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NATIONAL ADVISORY COMMITTEE FOR AERON�R.W


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'IlD'l'
�W llm "� IIJI"I)14)
'ITl'llrl'I�KlI� "))t,:1 � / '· il �: Jl1Jh, Ji
ORIGINALLY ISSUEr(
June 1946 as
Memoramllm :Report W12

J'LIGB'l' MBAStJRI!MImLB BY VARICU3 MlLTHOIE

OF TBB DRAG OlIARAC'l!ImISTIOB

OJ' TBB XP-51 AIRPLAlIE

By Benr,r A. Pearson and Doro� E. Beadle


./
(
Ians181 Memorial Aeronaut1cal Laboratory
IAnsley Field" Va.

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�: ' .... .� .

,r, ' � . • _

I� WASHINGTON

NACA WARTIME REPORTS are reprints of papers originally issued to provide rapid distribution of
advance research results to an authorized group requiring them for the war effort. They were pre­

nically edited: All have been reproduced without change in order to expedite general distribution.
viously held under a security status but are now unclassiiied. Some of these reports were not tech­
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L- 741
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NACA LANGLgy M�ORIAL A�RONAUTICAL LABOR�TORY

M�ORASDUM REPORT

fo X' the

AiX' Mater ie l Command, Army aiX' FcX'ces

MR. No. 'L6F12

FLIGb� M�AS���NTS BY VARIOUS M�THODS

or THE DR�G CEARACT�RI5TICS

OF TE� XP-51 AIRPLANE

By Henry A. Pear sr n and De- l"othy .1:. Beadle.

SUMMARY

The varia t io n �f tha r ver -a ll drag c�efflcisnt of


the XP-51 airplane was measu�ad in dives up t� a Mach
number of 0.8. ��ing the t�sts the airpl�ne was instru­
mented s� that the ever-all drag val"iati�n was �bta in ed
by three methe-ds, each r.f which emplryad different c�m bi­
natin�s cf instrum3ntatle-n. The metb�ds used are termad
the accoler('rnater, the anergy, and tlJe diva ...angle me tr.ods.
'
A discussl�n �f the r�lative accuracy of the rasults
obtainad with each �f the meth('ds is given both from the
standp�int cf instrumsnt accuracy and C'f the accuracy
with which the data mal be rdduced. It is concluded that
with present instruments the accelercmater mathcd yields
the most Accurate and censistent re sults.
·
A c�mparist"n r.tf th03 pX'esant
obtained in the wind tunnel indicates that at supeX'­
critical Mach numbers th� fli�ht values de not r.isa as
ra p id ly as tht"ae fr�m the wind tunnel. � c o mpari s on
b3tw6en varirus sats cf fli ght data indicates that suf­
ficient spX'ead of tha d a ta 1s obtained with presdnt instru­
m3ntation that a numbsr �f maasur eman t s may bs required 1n
ordar to establish a drag variation ('f rdascnable ac curac y .
,. • I ..

. ME. No. L6F12

INTRODUCTION

In view �f ·the need f�� ob taining flight data at


high speeds an XP-51 airplane was made available by the
Air Materiel C�mmand, Army Air F�rces,for high-speed
div'3 tes ts. Alt_h("�h the primary objective of the tests
was to obi:Ci.�n /oS,;;naral lC"ad data that c�uld be applied to
dxisting airplanes, a sdc�ndary objectivd was to e�mpare
the flight r�sults where pcsslbls with wind-tunnel and
other flieht mdasuraments. T� wind-tunn31 measurements

were C'btained "'ti a. -Se':lld mC"rial ('If thd XP-51 airnlane at
the Ames aer('lnautical Lab('lratcry and the flight results
frcm tasts made in En�land . cn a similar m�del cf the
XP-51.
- DurlnF th9 tasts at Langl�y Fiald, Va. , the XP-5l
airolane was instrumdnt,�d so as te obtain data at high
Mach numb3rs on such i tams as: th3 prassure distribu­
ti"'n �var thd wing and tail surfaces, the air�land
pitchin�-m�m3nt variatt�n, tha oentrel c�araetdristics,
the op�ration ('If spaelally ins talled divd-racovary rlaps,
the pr�file, and over-all drag variations.

In sC"ma caSdS these quantitias Wcr3 t� be measurdd


to the practical t3rrninal Mach numbar cf the e,lrpland.
-Sined maaS1lrdIITdots c�uld n('lt b.:3 C'lbtaindd "n all �f the
qua�1titi�s simultanaeusly, thd prC'gram was divIded illt�
sevaral phas::ss. P1'9viC'uB l"clpt:'rts cn the XP-51 project
(raferances 1 �nd 2) hava c�v�r�d thd �p�ra tion ('If thd
dive-racC'v�ry fl&ps and the pr�fila drag, rasp�ct ivdly.

Tha purpClSd �f this rap"r t is tCl pres�ri t tht:l rdsults


of the ovar-all d-rag c�dfficidn't variation with Mach
numbdr up to 0. 80 f�r tha XP-51 airplane, and to discuss
in sC'mo d3tail the accuracy of thd varicus mstheds tha t
are availuble fC'lr d�t�rmining. ths drag cndffician t in
flight.

APPA�ATUS A�D TE5TS

Airolana.- A sid� VidW �f the XP-El airplana is


shewn in figul"d 1 and a line drawing is giv�n in figure 2.
During tl'J.a tasts th3 airplane was coat,;:,d with carncuf'lage
paint; n� uttampt was mads to pr�pard atthur the wing or

2
"
MR No. L6F12

the fusela ge to an Qsr�dynamically smooth oondi tion.


Several minor medifica ticns ware made to the airplane
whoee etfeot 'on t h8 drag "ira's unkD.cwn. Th:3se modifica­
' -

tions i ncl uded l

(1) The in stalla ti on �f a fixed pitot-static haad


en a boom mcuntsd on the right wing near 'tho wing tip.
The statio h�les were a pprox imatel y l-ebord len gth
for�ard of the lea ding edge.

(2) Tha ins t a ll a tion �f a shield cn the upper side


nf th e !'uselaga aft �f th3 p ilot to h� U5 a a parisc�pe
that was used in �th3r tasts.

in tha
(3)
wing .
Th e ocvering of the six machina�gun op e nings

(4) The installa t i o n �f a Aeries �f six small


automobile- type l ight bulbs (abcut 3/8 inches· high)
acr�sa t he span �f the horizental tail for usa in ether
tests.

file
(5) The ins tal l at i� n �f a rake f�� measuring pro­
draB on tha left wing at 51.3 pa r o�n t �f tha S-.;Im!
span and thr a a t�tal-haad tubes whioh p r �ju c ta d 4 in c he s
..
above the t�p sur fa o d of t h e ldft wing.

(6)Thd installation of dive-racovary fl ap s ,


Thesd flaps f�rmed a bump 1/4 inch high a n d 30 inch�s
long on tha lowdr s urfac 'd ('f thl3 wing. (5aa rdferilnoe I.)
Some of thase m('dificati�ns may be ,
s a �n i n fi gures 1 and 2.

the airplana, a n g na
I

Charaotdristios ef \ , pr�Pdlldr,
and axr�ust staoks ar� givan in tabla I.

Instruments.- am
on g oth�rs, tha fol lowin g instruments
wera ins tal l ed ; thos� list.3d ar� partin'3nt'
of this rapt:"rt.

Airsp ae d reQ�rder

�r.essure 'altitude raccrder

aocalerometar for r � c�T ding aocelaraticn no rmal to


thrust axis

I
. MR.. Nn. L6F12

Accelar��ter r��·rdccrding. aeoalaratlen parallel


"
to thru�t axis
. : . .
(Tha abov� Instrum3nts w�re �f the c�ntlnuously rdc�rding

. I
typa. )

Dir�ctlcnal gyre mcuntdd en pll�t's Instrum3nt panal


900
: �n,d t.l,iI.rn3d 'for m.:Jasurlng attl tud3 angle

Tlmar f or synchronizing rdsults frcm abov� Instru­


mont.s

Indica ting t hdrmcm�.tdr

Mach Q�ber Indicatcr

Indicating accdl�r�m�tur

16-millimdter camera fer phC"tographing 'pil�t·'s


instrumant pan�l at 16
framdS par s�c�nd

Tasts.- The flight tclsts c�nsistdd of a numbdr of


incrdasingly fast dLv�s starting from �tJady Ijv�l flight
at a pilot's indicat�d SPddd �f milJs pdr hrur and at
160
a spacifidd · pr�ssurd altitude. Tha lav�l flight porticn,
pri�r to thd d�va, was hald for about 4 mlnutds following
which an abr upt PUsh-�vdr was mada te oith�r a sp�cifi�d
divd angl,) C"r tC" a dlv� a.ngls ·which was cC"mfcrtabL:J to
the:pilot. In thd lattdr cas� thd pilct pr�ce3dJd until
a spacifiJQ Mach numbdr was rdachJd, aft3r which a 4g to
6g r�cC"vdry was made.

F�r thd mC"st part, the divas WJrd made with tha dngine
throttled; in th3 thr�ttldd div�s trte mantf�ld prassure was
below lowdst r�ading cn th3 gagd (10
inch�s �f m�rcury)
thr�ughout thd d!v�. In all divas, hcwdvar, th� prC"p�ller
was sst to g�vdrn at �600 rpm �nd th� small radiator
spoiler flaps W4r';:, open. In SC"md of thd lat3r divdS, in
an a t td mp t t� rJa.ch high Mach numbars at thd hIghest pcs­
sible altttude, various am�unts �f p�wdr Wdrd used in the
darliar parts ef th3 div�. P.3c�rds and m�ticn pictures
wara taken during the paried from just prier tc th� push­
ovar until tha pull-C"ut had bd·:m c�mpl,=,tjd.

. On tha w�y tc th3 .starting positi�n th� pilot obs�rvdd


the outsidG air tampdratur3 at 1000-feet
intarvals. The
obsarvations Wjr& always takdn at an indicat�d sp�ad of

4
MR No. L6F12

160 miles per' hour atter conditions' were stabilised. '


In',order to establish tl1e temp e r ature �p ressure altItude
; variatian" to ",be- ",used wi th, t�· subs�quent, dIve the pilot's
temperature obs erv a ti o ns were co rre c t e d for the small
i
adi abat c temperature rise at 169 miles per hour •
. - . ,.
. · " · .
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METHOD, or Ri!DUCltlG DATA


"

The variat i o n at the qver-all drag coefficient w1th


Maoh numbe r was evaluated for a number the ,dives by of
each o:f three differe n t me'
different o ina ons
of instruments and are termed the "aooelerome ter m.ethnd, II
utilized measurements obtained from c mb ti
the "energy method," and the "dive-angle mCtthod."

Accelar�mstCtr math�d.- The readings � bta i ned from tbb


accelerometers and the aIrspee d �ecorder were the prima�y
measurements used 1n evaluating the over - a ll drag by the
aocelerometer msth�d, �lthough the g e ome try ot the air­
plane, rec�rded pressure altitude, and angle of at ta ck
were also usad. These quantItIes were Inserted in the
follo w ing tias�, ly de r iv e d equati()n t h a t expressas tha over­
all drag co��flcl�nt:
C
Ol = � (� cos a + n
v
sin a)

In equat1en (1)
1s the � var- a ll airplane drag c o ff i c ie nt including e
effects �t pr�psllar and exhaust jet thrust and
induced drag

� , reading of accdler�matar measuri ng accolerati�ns


parallel to thrust axis, g uoit..s riih.en the, weight
or Inartla forces on the accal�romatdr v ane act
r�Q�ard a negative,valuCt is r�corded,)
I'dading �f a cceler"m'� te r measuring acc ela ra ti o ns
no�mal to the t h rus t axis, g units

w wlng l� a �ing wis. , pounds per �quare f�ot


,
,
1 2
dynamic p�ess�re, iPV
q p�unds pdr square ,f�ct

5
MR No. L6F12

a. angle Clf ,attack 'Of', thrust ax1s 'and "f the" instrument
bass ,relative '
' menti board 'C'U which the: acceler'ome ter was mounted
was'par.allel, within ±O.'l°, ,to ths thrust axis.)
The dynamic pressure q used in equation (1) was
derived from measurements �f the impact pressure qc
and of the pressure al'
for the installati on error eXisting at the static openings
of the pitot-static head. No lag corrections wer� made to
e ither' the airspeed or altitude measurements as studies
now in'progress indicate that for the' lengths and sizes of
tubing used 1n the, present tests
. lag effects would be well
within other errors.
The'angle Clf attack' a. used in equation , (1)" was,not
measured directly but was determined from tha equation:
nvw
a. = a�
o + q C La.
" ' . (2)

where the add.!tiClnal. terms ara,:


a. airplane angld �f zero lift measurad from thrust
t
o line, taken as _1.3°

,CL
slope �f airplane lift curve, per degree, taken as
a. 0.096

The choice of the abClve numerical values was basedon an


examination �f preliminary wind-tunnel data taken at Ames

Laborat�ry'on the -scale m�del at � �ch, number 'of about
0.70.

Alth�ugh wind-tunnel 11ft-curve sl�pes and zero lift


angles we�e-avai�able £�r the Macb number range of the
flight tests t�Y'w9re not used becau�e any�ne confronted
with the ' tp, sl:: l'f eV&.luating the drag frClm flight tasts
would n�t ordinaI'ily have a�cess to such data. In such
cases it w�uld be necessary either to st�rt fr�m a com­
puted datum anq. apply a va.riation for Mach number or:to
assume SOMa constant '
present case.
Althrugh the use �f a. in equation (1) is in the
nature of a correcti�n, it"is nedessary t� include it in
the evaluation of the data since in nons �f the dives was
6
ME. No. LSF12

zero lift (that is nv = 0) maintained f�r any length of


,
time. The. inolus.ion. of.. the. a.. term �na'bles a time his­
tOI'Y of the drag varia t i"n to be oaloula'teci
the dive even th�ugh the 11ft ooeffioient is oontinually
vaI'ying. In the more or less steady portion nf the dive
and at emaIl values �f load faotor the correotinns due
to a weI'e generally small; during the push-over and in
the pull-�ut the o�I'reoti�ns were largep and the evaluated
I'aeults are influenced by the ohoioe of the values of
C and a� .

a. 0

L

Energz method.- The readings obtained from 'the air­


speed and pressure-altitude reoorder were the primary
measurements usad in evaluating the over-all drag coef­
ficient by tha energy method. The methnd is based on
the assumption that tha rate of change of tha sum of the
p�tantial and kinatic endrgy of the airplane during the
dive is equal to the pow�r consumad in drag. The Pdrti­
nent equations are:
� (.I!n..rgy) = '1t ( �)h
a
+ = Drag * '" DV (3)

Since D = CD qS
1

CD
1 -- w d
qV dt \�a + V2
2g
) = lL
qV
(:
dha
dt
+ V dV
g dt
) (4)

where the new terms not previously defined ara�


V the true air spead, feet per second
g aoceleration of gravity, 32.2 feet par second2
ha the abscluta altItude, feet
t timd, ssconds
The true airspded V was obtained frcm tho' oorrected
measurements of tha pressure altitude hp and the impaot
pressure qc tog�thdr with the temperature observations
taken at the various prdssure altitudes during the climb.

7
MR No._ L6F12

The abs�lute altitude used in equati�n (4) was


determined by usual methods f9r corr&cting pressure
altitude to absolute altitude • . It w�s f�und, how�ver�
that
. in . these . tests while the absolute altitude varied
dh :
a� m the pressure al.
� varied . �Aly slightLY. .

Dive-angle math�d.- The readings �btained fr�m the


airspeed rec�rdar and the m�vies of the gyro w�re the
primary measuraments uesd for evaluating .the drag cOdf­
ficidnt by the dive-angle method alth�ugh the acceler-
. ometer readings ware used to obtain. the necessary secondary
ccrreQtions for angle of attack .
equation was used in the rep.uction of the data:

:
CD
1
={�\ sin y - 1
g d
.@¥,
� (5)

wh�re Y ,"the flight-path angle rdlative to the hori­


zontal, was obtained fr�m thd movies taken cf the instru­
m3nt panel. In thd t�sts tha gyro· was uncaged .at 160 miles
par hour just bdf�re the push-over. The initial gyro read­
ing served as a datum and stibsdqudnt r�adings were cor�
rdcted for the differancds in computad angle of attack
existing at th.3 datum conditiC'n and the angla of attack
computed f�r any other tlme. The partinant equation for
dariving the dive angle y from the gyro readings wass

(6)

whera the subscrint 0 designates the readings in the


datum position.

Corrdcti�ns for thrust and induced drag.- Corrections


W3re madd to th� ovar-all dra� cceff1cidnts. CD cam-
1
putdd by tha various mdth�ds (dquati�ns (1), · (4), and (5»
for thrust and induced drag in orddr tq �btaln the drag
coefficient Cn fCl.r thd airplane alond. Thus:
o

+ !.J. + ::.e (7)


qS qS TTA
8

MR No." L8F12

where T" is the thrust in p�Unds and the subsoripts


j and p rOarer to jet and propeller thrust, respectively.
No -tests"-were" made to dete"
ciency factor, thus the induced drag porti�n was computed
from the elementary equation CL2/WA. The use of this
"
equat10n is justified in the present case, since the usual
5 per o ent correotion will hardly affect the �esults within
the plotting accuracy.
The j�� thrust "was determined" from the equation:
v) (8)

where
average flow of exhaust gas, slugs par Bec�nd per
cylinder
N number of cylinders (12)
mean exhaust gas jet velocity, feet per sdoond
.

flight sOded, feet per second •

In computing Me it was assumed that there was


0,0021 pound �f exhaust gas par second par brake horse­
power. The value �f the brake horsepower was obtained
from perf�rman�� charts f�r the Allison V 17 10-81 engine.
The" velocity Vj was obtained from r�sults givan in
, reference 3.
The pr�pe11er thrust. Tp (less c�mpressibili ty
effects) was determined from the charts givan in refer­
ence 4. In this determination, the "powar ooeffioient
C p and the V/nD ware first computed rr�m the engine
manifold press�e, measu�ed airspa�d, and engine rpm.
The, computed power c�efficient Cp was then converted
to the propar activity fact�r in order to dntdr the charts.
The thrust coe�ficlabt CT obtained from" the charts was
" tban reconverted to the proper activity factor following
which the propeller thrust was computad �rom tha equation:
"
(9)

9
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I
I II I I 1.1 _I. I. •••• II. II 1.1 I I 1111 I I I. •• I 11_ III I • • ••• •

MR No • . L6F12

The above value �r pr� p a l ldr thrust was c� �r act g d for.


comprassibility ·effacts by �ult�ply"t].g·.aq�tion (9). •

by-a tip .speed· correction fac�or .�t· ap'd a . hub P��- ..


t'action fact.or Fh ·" Ths valu.es of th�s� f act C' rs w�I'e.
o btained fr�m refer e nces 5 and 6 an d a�e stmilar t� .
these givdn in reierdnce 7 •

In the throttled dives when the manifold p,rassure


was 10 inches �f m a rcury �r below, the thrust and p�w�r
were computed as th�ugh the prasaure were 10 .inches ��
mercury. It will bd s�e·n la"tar ·tha t this assumption
will not affect tha, rdsults to any grdat extent,

RESULTS �ND ACCURACY

In this section r·esults are first pr<:;l'S.3nted for a


s e leot e d div� in which the drag coefficient is determined
by the various methods. following which the accuracy �f
the rdsults obtainable with the various mathods Is brie �ly
discussed, and finally.
1s given for all of the divss.

Results for a selec t ed div a � - Fi gure 3 sh�ws a time
history of s�ma of the measured. and oomput�d quantities
for a dive in which a Mach number of 0.786 was �dachaQ.
�his particular flight was .chosen
it was the highest Maoh number dive for which a c�mpldte
set of instrum�nt racords was available for �valuating
the d rag .�y all thrae mdthC"ds. The diva wa� started from
a push-ever at 31, 200 �e � t and prccdeded for appr�ximately
20 second� at which time a 4. 0g pull�out was initiated.
The thr c-t t le was· set pri�r to th3 diva so as to ·govern
at 19 ,000 fds€ and 160 miles pdr hour with a man�feld
pressure of 37 inch9s of � .:tr.cuI'"1..

Table II lists. some of tha c�mputa.tions made in


e va";luating CDand CD by each of these ma thods� In
o 1 . .
ord�r that an appraisal may be mado of the c�ntributions
of thd varl�us drag components, table II also gi VdS some
of the computations for obtaining
. tho· J � t and propallar
fur�t.

10
. MR .No, L6F1.2

Figure 4(a) sh�ws the variatl�n


. �t the drag ooet�
-1'lclant CD' with ·.Maoh number while figUl'd 4(b) shews
- : ... . 1. _ .
. _ . .
·ths variation ef CD
with Mach number. The values
o .
givan in figure 4(a) wa re obtained tr�m fi gur s 3 and
table II. Tna values for figure 4(b), howaver , are
takdn f r om lift c�erticient$ falling within the range
from tO�2 1n order that tha effdot of any span effi­
oiency f a o t o r would be a minimum.

Acouracy .... The .w ide variation and irregularity of


the drag curvas shown in figuro 4 fr r tha various methods
indicatas the dasirability of some discussion of the
aoouracy of measuramvnts and ope ra t ions .

Tha ma jor quan ti t t a s used in the e qua t io ns for


P3ducjng tha data ara bali�ved . to be known to the following
accuracy.

Q.ua ntity Accuracy Remarks


w :1:0.005 or 1/2 p'jrcant C�rresponds roughly
to a w e igh t of ?
gallons gasrlino

q ±l inch H20 �r
1 p3rcent �hich�ver
is grodatar

V

Corrasp�nding to
aocur3.C'Y of q above
or 1/2 p�rcent
M to . Ol

Tj %20 pounds
Tp 'tlOO pounds Corresp ond s roughl y
to 100 thrust horse �

powa� a t 20,000 teet


n
h
±O.Olg Corresponds to 79
pound!?, error in
force acting along
f light path ..
11

------- ---
Ml1 Nc. L6F12

I).Ua nti ty Ac c. uracy . Remarks

nv to.05g Error e£ this amount


in combination with
an error in angle
of 30 would . result
. in an error cf
20 lb acting along
.
. the flight. path par
.load :factor
. ,

a tlO Due mainly to c om-


. bined errors in
a7, and 07,
C" a
..
Y ±20 DUd to combined
drrors in quanti-
ti;;ls in equation 6

,-
d ha
� D i:fficult to assess
dt dt

dV dha
Errors in tha quan tities and � are di1'ficult
dt
t� dstarmine sin�a par t C'f tha arr�r may be attributad to
th� measurements �f V and ha and part ·tC' the graphical
dif£erantiatiC'n' that is required. Regardless . of method ,
th� absolute err�r in t� evaluated drag c�effici3nts,
depends upon tha accuracy with which tha fC'rce acting
aleng the flight path is kn�wn. Figure 5 (a) shC"ws the
variatiC'ln in ths wid th ('If the error enval�pa with Mach
nurnbar and alti. tude due to an error Otf 100 p('Iunds f(')rce.
Figure 5(b) s�ws a similar variation fer an error of
100 thrust hors�pC'lw�r.

If it is assumed that the errors in the major quanti­


tiss used in thd equation for r�ducing thd data ard addi­
tlya ths maximum possibla error in force along tha flight
path from the dstimates given would be abnut 2 36 pounds.
�t 20 , 000 feat the maximum width cf thJ arr�r dnvalopa f or
a lo�d factor of 1.0 wC'uld thdn be as sh�wn in figure 5 (c ) .
The discussiC'n �f drr�rs in the prac6dding paragraphs has
implied tha t the errC"rs are of accidental naturd. Thd pos�
sibility of a ce rtain cC'psist�nt drror will bd tC"uchgd upon
latar in th� discussien of rdsults.
12
� -"""

MR No. L6F12

Although it _is not readily seen from figure 4, since


the results_given in this fig�e"
it may be stated that the snergy and dive angle methods
yielded results with a c�nsiderably greater envelope band
than that sh�wn in figure 5(c). In cont�ast, the accaler­
�meter method gave b9ttar results consistently with an
" anval�pe band s�mewhat g�sater than that shown in figure 5(0).
r " It;l"
" divas t�an for the dives in which pow�r was usad.

f
Avara e flight va�iati�n.- �n view �f the precading
:' conSiderat ('ns the results from the acceler('mater mathod
were "deamed t� be" th� mest accurate " and th�refore only
the rasults:nbtainad by this MQth�d ar� given 1n this
r�port,. Figure 6 Ca) shows the rolsults obtained by the
"accalaromatar m3th�d f�r eight dives cf va�ious deg�ees of
s�varity whdra ths ranga of airplana lift coeffi cient was
to.2. Corr3cti�ns f�r propall�r thrust, j�t thrust, and
induc�d drag w�rd mad� for aach diva as �utlined in table II.

Fr�m tha curv3s given in figUra 6(a) an avaraga curv�


was "
diffarad in vari�us rang�s tha final averagad curve of
"
sdgmdnt bding bas�d on thd numbdr of curv�s not�d. Th&
dcttad linds rapr3ssnt tha maan daviaticns fr�m the maan
and s�rVd dS an indication of thd rgliabillty of the avarage
curva,

In order t�"SiV3
the rapid ris� in tha ovar�all drag curva and the critical
Mach numbdrs, ths crlttcal sp3�ds as datarminsd from flight
prassura distributions takdn OVdr thr�d' wing ribs located
at 52, 114, and 185 inches fr�m tha airplnna centar line
ar� noted on fig�re 6(b).

DISCUSSION

In connection with tha maan drag-coefficient curve


6f figure 6(b), it may be notsd that tha 1argast vaLue
maasur�d was about twica thd low-spaed value and that tb�

rapid risa in drag c03rficiant whare d(CD/M = 0.1
fs associated with a Mach number which is about 0.05 "
gra'atar than the criti"crl.l Mach n�b3r r�r the w1ng s
at 52 inchas • •side fro� this 'general comment, it is of
intarast to �r�Qdnt r�sults rrom ot�e� drag maas�eme nts

13
MR �o .. L6Fl2

pe�tain ing . to the P-51 ser�es of airpl an e and to discuss


, ,the r.e quirements necessary to insure reasonable accura cy
In flight me�surements nf drag.ooeff.lc1ent. .
,:
Comparison.,ot the present measurements' "Wi th other
available results for"�he P-Sl series are sho,m in
figure 7. Curve 1 show� the drag variation obtained at
zero lift 'for a 1-scale model of the XP-SI,airplane
. " 3 ' ,
tested in the Ames l6-foot wind tunnel. The tunnel tests
were made on a smooth propellerless model,w�ioh had same
but not all of the protuberances that were present on the
aotual airplane. A oo.mparison of the flight drag results
with those obtained in the wind tunnel indicates that at
the'supercrltical Mach numbers, even taking into
consideratfon the mean deviations, the flight values do
no�' r1se �s rnnidly as thoRe from thA'wind tunnel.
Curves numbers 2 and 6 war e obtainad fr�m fliFht
tasts made in Graat Britain on an early versi�n �f the
Mustang ' whIch was -eimilar in configuration tC'l tha XP-51.
In the British �asts, ths drag variation was de t 3. rm ine d
by the anergy me th� d . Curva 2 applie s with the small
.radiator spoiler flap up, while curve 3 applies with the
radlat�r spoild!! flap dC"wn. The,' curvas shC"wn raprdse nt
avarages of p�ints which w�re widely scattarad.
Curve 4 shows thd variation with Mach numb�r of the
appare nt prcfile drag ccafficient C'l bt ainad fr�m a rakd
survey bahind a station 114 inchas 'out fr�m the wing
cente r line on the XP-51. -This curve was taken from
raferance 2 and repre se nts only Sacticn data.
It may be n� t a d that whdreas both curves 1 and 4
show eithdr no incra as 9 or slight incraase in drag coef­
ficient with Much number for M lass than 0.66 tha maan
flight curve shows an opp�site trend which may be of sig­
nificanca. All thd curvas in figure E(a) from which the
maan curva was derived shC"w this samd t�ndsn cy indicating
tha possibility that s�ma consistdnt arr�r was introduced
into the'computations. A c�nsistent trGnd �f the type
sh�wn,cculd bs introd uce d by 3mpl�ylng.aith�r Pfop a lldr
charaete ristio �r engi ne- p�wa r curves which ware not
directly applicabla tC" the �ngine pr�Pdllar combination
useQ, �n the tasts. : It may ba sea n fr�m figure 3 and
tabla II thut'in tha low-sp�3d range ( that is at the'
b aginn i ng or the div�) small but consist3nt arrors In
di thar the ,prddiction of the e ngine pcwe r or thd propaller

14
MR No. L6F12

thrust from the charts used would materially affect the


results whereas In the higb�speed range this effect
would' be much� less lmpc rt�n t. , .
_ _ . _

In connectl�n with the Britlsh results (curves 2 and


3) a more recent British analysis of the data indicated
that the instrumentation used was not adequate and recom­
mended the use �f the accelerometer method for future
evaluations �f flight d ra s - The same rao�mmendatlon is
made in reference 9 whtch shnws that small errors in
a irsp eed and altitude measurements give rise to large
errors in. the drag c�efficiant as determined by the ene�gy
lllathod.

Althoug� the comp aris � ns o� fi gure ? (a) �re of prin­


cipal interest slnce they pa rtai n to thd XP-5l, nther
cC"mparisons. are c(" nta i n a d in fig ur e ?( b) for (\th�r v.ers1ons
of the P-51 airplana. Figura 7(b) sh("ws the comparison of
tha XP ...51 r�sults with wind-tunndl an d flight rrh.1:�sur�m ..Hlts
for the P-51B.alrplane. Curva 5 shows the-dr�g-codff1cLent-.
v a ri ati (" n obtainad at zero lift in the wind tunnal cf a
�-sca13 Modal of the P-51B elrplan�, with n ut a p�p�11ar.
YS ee ra fa r ance B.) Curvas 6 and 7.arg thd dr �g v�riat1on
�a6ur�d in flight naur zaro lift by the �ccdldromater
'

mdthod .on a P-5lB wi thcut a prC" p e ll a r : {Saa rtlfarance 8.}


CurVd 6 rdpr�sentg thd varlatinn C"btuin�d in one flight in
which it was st � t � d that thd Idast amnunt of dust was on
tha a1rplane wh1la curV3 ? rapr�sdnts the casa of a di v a
with the mo s t dust on the alrplan� . ..

It is believed tha t m("st of the vari a tio n obtained


in the form of the drag curves given in figures 7(a} and
7(b) may be attributed to dlffarences in the accuracy of
tha measurements and methods usad In evaluating the data.
On the basis of the presant exp�rienoe it may be stated
that results obtained with the energy methnd are not as
accurate as th�se obtainad with tha accel�romdter mathod.
In support of this statemant it may be noted that tha wind­
tunnel tests of the 1 �s ca1 a modal or the XP-5l indicatad
that the small radia�or sp�11er flap had baraly a notice­
able efrect on the airplane drag below an M of 0.75 and
a slight effect up to 0.80, whereas the flight tests for
the MU$tang (curves 2 and 3) showed that the radiat�r
spoiler flap had a relatively large effect. It may also
be noted fr�m figures 4 and 6 that dr ag variations as
large as thC"se indicated by either curves 2 and 3 or curves
6 and 7 could be obtained between successive flights even

15
MR No. L6F12

though the airplane configurat1on had n�t been changed.


This leads to �he conclusion that unless improvements
are made in technique several flights may be required in
order to establish the drag variation for a given con­
figuration.

CONCLUDING REMARKS

The detailed computations given for the selected


dive (figs. 3 and 4 and table II), as wall as results
of computati�ns n�t included in this report, indicate
that further gain in accuracy may be had by 1mpr�ving
both the instruments and the flight technique. Lacking
direct measurements of pr�peller thrust, an improvement
in accuracy would be obtained by using less p�wer because
t�e thrust could be more closely c�mputed. An improvement
may also be obtained by further incr.easing the accuracy of
.t
, he accelerometers and taking special precautions in their _

location with respect to 'the airplane. center of gravity


and their orientation with raspact to the angle of zero
lift. It 1s felt, unless such improveme nts ara accomplished,
that (a) cnmputations for converting pressure altitud� to
true .al titude, (b) determinations rtf span 3.f.ficiency .factol',
and (c) correcti�ns for compressibility effects on propeller
�ips and hub loss much �f their signi.ficance.

Langley Memnrial Aeronautical Laboratory


National Advisory Ccmmittee .for Aeronautics
Langley Field, Va.

16
1m No. L6F12

REFERENCES

1. Beeler, De E., and Williams, Walter e.a Flight Tests


of Dive-Control Flaps on an XP-5l Airplane.
NACA ACR N�. L5D20a, 1944.

2. l3eeler, De E., a.nd Gerard, G eorge: Wake M9asure:ments


behind a lang Section of a Fighter Airplane in
Fast Dives. NACA TN No& 1190, 1947.

�. Pinkel, Benjamin, Turner, L. Riohard, and Voss, Fred:


Design of Nozzles for the Individual Cylinder
EXhaust Jet Propulsion System. NACA ACR, April
19k1.
4. Gray, W . H. , and Gilman, Jean, Jr.: Characteristics
of Several Single- and Dual-Rotating Propellers
in Negative 'lhruot. NACA MR No. L5C07, 191+5.

5. Gray, W. H., and Mastrooola, Nicholas: Representa�·


tive Qperating Charts of Pro�ellers Tested in the
NACA 20-Foot Propeller-Research Tunnel. NACA
ARR No. 3 I25, 191�3.

6. Hutton, P. A.: The Calculution of Airscre� Effi­


ciencies at f!igh Speed. B. A. Dept. Note­
Performance No. Ie, British R.A.E., Jan. 1940.

7. Gasich, �elko E., and Clousing, La�1rence A.: Fl!ght


Investigation of the Variation of Drag eoerfi�
aient with Maah liumber for the Bell P�39N-l
Airplane. NACA ACR No. 5D04, 194 5 .

8. Nissen, Jnmes M. , Gade berg, Burnett L., and �lton,


Williwm T: Correlation of the Dra�
Characteristics
- in r
� i �� :i�����;� � i
e c R� i�-4��� ����� 'I'

9. Keller, �omas L., and Keuper, Robert F.: Comparison


of the Energy Method with the Accelerometer
Nsthod of Computing Drng Coefficients from Plight
Data. NACA CB No. 5 H;1, 1945.

17
p'

MR Ne. L6F12

TABLE I

CHARACT�RISTICS OF XP�51 AIRPLANE

Airplane: 5
Over a l l len gth
- • • • • • • • • • • • • • 32 ft 21l_in.
Weight for tests, Ib • • • • • • • • • • • • • , .-7897
Wing span • • • • • • • • • • • • • • • '37 ft 5/16 in.
Wing area, sq ft • • • • • • • • • • • • • • • • 235 . 75
Horizontal tai'!
Stabilizer area, sq ft • • • • • • • • • • • • 27.70
Elevat�r area (including
1.24 sq ft balance), sq ft • • • • • • • • • ""13.76
Vertic al t ail
F�n area, sq ft • • • • • • • • • • • • • • • • 9 .A 4
Rudder area (includi�
0.63 sq ft bala n ce), sq ft • • • • • • • • • 11.16

Engi ne: • • • • • • • • • • • • • • • Allison V1710-81-99


N�rmal rating • • • • • • • • , . 1000 bhp at 2600 rpm
at sea l ave l
955 bhp at 2600 rpm
at 15,700 feet
Gear rat io . • • • • • • • • • • • • • • • • • • 2.00:1

Pr�peller: • • • • • • • • • • • • Curtiss c cns t an t -sp e ed


Drawing number • • • • • • • • • • • • • 614CC1.5 - 18
Serial number • • • • • • • • • • • • • • • " AF 40-12646
Diameter • • • • • • • • • • • • • • • • • 10 . f t 6 In.
Angle high at 42 in. station • • • • • • • • • • • 580
Angle low at 42 In. s tat ton • • • • • • • • • • • 230 •

Actlvity fact�r ( t� tal ) • • • • • • • • • • • • , 265.5


Exhaust stacks:
Area �r each s tack, sq in . • • • • • • • • • • • • 4.95
In c l inatl� n to thrust axis • • • • • • • • • • 240 40'
Incl lna ti � n t� plane of symmetry • • • • • • • 120 50'

NATIONAL ADVISORY
CO�mITTEE FOR A£RONAUTICS
MR No. LSF12

TABLI! II

COMPUTATIONS FOR BVALUATION OF DRAG COEPFICIEIT OF XP-51

PLIGHT 4&


;;
r.

�... !l ...
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.

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o
<.> �
o :592.7 152.7 0.:5811 -35.t 0.86 -0.086 31,200 32,.00 :!.;5S 1.7:5 20.0 500
1.0 :595.8 8:5.1 .:5112 -:511.4 .5& -.070 151,200 �2,"OO 1.53 1.7" 20.0 500
1.7 400.8 SI5.8 .&117 -35a • til -. 0I5l5 31,200 32,400 1.24 1.711 20.1 505

:52.350
2.2 402.8 1515.11 .:51111 -35.t .06 -.055 31,190 152,400 __-.911 1.77 20.2 510
2.6 404.9 157..0 .401 -155.t -.18 _.04-0 31,1110 32,3110 -2.22- 1.78 20.3 515
:5.1 4011.9 88.2 .4011 -35.4 .06 -.Oei1 31,190 -1.01 1.80 -20.5 520
4.0 419.0 71 •• - .nei -l!5.4 -.511 - .Os:» 151,190 32,2150 10.5 -4.12 1.St 20.8 5:50
4.t 424.3 7:5• • .420 -�4.9 -.41 -.073 151,040 152,200 -3.20... 1.87 -20.11 535
5.0 429.t 75.' .t25 -�•• 5 -.80 -.085 30,950 32,110 27.0 18.8 -4.91 1.811 21.0 5tO
6.0 446.0 82.4 .4n -33.8 -.67 -.075 �O,760 32,000 &11.0 28.0 -4.08 1.1111 21.2 545
6.6 457.5 815 .8 ••4ei& -��.6 -.59 -.mo ;50,700 31,800 -�.5� 2.01 21.5 550
7.0 464.0 89.0 .457 -.67 41.0 :51.0 2.04 21.8 560
8.0 4�.O 911.8 .475 -.67 t7.5 37.7 2.13 22.0 570
8.7 497.0 1015.8 .4110 -.61 �O,220 31,1520 2.111 22.2 580
9.0 50�.0 107.2 .4116 -.10 52.ei 44.7 2.21 22.5 585
10.0 52�.0 1111.7 .514 -.�7 511.0 47.5 2.30 215.0 5115
11.0 54�.5 132.5 .ei4& .49 150.0 53.8 2.39 2.:5.7 610
11.4 552.5 1;54.1 .545 -28.1 .59 o 29,360 �O.3:50 .21 2.43 23.9 615
12.0 565.2 141.2 .555 .15 52.4 2.49 2t.l 625
1�.0 585.6 Hi�.4 .574 .72 54.6 2.58 25.0 640
14.0 606.8 168.1 .594 1.10 53.8 2.67- 26.0 670
14.4 616.5 175.11 .604 -24.8 .60 .0150 27,930 28,990 2.71 26.4 680
15.0 630.5 1811.8 .620 .6.:5 52.7 2.77 27.0 6115
15.7 1147.0 197.0 .f53:5 -23.1 .19 .045 27.440 28,310 .07 2.85 27.7 710
16.0 651.1 200.5 .1535 .67 58.5 2.86 28.0 720
16.6 667.5 212.8 .650 -20.6 .15 26,970 27,870 -1.06 2.94 28.7 740
17.0 676.4 2111.15 .658 .10 52.2 2.98 29.0 750
17.8 696.11 2157.11 .678 -17.11 .49 .080 26,440 27,270 -.60 3.06 30.0 780
18.0 701.5 2�1I.1I .681 .:35 110.5 53.6 3.09 30.2 7110
19.0 72�.O 259.t .6911 -15.4 .06 .105 25,750 26,600 61.0 53.6 -1.22 3.18 .:51.4 815
111.7 7�8.0 275.0 .7115 -15.0 1.14 .110 25,310 26,210 .12 3.25 32.2 835
20.0 745.0 281.5 .722 .44 55.6 3.28 32.7 850
20.6 757.0 2117.t .7:S4 .5� .160 24,810 �5, 700 -.69 3.315 33.3 670
21.0 767.7 �07.1 .740 . 49 .100 82.0 55.1 -.75 3.38 34.0 890
21.4 773.0 313.:5 .746 -11.0 1.58 .1110 25,200 .42 3.40 34.4 1100
22.0 784.0 ;52:5.11 .748 1.21 110.5 54.3 3.45 35.0 1115
22.5 792.5 �32.4 .7M -7.3 1.29 ••0 2�,660 24,500 .03 3.49 35.7 930
2�.0 600.0 :!-45.3 .768 1.�1 .2110 6008 53.9 o 3.52 36.1 gl;O
2:5.5 807.0 358.0 .770 1.50 511.0 53.0 3.55 36.8 1165
2:5.8 810.1 3511.11 .774 1.80 .&25 22,850 2�,700 .40 3.56 o'37.l 975
24.0 812.5 364.3 .775 1.48 57.5 51.4 3.58 0'37.2 980
24.4 816.5 370.2 .'778 -2.1 1.99 .:5150 22,450 2.:5,300 .55 3.59 37.7 9110
24.5 817.5 �71.e .779 2.12 50.0 3.60 157.9 11115
24.7 819.0 �74�" .780 -1.6 1.99 22,310 23,100 .53 3.60 38.0 1000
25.0 821.5 377,8 .780 2.46 55.0 49.8 3.61 38.3 1005

��::�
25.1 822.0 .780 -.7 2.70 .370 22,060 22,8150 1.15 3.62 38.5 1010
25.5 824.0 .782 1.24 5:5.0 46.7 3.6:5 �9.0 1020
25.65 824.5 38!S.!S .7815 .5 .86 .425 21,740 22,470 15.63 311.0 1020
211.0 8215.0 ZIIO.O .784 ----- 1.117 61.0 3.6Z 311.'5 1025
26.1 826.5 3111.2 .784 .7 2.07 21,500 22,1110 .52 3.64 1511.e 10150-
26.5 827.11 :511.11 .78;5 ----- 2.111 50.0 15.64 311.11 10155

Iota
211.9 827.8 400.1 .785 3.2 2.13 21,070 21,6110 .5:5 3.6t 40.0 1040
27.0 828.0 400.t .765 ----- 2.27 48.0 42.5 3.64 40.2 1045
27.2 829.4 402.7 .7815 3.8 2.47 20,940 21,500 .79 3.65 40.2
27.5 828.0 404.8 .784 -- - -­ 2.20 411.5 40.11 15.64 to.5 10150
28.0 828.0 40B�' .784 ----- 2.511 45.0 39.7 3.64 41.0 1065
28.5 827.0 412.' .786 6.2 2.711 20,:5150 20,87. 4:5.5 38.4 1.00 :5.64 41.1 1070

20,400
29.0 825.0 41t.l .780 7.8 .:5.3:S 19,960 20,610 42.0 37.3 1.46 :5.113 41.5 1080
211.5 823.0 4De�' .774 ----- 3.57 38.0 :53.5 :5.62 U.8 10110
211.7 822.1 411�0 .'M5 8.7 3.40 19,730 1.51 3.112 tl.8 10110

poo
:50.0 820.0 411.1 .772 ----- 3.711 29.7 3.61 41.11 10115
30.2 818.5 410.11 .71111 11.8 4.02 .:575 20,240 15.150 42.0 1100
:50.5 817.0 tl0.' .7118 ----- .:5.72 27.1 15.511 t2.0
150.11 813.5 4De •• .71515 10.5 .:5.98 .:550 20,0110 2.015 15.58 t2.0 1100
31.0 812.5 408•• .765 --- -­ 15.91 :50.0 25.8 15.58 42.0 1100
:51.7 807.1 4015.0 .7511 11.1 4.02 .:500 19,170 19,sao 2.11 :5.55 42.0 1100
32.0 8Ol5.0 402 •• .755 ----­ .:5.47 22.5 18.0 15.5:5 42.0 1100

1
32.2 SOl.1 400�' .'153 11.5 -15.40 .:525 19,040 19,7M 1.62 :5.52 42.0 1100
��.o 7114.2 :504.' .7411 ----­ :5.47 13.1 :5.411 42.0 1100
�Z.g 78:5.11 384.8 .7311 12•2 3.67 .2150 18,900 19,500 1.116 15.t5 42.0 1100

1
:54.0 78�.0 384 •• .735 ----- 3.60 8.8 :5.45 t2.0 1100
:55.0 772.5 157t.4 .727 -- ___ 3.38 1.11 :5.tO 42.0 1100
156.0 7112.4 Z64.4 .716 12.3 2.10 .200 18,880 19,470 -4.0 .67 15.:55 41.11 1095
157.0 750.5 35:5.11 .706 ----- 1.50 -6.0 3.:50 41.8 10110
38.0 741.11 3t4.1 .15117 11.8 1.19 .170 18,990 19,1100 -7.8 -.13 3.211 41.6 1065

NATIONAl. ADVISORY
COIIIImu fOl �ICS
MR N o . L5F12

'fABL& II - Concl�.

COKPO'fATIOKS lOR KYALUATIOI or DRAG COIPPIC1II7 01 JP-Sl

PLIGHT 4� - Concluda4


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o S81.6 44,,11 0.05115 0 . 0050 0. 4:1'7 0.0115 -0.01�· 0.0127

-.02�
1.0 5'7'7 ,., 4 4 . 11 .058e . 00;50 .2'7'7 .0041 _.02112 .0083
1.7 590.11 45 . '7 .0575 .002 11 .2151 .OOM - . 026'7 . 010:5
2.2 567 . 0 46.1 . 051511 . 00:50 .O� .0001 .0116
2.6 585 .3 46.7 .05711 . 0030 -. 011 0 . 0004 - . 0165 .023'1

. 9628 .001 11
�.1 578 . 3 47.4 .0568 .0030 . 052 .0001 - . 0245 .0150

- .0072
4.0 5'75 . 0 48 .2 .0541 .00211 -.2'7'7 .0041 - . 0105 .02211
4 .' 575.:1 48.7 .05�1 - . 187 - . 0228 .0112
S.O 55'7 .0 411 .� .05115 .0028 -.5:14 .0068 .0204
15 . 0 :146.7 49 .0 .01'711 .00215 -.270 .00511 - . 0010 . 0255
6 .6 620.0 411 .5 .01&:1 .0024 -.2215 .002'7 - . 01211 -0. 014'7 .0124 0 . 01�

-. 2 00
7.0 550.0 50.2 .0165 .0024 -.2:11 .IIOM -0.0014
8.0 5e7 . 0 50.'1 .0255 . 0022 -.218 .002tI .0180
8.7 521.3 51 . 4 .'0215 . 0021 . 0022 .0001 .021� .0170
11 . 0 5011 . 8 51 . 8 .02011 .0021 -.052 .0001
10.0 516 . 0 51.11 .01'711 . 0018 - .0118 .oooa

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11.0 500 . 0 52. 5 .0182 .0017 . 122 .0008

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11.4 4 88 . 8 52 . 9 .0115'7 .0017 .148 .0012 . 0005 .0051 . 016'7 .0218

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12.0 482 .0 53 . 2 .0146 .0016 . 0511 .04M
1�.0 46� . 4 5� .9 .012' .0015 .154 .0011
14 . 0 44'7 . 1 56 . 4 .0111 . 0014 .2111 .00211 .01'72
14 . 4 430.8 56 . 9 .01oe .0014 . 116 .000'7 . 0055 . 0168
15.0 428 . 3 58 . 0 .001II .0013 . 105 .coee .02011

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15 . 7 3711 . 2 58 .7 .0084 .001:5 .l�& .0010 . 00'78 .014' .01115 .02:51

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16.0 :5 '7'7 . 7 59 .11 .0082 .001:5 . 109 .coee .coee .0168
16 . 15 361 . 6 61 . 1 .00'71 .0012 .026 . 0090 -· .0172 . 0251
17 . 0 354 .'7 61.7 .001511 .0012 .013 .0000

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17.9 330. 8 63 . 8 . .0057 . 0011 .071 .00015 .01'71 . 0171 .0240

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18.0 304 .3 65.2 . 00511 . 0012 . 045 .0001 .0100
19 .0 28:5 .9 66 . 4 .001' .0011 .006 . 0000 .01111 . 01112 . 0265

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111.7 268.9 67 .2 .0040 .0010 .142 .0011 .0210 . 01'76

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20.0 240.1 68.' .0055 .0010 .046 .00()1

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20.15 210 . 2 '70.1 .0050 .0010 .058 . 0175 . 0211 . 0211
21.0 213 . 11 71.3 .00;50 .0010 .051 .0001 • Qall .0250 .
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21.4 18'7 . 4 72 . 1 .00215 .0010 .167 .02111 . 0257

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22.5 171 . 0 73.5 .0021 .00011 .1211

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2:5.0 141.11 75 . 1 .001'7 . 00011 . 1211 .00011 . 0281 .05111
2 :5 . 5 126 • • 75.e . 00115 . 00011 .122 .00» . 041.
23.8 120 . :1 76.4 .0014 .00011 . 1118 .001& .0llS'
24.0 112 . 2 711 .15 �0015 . 00011 . 117 .000'7 .0440

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24 . 4 102 .11 77 . 2 .0012 .00011 . 180 .0018 .0441 .0348
24.5 103 . 3 77 . 5 .0012 . 00011 . 165 .00111 .04611
24.7 103 .'7 77 . 8 .0012 . 00011 . 178 . 0!151 .048'7 .04111

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25.0 95.5 78 . 1 .0011 . 00011 .188 .00lP .04811 .0487
25.1 11 5 . 11 7 8 . :5 .0011 .0009 .239 .OO�U . 0521 .036'7 . 0514

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25.5 96 . '7 79.1 .0011 .00011 .121 .0008
25.65 9 6 . 15 79.0 .0011 . 0009 • on; .� . 011.., · .ozeo . 0564
_ 215.0 87 . 6 78 . 9 .0010 .00011 .146
26 . 1 88 . :1 79.7 .0010 . 00011 . 177 .001' .05011
26.5 88. 1 79 . 3 .0010 .00011 . 160 .0014 .OUII
26.9 99 ." 79.7 .0010 . 0008 . 178 .001'1 .0511 .O� . 05111
27.0 119." 79 . 8 .0010 .0008 . 1153 .0014 .0611 . 0542
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2'7 . 5 811 .5 80 . 5 .0010 . 0009 . 182 .0018 .01&1 .0552
28 .0 81.6 .0010 .00011 .212 .oo:u .� .0560

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28.5 102 . 5 82 . 1 .0010 .0008 ;225 .002'7 •0404 .0521 .06'7• .0395 .0516 .0567
29.0 91.6 82 .5 �0010 .0009 .2611 .00511 .041:5 .0522 .0618 . 0:5113 .0502 . 05.,2
29 .5 111.2 8�.4 .0012 .00011 .292 .� · . 0556
29.7 110.8 �.1 .0012 .000\1 .2'7'7 .0041 .0401 .0514 . 0�81 .04114
30.0 11 1 . 6 83.7 .0012 . 00011 .267 . 00511 .011111

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30.2 121 . '7 94 . 2 .001:5 . 00011 .328 .0058 .0426 . 0501 . 03110 . 04611
�O.5 12 1 . 8 94 . 3 .0013 .0009 .26:5 .00�'7 .01l1iS .05:57
30 . 9 140.3 84 . 2 .00115 .00011 .525 .0401 .04911 .0:568 .0452

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:n .o 140 . 5 84 . :5 . 0015 .00011 .278 .0041

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31.7 150.6 84 . 7 .00111 .00011 .333 .coeo . 0372 . 0418
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35.0 260.2 86 . 8 .0050 .0010 .263 .005' .052f. .o�
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.:57 .0 336.11 815 . 4 .OO�II .0010 . 126 .00011 ---�--- .020'7 . 0247
38 .0 34"6.11 86.7 .0044 .0011 .116 .
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NAT IONAL ADVISORY


COMMITTEE FOI AEIIOIIAUTICS

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