Longitudinal aerodynamic characteristics of an elliptical body with a horizontal tail at Mach numbers from 2.3 to 4.63

Longitudinal aerodynamic characteristics of a configuration consisting of an elliptical body with an in plane horizontal tail were investigated. The tests were conducted at Mach numbers of 2.3, 2.96, 4.0, and 4.63. In some cases, the configuration with negative tail deflections yielded higher values of maximum lift drag ratio than did the configuration with an undeflected tail. This was due to body upwash acting on the tail and producing an additional lift increment with essentially no drag penalty. Linear theory methods used to estimate some of the longitudinal aerodynamic characteristics of the model yielded results which compared well with experimental data for all Mach numbers in this investigation and for both small angles of attack and larger angles of attack where nonlinear (vortex) flow phenomena were present

Mind the Gap? : An Intensive Longitudinal Study of Between-Person and Within-Person Intention-Behavior Relations

Acknowledgments This work was supported by the University of Konstanz, Germany. The first author was supported by a fellowship of the Swiss National Science Foundation (Fellowship P2ZHP1_155103).Peer reviewedPostprin

Summary of External-Store Drag

The drag problems associated with the addition of external stores to airplanes are reviewed. Current analytic techniques for estimating drag penalties associated with the addition of stores in both subsonic and supersonic flight are discussed. In subsonic flight, the drag penalty caused by the addition of external stores is shown to be a function of the type of store installation. In supersonic flight, the drag is shown to be a function of the type of store installation and also of the location of the store installation with respect to the rest of the airplane components. Special store arrangements and attention to the design of the store itself can reduce the drag penalty of the store installation

Effect of a simulated engine jet blowing above an arrow wing at Mach 2.0

The effects of a gas jet simulating a turbojet engine exhaust blowing above a cambered and twisted arrow wing were investigated. Tests were conducted in the Langley 4-foot supersonic pressure tunnel at a Mach number of 2.0. Nozzle pressure ratios from 1 to 64 were tested with both helium and air used as jet gases. The tests were conducted at angles of attack from -2 deg to 8 deg at a Reynolds number of 9,840,000 per meter. Only the forces and moments on the wing were measured. Results of the investigation indicated that the jet blowing over the wing caused reductions in maximum lift-drag ratio of about 4 percent for helium and 6 percent for air at their respective design nozzle pressure ratios, relative to jet-off data. Moderate changes in the longitudinal, vertical, or angular positions of the jet relative to the wing had little effect on the wing aerodynamic characteristics

Aerodynamic characteristics of a supersonic cruise airplane configuration at Mach numbers of 2.30, 2.96, and 3.30

An investigation was made in the Langley Unitary Plan wind tunnel at Mach numbers of 2.30, 2.96, and 3.30 to determine the static longitudinal and lateral aerodynamic characteristics of a model of a supersonic cruise airplane. The configuration, with a design Mach number of 3.0, has a highly swept arrow wing with tip panels of lesser sweep, a fuselage chine, outboard vertical tails, and outboard engines mounted in nacelles beneath the wings. For wind tunnel test conditions, a trimmed value above 6.0 of the maximum lift-drag ratio was obtained at the design Mach number. The configuration was statically stable, both longitudinally and laterally. Data are presented for variations of vertical-tail roll-out and toe-in and for various combinations of components. Some roll control data are shown as are data for the various sand grit sizes used in fixing the boundary layer transition location

A wind-tunnel investigation of sonic-boom pressure distributions of bodies of revolution at Mach 2.96, 3.83, and 4.63

Measurements of sonic boom pressure distribution of bodies of revolution at Mach 2.96, 3.83, and 4.63 in Unitary Plan wind tunne

Surface pressure data for a supersonic-cruise airplane configuration at Mach numbers of 2.30, 2.96, 3.30

The tabulated results of surface pressure tests conducted on the wing and fuselage of an airplane model in the Langley Unitary Plan wind tunnel are presented without analysis. The model tested was that of a supersonic-cruise airplane with a highly swept arrow-wing planform, two engine nacelles mounted beneath the wing, and outboard vertical tails. Data were obtained at Mach numbers of 2.30, 2.96, and 3.30 for angles of attack from -4 deg to 12 deg. The Reynolds number for these tests was 6,560,000 per meter

Reliability and validity of two widely-used worry questionnaires: self-report and self-peer convergence

The reliability and validity of the Penn State Worry Questionnaire (PSWQ) and the Worry Domains Questionnaire (WDQ) were examined with self-ratings from a non-clinical sample of 148 students in a test-retest design across four weeks. Ratings from three well-acquainted peers were also obtained. With internal consistencies and test-retest correlations of at least 0.85, the present study confirmed the high reliability of the questionnaires. Moreover, both measures demonstrated substantial convergent validity: Average agreement among peers was 0.42 (PSWQ) and 0.47 (WDQ) and aggregated self-peer agreement was 0.55 (PSWQ) and 0.49 (WDQ). Self-peer agreement was not biased by social desirability. These findings challenge views that worry is an unreliable and unobservable phenomenon

Family health practices in Dallas County, Missouri

Publication authorized June 22, 1943."This bulletin represents the second of a series being issued on the general subject of rural illness and medical care in Missouri. The first bulletin reported the results of a survey of Lewis county"--P. 2.Includes bibliographical references