\n1026", "timestamp": "2026-07-22T05:16:12.415650+00:00"}
{"citation_id": "19930085487", "source_url": "https://ntrs.nasa.gov/api/citations/19930085487/downloads/19930085487.pdf", "page_number": 35, "total_pages": 36, "image_filename": "19930085487_p35.jpg", "text": "```markdown\nNACA RM No. E8J22\n33\n\n<!-- Image (128, 110, 888, 904) -->\n\nFigure 9. - Continued. Critical-speed diagrams for 10 stages of\ncompressor rotor.\n```", "timestamp": "2026-07-22T05:16:15.574109+00:00"}
{"citation_id": "19930082614", "source_url": "https://ntrs.nasa.gov/api/citations/19930082614/downloads/19930082614.pdf", "page_number": 35, "total_pages": 36, "image_filename": "19930082614_p35.jpg", "text": "NACA TN 1939\n33\n\nTrue airspeed, V, ft/sec\nTrue airspeed, mph\n\n-600\n60° dive, graphical calculation,\ninstantaneous braking\n60° dive, graphical calculation,\ndelayed braking\n60° dive, equation(5)\n60° dive, equation (4)\nLevel flight, equation (2)\n\n-400\n-300\n\nInitial altitude, ft\n25,000\n10,000\n\n[Figure: Graph showing variation of airspeed with time for an airplane with aerodynamic brakes. Wing loading, 50 lb/sq ft.]\n\nTime, t, sec\n\nFigure 9.— Variation of airspeed with time for an\nairplane with aerodynamic brakes. Wing loading,\n50 lb/sq ft.", "timestamp": "2026-07-22T05:16:17.312013+00:00"}
{"citation_id": "19930082498", "source_url": "https://ntrs.nasa.gov/api/citations/19930082498/downloads/19930082498.pdf", "page_number": 45, "total_pages": 49, "image_filename": "19930082498_p45.jpg", "text": "Page intentionally left blank\n\nPage intentionally left blank", "timestamp": "2026-07-22T05:16:18.928792+00:00"}
{"citation_id": "19930085542", "source_url": "https://ntrs.nasa.gov/api/citations/19930085542/downloads/19930085542.pdf", "page_number": 20, "total_pages": 46, "image_filename": "19930085542_p20.jpg", "text": "[No readable text detected]", "timestamp": "2026-07-22T05:16:19.304470+00:00"}
{"citation_id": "19930082245", "source_url": "https://ntrs.nasa.gov/api/citations/19930082245/downloads/19930082245.pdf", "page_number": 59, "total_pages": 66, "image_filename": "19930082245_p59.jpg", "text": "58\nNACA TN No. 1596\n\n<!-- Image (123, 127, 835, 445) -->\n\nTrue-contour aileron\nBeveled-trailing-edge aileron\n\n<!-- Image (123, 527, 835, 772) -->\n\nFigure 11.- Variation of normal-force-coefficient-curve slopes with Mach number for an NACA 66,1-115 airfoil section equipped with unsealed 0.20c plain ailerons.", "timestamp": "2026-07-22T05:16:19.526130+00:00"}
{"citation_id": "19930082496", "source_url": "https://ntrs.nasa.gov/api/citations/19930082496/downloads/19930082496.pdf", "page_number": 48, "total_pages": 50, "image_filename": "19930082496_p48.jpg", "text": "NACA TN No. 1836\n47\n\n[Figure: A close-up photograph of a damaged turbine blade assembly. A ruler labeled \"INCHES\" is placed next to the blades for scale. The number \"40\" is written on the base of the assembly. A NACA logo with the text \"C-21271\" and \"4-22-48\" is visible in the bottom right corner of the image.]\n\n(a) Close-up of failure.\n\nFigure 13. - Ceramal-blade failure after 12 hours and 13 minutes of operation.", "timestamp": "2026-07-22T05:16:19.773204+00:00"}
{"citation_id": "19930082618", "source_url": "https://ntrs.nasa.gov/api/citations/19930082618/downloads/19930082618.pdf", "page_number": 34, "total_pages": 78, "image_filename": "19930082618_p34.jpg", "text": "```markdown\n32\n\n[Figure: A graph plotting Section lift coefficient ($c_l$) and Moment coefficient ($c_{m_{c/4}}$) against Section angle of attack ($\\alpha$, deg). The graph contains multiple curves with different symbols. A legend box is present.]\n\nR\n$\\circ$ $0.7 \\times 10^6$\n$\\square$ $1.0$\n$\\diamond$ $1.5$\n$\\triangle$ $2.0$\n$\\nabla$ $5.0$\nFlagged symbols denote\nstandard roughness\n\n[NACA logo]\n\n(b) Section lift and pitching-moment characteristics of the NACA $64_3$-418 airfoil section with a 0.20c simulated split flap deflected $60^\\circ$.\n\nFigure 4.— Continued.\n\nNACA TN 1945\n```", "timestamp": "2026-07-22T05:16:26.573680+00:00"}
{"citation_id": "19930082914", "source_url": "https://ntrs.nasa.gov/api/citations/19930082914/downloads/19930082914.pdf", "page_number": 37, "total_pages": 66, "image_filename": "19930082914_p37.jpg", "text": "36\n\nPage intentionally left blank\n\nPage intentionally left blank", "timestamp": "2026-07-22T05:16:29.845799+00:00"}
{"citation_id": "19930085626", "source_url": "https://ntrs.nasa.gov/api/citations/19930085626/downloads/19930085626.pdf", "page_number": 17, "total_pages": 24, "image_filename": "19930085626_p17.jpg", "text": "16\nNACA RM No. L8K23\n\nCONFIDENTIAL\nTip obtained by revolving\nairfoil section around chord\nline.\n\nAileron\nC/4 line\n4.05\n.93\n7.00\n11.50\n1.69\n8.48\n\nSection A-A\nCircular-arc section\nnormal to c/4 line.\nThickness ratio, 0.10\n\n$C_D$\n.08\n.04\n0\n\nModel\n114c\n114d\n114e\n114f\n\n$\\delta_a$\n(deg)\n10\n10\n5\n5\n\n$pb/2v$\n.12\n.08\n.04\n0\n-.04\n\n.6\n.8\n1.0\n1.2\n1.4\n1.6\n1.8\n2.0\nM\n\n[Figure: NACA logo]\n\n(a) Original aileron configuration.\nFigure 4.- Details of configurations tested and experimental results.\nCONFIDENTIAL", "timestamp": "2026-07-22T05:16:31.257504+00:00"}
{"citation_id": "19930085889", "source_url": "https://ntrs.nasa.gov/api/citations/19930085889/downloads/19930085889.pdf", "page_number": 7, "total_pages": 37, "image_filename": "19930085889_p7.jpg", "text": "6\nCONFIDENTIAL\nNACA RM L9F14\n\naerodynamic chords. The forces and moments were measured by means of\nthe six-component balance system of the Langley stability tunnel.\n\nMost of the tests were made at a dynamic pressure of 25.1 pounds\nper square foot which corresponds to a Mach number of 0.13 and a\nReynolds number of about 720,000.\n\nThe models were tested through an angle-of-attack range from about\n-4° angle of attack up to and beyond the angle of maximum lift at 0°\nand ±5° angles of yaw in straight flow and at 0° angle of yaw in\nrolling flow. For the straight-flow tests at 0° angle of yaw, lift,\ndrag, and pitching-moment coefficients are presented. Data obtained in\nstraight flow at ±5° angle of yaw and in rolling flow at values\nof $pb/2V$ of ±0.0248 and ±0.0745 were used to obtain derivatives of\nlateral force, yawing moment, and rolling moments with respect to yaw\nangle and wing-tip helix angle. In straight-flow tests at zero yaw,\nrolling moments were obtained over the angle-of-attack range for\naileron deflections of ±4° and ±8°, measured in a plane parallel to the\nplane of symmetry. The corresponding aileron deflections measured in a\nplane normal to the hinge axis are presented in the following table:\n\n| Sweepback $\\Lambda$ (deg) | Aileron deflections parallel to plane of symmetry (deg) | Aileron deflections normal to hinge line (deg) |\n| :--- | :---: | :---: |\n| 3.6 | ±4 | ±4.01 |\n| 3.6 | ±8 | ±8.02 |\n| 32.6 | ±4 | ±4.45 |\n| 32.6 | ±8 | ±8.89 |\n| 46.7 | ±4 | ±5.44 |\n| 46.7 | ±8 | ±10.83 |\n\nSome tests of the 46.7° sweptback wing were made without the fuselage.\nFor these tests, the center section of the wing was altered as is shown\nin figure 5. In straight flow the lift and pitching moment of the wing\nalone were measured with and without transition strips on the leading\nedge of the wing at various values of dynamic pressure. The values of\nMach number and Reynolds number which correspond to the test dynamic\npressures are as follows:\n\nCONFIDENTIAL", "timestamp": "2026-07-22T05:16:33.637388+00:00"}
{"citation_id": "19930085544", "source_url": "https://ntrs.nasa.gov/api/citations/19930085544/downloads/19930085544.pdf", "page_number": 18, "total_pages": 33, "image_filename": "19930085544_p18.jpg", "text": "NACA RM No. L8K26\n17\n\nREFERENCES\n\n1. Theodorsen, Theodore: General Theory of Aerodynamic Instability\nand the Mechanism of Flutter. NACA Rep. No. 496, 1935.\n\n2. Greenberg, J. Mayo: Airfoil in Sinusoidal Motion in a Pulsating\nStream. NACA TN No. 1326, 1947.\n\n3. Pendley, Robert E.: Effect of Propeller-Axis Angle of Attack\non Thrust Distribution over the Propeller Disk in Relation\nto Wake-Survey Measurement of Thrust. NACA ARR No. L5J02b, 1945.\n\n4. Crigler, John L.: Comparison of Calculated and Experimental\nPropeller Characteristics for Four-, Six-, and Eight-Blade\nSingle-Rotating Propellers. NACA ACR No. 4B04, 1944.\n\n5. Stack, John: Tests of Airfoils Designed to Delay the Compressibility\nBurble. NACA Rep. No. 763, 1943.", "timestamp": "2026-07-22T05:16:33.702894+00:00"}
{"citation_id": "19930085881", "source_url": "https://ntrs.nasa.gov/api/citations/19930085881/downloads/19930085881.pdf", "page_number": 7, "total_pages": 31, "image_filename": "19930085881_p7.jpg", "text": "NACA RM L9D12 CONFIDENTIAL 5\n\nRolling characteristics of the rectangular-wing configurations.-\nThe wing-aileron rolling-effectiveness characteristics for the rectangular-wing configurations summarized in figure 7(a) show that, at the lowest Mach numbers investigated and at any Mach number in excess of about 1.2, the rolling effectiveness is of the same order for all configurations tested. However, in the Mach number range from 0.88 to 0.93, reversal of effectiveness for the deflections tested is shown for the configurations having the airfoil sections with the larger trailing-edge angles, that is, the NACA 16-009 and the 9-percent-thick circular arc. In the corresponding Mach number range, reversal is not shown for the configurations having the NACA 65A009 and the 9-percent-thick double-wedge airfoil sections both of which have smaller trailing-edge angles. Comparison of the results for the NACA 65A009 section with those for the double-wedge airfoil section indicates that the variation of effectiveness with Mach number is primarily related to the trailing-edge angle and not to the shape of the forward part of the airfoil section. Comparison of the results for the NACA 16-009 and the circular-arc airfoil sections indicates the same relation.\n\nRolling characteristics of the sweptback-wing configurations.- The results in figure 7(b) for the swept-wing configuration show that the configurations having the smaller trailing-edge angles exhibit a gradual variation of effectiveness over the Mach number range investigated. For the models employing the NACA 65A009 and the double-wedge airfoil sections the values of $\\frac{pb}{2V}/\\delta_a$, which are presented for several aileron deflections, agree randomly within the limits of reproducibility of the test results indicating a reasonably linear variation of rolling effectiveness with aileron deflection over the range of deflections tested. The rolling effectiveness of the configurations employing the NACA 16-009 and circular-arc airfoil sections is nonlinear with deflection and is reversed for the smaller deflections over a relatively large supersonic Mach number range. The Mach number range over which reversal occurs is much larger for the swept wings than for the unswept wings.\n\nDrag measurements.- The variation of total drag coefficient with Mach number for the models tested is summarized in figure 8. The curves in figure 8 were obtained by averaging arithmetically the drag of all the models of each configuration presented in figures 5 and 6. It should be noted that the total drag measurements are influenced by section angle-of-attack distribution due to the rolling velocity, aileron deflection, and by unknown interference effects.\n\nThe results for the rectangular wings presented in figure 8(a) show that the sharp-nose sections have markedly less drag than the blunt-nose sections at the higher Mach numbers investigated. At Mach numbers approaching 1.7, the drag of the rectangular wings with the double-wedge section approaches that of the wings having 45° sweepback. For the rectangular wings in the vicinity of Mach number 1, the blunt-nose sections have slightly less drag than do the sharp-nose sections. The\n\nCONFIDENTIAL", "timestamp": "2026-07-22T05:16:34.811122+00:00"}
{"citation_id": "19930085519", "source_url": "https://ntrs.nasa.gov/api/citations/19930085519/downloads/19930085519.pdf", "page_number": 32, "total_pages": 46, "image_filename": "19930085519_p32.jpg", "text": "NACA RM No. L8K19\n31\n\nPitching-moment coefficient, $C_{m_0}$\n\nFlap position\n$\\delta_f$ (deg) | below lip (% c) | ahead of lip (% c)\n--- | --- | ---\n0 | 1 | 1\n50 | 2 | 1\n40 | 2 | 1\n30 | 2 | 1\n\nDrag coefficient, $C_D$\n\nAngle of attack, $\\alpha$, deg\n\nLift coefficient, $C_L$\n\n[NACA logo]\n\nFigure 11.- The aerodynamic characteristics of the plain wing and the wing with a full-span slotted flap at various deflections. The flap position is optimum for each particular deflection.", "timestamp": "2026-07-22T05:16:40.628479+00:00"}
{"citation_id": "19930085879", "source_url": "https://ntrs.nasa.gov/api/citations/19930085879/downloads/19930085879.pdf", "page_number": 12, "total_pages": 29, "image_filename": "19930085879_p12.jpg", "text": "```markdown\n10\n\n<!-- Image (33, 236, 922, 734) -->\n\nSection A-A: NACA 65-009\nSection B-B: NACA 65-009\n\nAll dimensions in inches\n\nFigure 1.- Sketch of RM-11 pilot-escape test vehicle.\n\nNACA RM L9D11\n```", "timestamp": "2026-07-22T05:16:41.579657+00:00"}
{"citation_id": "19930085880", "source_url": "https://ntrs.nasa.gov/api/citations/19930085880/downloads/19930085880.pdf", "page_number": 9, "total_pages": 96, "image_filename": "19930085880_p9.jpg", "text": "NACA RM No. L9C03\n7\n\nTABLE 1.- INDEX OF FIGURES\n\n| | Figure |\n| :--- | :--- |\n| Details of rectangular planing surface with flat bottom; model 250A | 1 |\n| Details of rectangular planing surface with transverse bottom curvature; model 250B | 2 |\n| Details of triangular planing surface with flat bottom; model 250D | 3 |\n| Photograph of test setup | 4 |\n| Underwater photographs of model 250B at trim of $4^\\circ$ | 5 |\n| Variation of wetted lengths at chine and at model center line with wetted area for model 250B | 6 |\n| Variation of wetted lengths at chine and at model center line with wetted area for model 250D | 7 |\n| Wetted area forward of the observed wetted length for models 250B and 250D | 8 |\n| Aerodynamic drag of towing gear less model | 9 |\n| Aerodynamic drag of models 250A and 250B | 10 |\n| Aerodynamic drag of model 250D | 11 |\n| Aerodynamic lift of models 250A and 250B | 12 |\n| Aerodynamic lift of model 250D | 13 |\n| Variation of load with wetted area; model 250A | 14 |\n| Variation of resistance with wetted area; model 250A | 15 |\n| Variation of moment with wetted area; model 250A | 16 |\n| Variation of draft with wetted area; model 250A | 17 |\n| Variation of load with wetted area; model 250B | 18 |\n| Variation of resistance with wetted area; model 250B | 19 |\n| Variation of moment with wetted area; model 250B | 20 |\n| Variation of draft with wetted area; model 250B | 21 |\n| Variation of load with wetted area; model 250D | 22 |\n| Variation of resistance with wetted area; model 250D | 23 |\n| Variation of moment with wetted area; model 250D | 24 |\n| Variation of draft with wetted area; model 250D | 25 |\n\n[Figure: NACA logo]", "timestamp": "2026-07-22T05:16:51.160083+00:00"}
{"citation_id": "19930082485", "source_url": "https://ntrs.nasa.gov/api/citations/19930082485/downloads/19930082485.pdf", "page_number": 56, "total_pages": 62, "image_filename": "19930082485_p56.jpg", "text": "NACA TN No. 1810\n55\n\nStream function, $\\psi$, slug/sec\n\n$\\psi_5$\n$\\psi_4$\n$\\psi_3$\n$\\psi_2$\n$\\psi_1$\n\nSuction surface\n\nPressure surface\n\nWeight flow\nof gas, W\n\n0\n.5\n1.0\n\n$\\frac{n}{n_o}$\n\nNACA\n\nFigure 24.- Variation in stream function\nwith distance along a velocity-potential\nline.", "timestamp": "2026-07-22T05:16:54.610671+00:00"}
{"citation_id": "19930082617", "source_url": "https://ntrs.nasa.gov/api/citations/19930082617/downloads/19930082617.pdf", "page_number": 30, "total_pages": 58, "image_filename": "19930082617_p30.jpg", "text": "NACA TN 1962\n29\n\nStringers\nO 1 to 9\nX 10 to 16\n\nMoment\n(in. - lb)\n1 36.0 X $10^3$\n2 72.0 X $10^3$\n3 108.0 X $10^3$\n4 144.0 X $10^3$\n5 180.0 X $10^3$\n6 216.0 X $10^3$\n7 288.0 X $10^3$\n\n[Figure: Cross-section diagram showing 2.57\" dimension, r-A, Bond I, L-A, and A-A view]\n\nDistance from horizontal diameter, in.\nStrain\n\n| | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | |", "timestamp": "2026-07-22T05:16:55.053453+00:00"}
{"citation_id": "19930085487", "source_url": "https://ntrs.nasa.gov/api/citations/19930085487/downloads/19930085487.pdf", "page_number": 36, "total_pages": 36, "image_filename": "19930085487_p36.jpg", "text": "34\nNACA RM No. E8J22\n\n<!-- Image (104, 110, 890, 905) -->\n\nFigure 9. - Concluded. Critical-speed diagrams for 10 stages of compressor rotor.\n\nNACA - Langley Field, Va.", "timestamp": "2026-07-22T05:16:55.307376+00:00"}
{"citation_id": "19930082498", "source_url": "https://ntrs.nasa.gov/api/citations/19930082498/downloads/19930082498.pdf", "page_number": 46, "total_pages": 49, "image_filename": "19930082498_p46.jpg", "text": "NACA TN No. 1638\n\n[Figure: View of engine with wye connecting exhausts of the two cylinder banks and emptying into a single muffler.]\n\nFigure 6.— View of engine with wye connecting exhausts of the two cylinder banks and emptying into a single muffler.\n\nNACA\nL-52528\n\n45", "timestamp": "2026-07-22T05:16:57.262147+00:00"}
{"citation_id": "19930085542", "source_url": "https://ntrs.nasa.gov/api/citations/19930085542/downloads/19930085542.pdf", "page_number": 21, "total_pages": 46, "image_filename": "19930085542_p21.jpg", "text": "NACA RM No. L8L29\n19\n\n[Figure: A conical model mounted in a wind tunnel. A ruler marked in inches is visible at the base of the model. A NACA label with the number L-58008 is in the bottom right corner of the image.]\n\nFigure 4.- Model 4 mounted in tunnel. A = 1.07; $\\Lambda_{c/4} = 70.4^\\circ$; profile, NACA 0012.", "timestamp": "2026-07-22T05:16:58.034094+00:00"}
{"citation_id": "19930082496", "source_url": "https://ntrs.nasa.gov/api/citations/19930082496/downloads/19930082496.pdf", "page_number": 49, "total_pages": 50, "image_filename": "19930082496_p49.jpg", "text": "48\n\nPage intentionally left blank\n\nPage intentionally left blank", "timestamp": "2026-07-22T05:16:58.874383+00:00"}
{"citation_id": "19930082614", "source_url": "https://ntrs.nasa.gov/api/citations/19930082614/downloads/19930082614.pdf", "page_number": 36, "total_pages": 36, "image_filename": "19930082614_p36.jpg", "text": "34\nNACA TN 1939\n\nLongitudinal acceleration, $a$, ft/sec$^2$\nInitial altitude, ft\n25,000\n10,000\n\nFlight-path angle, $\\gamma$, deg\n\nTrue airspeed, $V$, ft/sec\n\nTime, $t$, sec\n\n[Figure: NACA logo]\n\nFigure 10.— Variation with time of longitudinal acceleration, flight-path angle, and airspeed of an airplane entering a 60° dive. Wing loading, 50 lb/sq ft.\n\nNACA-Langley - 9-1-49 - 950", "timestamp": "2026-07-22T05:17:01.034376+00:00"}
{"citation_id": "19930082914", "source_url": "https://ntrs.nasa.gov/api/citations/19930082914/downloads/19930082914.pdf", "page_number": 38, "total_pages": 66, "image_filename": "19930082914_p38.jpg", "text": "NACA TN No. 1857\n37\n\n[Figure: Full view of interferometer with light source (left) and camera (right).]\n\nNACA\nL-59228", "timestamp": "2026-07-22T05:17:11.221672+00:00"}
{"citation_id": "19930082245", "source_url": "https://ntrs.nasa.gov/api/citations/19930082245/downloads/19930082245.pdf", "page_number": 60, "total_pages": 66, "image_filename": "19930082245_p60.jpg", "text": "```markdown\nNACA TN No. 1596\n\n.6\n.5\n.4\n.3\n.2\n.1\n0\n$-\\left(\\frac{\\Delta c_l}{\\Delta \\delta_a}\\right)_{c_n}$\n\n(a) $c_n=0.$\n\n.6\n.5\n.4\n.3\n.2\n.1\n0\n$-\\left(\\frac{\\Delta c_l}{\\Delta \\delta_a}\\right)_{c_n}$\n\n(c) $c_n=0.4.$\n\n.1 .2 .3 .4 .5 .6 .7 .8 .9\nMach number, M\n\n(b) $c_n=0.2.$\n\n(d) $c_n=0.6.$\n\n.1 .2 .3 .4 .5 .6 .7 .8 .9\nMach number, M\n\n[Figure: NACA logo]\n\n--- True-contour aileron\n--- Beveled-trailing-edge aileron\n\nFigure 12.- Variation of aileron effectiveness $\\left(\\frac{\\Delta c_l}{\\Delta \\delta_a}\\right)_{c_n}$ with Mach number for an NACA 66,1-115 airfoil section equipped with unsealed 0.20c plain ailerons.\n\n59\n```", "timestamp": "2026-07-22T05:17:11.423606+00:00"}
{"citation_id": "19930082511", "source_url": "https://ntrs.nasa.gov/api/citations/19930082511/downloads/19930082511.pdf", "page_number": 50, "total_pages": 99, "image_filename": "19930082511_p50.jpg", "text": "48\nNACA TN No. 1826\n\nThe singularity-free potential inside the tunnel then takes the form\n\n$$\n\\phi = \\frac{1}{\\pi} \\int_0^\\infty \\left[ \\frac{J_0(i\\rho q)}{i q J_0'(i q)} \\int_{-\\infty}^\\infty g_0(\\beta) \\cos q(\\beta - \\xi) \\, d\\beta \\right.\n$$\n\n$$\n\\left. - \\frac{2\\pi k \\xi}{q} - \\frac{2}{q^2} \\int_{-\\infty}^\\infty g_0(\\beta) \\, d\\beta \\right] dq\n$$\n\nwhere $k = \\lim_{|\\beta| \\to \\infty} \\frac{g_0(\\beta)}{\\beta}$ and where $\\int_{-\\infty}^\\infty g_0(\\beta) \\, d\\beta$ is the Cauchy principal value of the integral. Both the limit and the integral must be assumed to exist.\n\nThe appearance of these additional terms is not wholly due to the presence of the open section in the tunnel. For a source in a completely closed tunnel the second term does not vanish and would have to be used in calculating the tunnel-induced perturbation velocity by the method of reference 13. However, for a closed body or a vortex system plus its reflections in a completely closed tunnel, both of these additional terms vanish.\n\nIt is easy to verify the fact that the additional terms do insure the convergence of the integral with respect to $q$. A straightforward differentiation then shows that $\\phi$ is in fact harmonic and satisfies the boundary condition $\\left. \\frac{\\partial \\phi}{\\partial \\rho} \\right|_{\\rho=1} = g_0(\\xi)$.\n\nFor the closed-open-closed tunnel, the boundary condition (see part I) that the velocities far upstream and downstream be equal is no longer automatically satisfied by putting the total tangential velocity on the jet surface equal to zero. The determining conditions for $\\phi_A$ are now\n\n(1) $\\Delta \\phi_A = 0 \\quad (\\rho < 1)$\n\n(2) $\\left. \\frac{\\partial \\phi_A}{\\partial \\rho} \\right|_{\\rho=1} = 0 \\quad (\\xi < a \\text{ and } \\xi > b)$\n\n(3) $\\left. \\frac{\\partial \\phi_A}{\\partial \\xi} \\right|_{\\rho=1} = - \\left. \\frac{\\partial (\\xi_0 + \\phi_C)}{\\partial \\xi} \\right|_{\\rho=1} + u \\quad (a \\le \\xi \\le b)$", "timestamp": "2026-07-22T05:17:12.249931+00:00"}
{"citation_id": "19930085544", "source_url": "https://ntrs.nasa.gov/api/citations/19930085544/downloads/19930085544.pdf", "page_number": 19, "total_pages": 33, "image_filename": "19930085544_p19.jpg", "text": "18\nNACA RM No. L8E26\n\n<!-- Image (139, 110, 814, 821) -->\n\n(a) Thrust-axis angle.\n(b) Rear view.\n(c) Velocity vectors.\n\nFigure 1.- Velocity diagram of inclined propeller.", "timestamp": "2026-07-22T05:17:20.303132+00:00"}
{"citation_id": "19930082542", "source_url": "https://ntrs.nasa.gov/api/citations/19930082542/downloads/19930082542.pdf", "page_number": 28, "total_pages": 53, "image_filename": "19930082542_p28.jpg", "text": "NACA TN No. 1867\n27\n\nTABLE II.- RUPTURE TEST CHARACTERISTICS AT 1200° F OF LOW-CARBON N-155 BAR STOCK - Concluded\n\n| Heat treatment | | | | | | Hot-cold-rolling (%) | | Rupture properties at 1200° F | | | | |\n| :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- |\n| **Solution treatment** | | | **Aging treatment (a)** | | | | | | | | | |\n| Temper-ature (°F) | Time (hr) | Method of cooling (c) | Temper-ature (°F) | Time (hr) | Temper-ature (°F) | Percent reduction | Stress (psi) | Rupture time (hr) | Elongation in 1 in. (percent) | Reduction of area (percent) | Rupture strength (psi) | |\n| | | | | | | | | | | | 100 hr | 1000 hr |\n| **Solution-treated at 2200° F** | | | | | | | | | | | | |\n| **Cold-working amount and temperature** | | | | | | | | | | | | |\n| 2200 | 1 | W.Q. | ----- | -- | 1200 | 5 (5.1) | 55,000 50,000 | 76 333 | 1.5 2 | 7.0 12.2 | 54,000 | 47,000 |\n| 2200 | 1 | W.Q. | ----- | -- | 1200 | 10 | 60,000 50,000 | 37 1914 | 1.5 3.5 | 4.5 7.0 | 57,000 | 51,000 |\n| 2200 | 1 | W.Q. | 1400 | 24 | 1200 | 10 | 58,000 55,000 52,500 50,000 | 101 87 200 403 | 11 12 10 15 | 17.8 14.4 14.4 24.5 | 56,000 | 47,000 |\n| 2200 | 1 | W.Q. | ----- | -- | 1200 | 15 (14.3) | 55,000 52,000 45,000 | 12 2115 1943 | 1 2 ----- | 4.3 6.0 ----- | 54,000 | 52,000 |\n| 2200 | 1 | W.Q. | 1400 | 24 | 1200 | 15 | 65,000 60,000 55,000 | 78 228 693 | 4.5 5.5 3 | 10.9 9.7 5.0 | 64,000 | 53,500 |\n| 2200 | 1 | W.Q. | ----- | -- | 1000 | 15 (15.6) | 55,000 52,500 50,000 | 77 134 574 | 1.5 .5 1 | 4.1 1.7 1.5 | 54,000 | 49,000 |\n| 2200 | 1 | W.Q. | ----- | -- | 1400 | 15 (14.9) | 60,000 55,000 52,500 50,000 | 40 146 581 1646 | 1 1 1 1.5 | 1.5 4.2 1.4 3.5 | 56,000 | 51,000 |\n| 2200 | 1 | W.Q. | ----- | -- | 1600 | 15 (14.3) | 55,000 50,000 45,000 | 110 235 736 | 4.5 6.5 10 | 13.8 19.0 25.4 | 55,500 | 43,500 |\n| **Solution-treated at 2250° F** | | | | | | | | | | | | |\n| 2250 | 1/2 | W.Q. | ----- | -- | ----- | ----- | 50,000 40,000 35,000 37,500 | 8.5 120 1221 3122 | 5 4 ----- 10 | 16.5 16.0 ----- 15.3 | 41,000 | 38,000 |\n| **Solution-treated at 2300° F** | | | | | | | | | | | | |\n| 2300 | 1/2 | W.Q. | ----- | -- | ----- | ----- | 45,000 40,000 36,000 38,000 | 98 260 1347 978 | 6 7 ----- 4.5 | 12.8 7.7 ----- 12.1 | 44,000 | 37,500 |\n\naAll aging treatments preceded hot-cold-rolling except where noted.\nbAll hot-cold-rolled material was given a final stress relief at 1200° F for 1 hr.\ncW.Q., water-quenched; A.C., air-cooled.\ndFractured in gage mark.\neEstimated.\nfGaged after rolling.\ngDiscontinued at this time.\nhOverheated at this time.\n\nNACA", "timestamp": "2026-07-22T05:17:21.281976+00:00"}