REQUEST FOR TRANSFER OF FUNDS(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03642A001300040014-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 57
• Document Creation Date: December 22, 2016
• Document Release Date: June 14, 2012
• Sequence Number: 14
• Publication Date: February 19, 1958
• Content Type: MEMO

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CONFIDENTIAL
19 February 1958
MEMORANDUM FOR: Office of Logistics/Procurement Division/Military Purchase
SUBJECT : Request for Transfer of Funds
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1. The Agency intends to sponsor a continuation of research and de.
velooment leading toward a small powered, lighter-than-air vehicle. The
has indicated that they will support this work
with technical assistance and with funds if and when suPplementary funds
are available to them for fiscal year 1958.
2. It is therefore reauested that funds in the amount of $80,366.00
be transferred to the with the understanding that
they will enter into a contractual agreement with to
perform work in accordance with 11510-6, Phase I.
This sum of money is a partia urement of phase I described in this
proposal. It is expected that will contribute the remaining funds
necessary t a omplish this work but should this contribution not be
forthcomi should process the contract on a partial procurement basis
with the stipulation that the remaining funds necessary to accomplish all of
the technical work described for Phase I will be made available by the
Agency.
liaison with the
411 eimyided by
building, extension
and with
Room 210, West Out-
4. Charges for this work are to be made from unvouchered funds a-
gainst Allotment Number 8-2502-10. This transfer should be made so that
Agency interest is not revealed in beyond those who have received
security approval from the Agency security office.
Attachments:
Proposal dtd 6 Jan 58
TSS-913-27-1448-58
APPROVED FOR THE 013LIGATI0N OF FUNDS:
Research Director
DDIPITss /Ez
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Chief _
TBS/Engineering Division
Date
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"fr DOC ggn to gy V.717
CONFIDENTIAL
ORIG COMP OPI TYPE
ORM CLASS PAOSS *EV CLASS
VIXT itO .2.01.14_. AUTO: MR 10.4
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REQUISITION AND SHIPPING INSTRUCTIONS
PAGE 1 OF 1 PAGES
FOR SUPPLIES AND EQUIPMENT ii-19..emirier
REQUISI TIO NO.
TSS-913-27-1148-58
PROC. CHARGEABLE TO
MATERIAL COST CODE
3-2502- $
VOUCHER (OR CARGO) NO.
DATE
19 Feb 1958
SIGNATURE OF APPROVING OFFICER
DATE REQUIRED 25X1
I
NAME OF CONTACT OFFICER
TELEPHONE
OFFICE
TSS/ED 25X1
SHIPPING INSTRUCTIONS
CONSIGNEE (NAME AND DESTINATION)
TRUCK
AIR CAR.
SEA CAR.
AIR POU.
SEA POU.
COMM.
MILIT.
DIPLO.
AIR SHIPMENT-JUSTIFICATION
PACKING INSTRUCTIONS
MARKING INSTRUCTIONS
EST. WEIGHT
EST. CUBE
EST. AVAILABILITY DATE
REQUESTED IN LETTER/CABLE DATED
REMARKS: (OF OPERATING DIVISION)
REMARKS: (OF STOCK CONTROL PROCESSING)
REQUISITION AND SHIPPING INSTRUCTIONS
FOR SUPPLIES AND EQUIPMENT
PAGE 1 OF 1 PAGES
REQUISITION NO.
TSS..9136.27".1448".58
PROC. CHARGEABLE TO
MATERIAL COST CODE
8."2502^10
VOUCHER (OR CARGO) NO.
DATE
19 Feb 1958
ITEM NO.
STOCK NO.
NOMENCLATURE
PRICING AND EDITING DATA
It is requested that funds in the
PmnlInt nf "0 166-nn be frreriefevrecl
QUANTITY
UNIT
UNIT PRICE
EXTENSION
RELEASED
ACTION
S-A-C
LOCATI".
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in accordance witn memo
QUANTITY
UNIT
UNIT PRICE
EXTENS25x1
for OL/PD/Military Purchase from
C/TSS/ED dated 19 Feb. 1958, Subj:
Request for Transfer of Funds to the
RELEASED
ACTION
S-A-C
LOCATION
QUANTITY
UNIT
UNIT PRICE
EXTENS25X1
RELEASED
ACTION
S-A-C
LOCATION
40?L1P'ne".A.-19?11"
QUANTITY
UNIT
UNIT PRICE
EXTENSION
RELEASED
ACTION
S-A-C
LOCATION
QUANTITY
UNIT
UNIT PRICE
EXTENSION
RELEASED
ACTION
S-A-C
LOCATION
FORM NO. 88 PREVIOUS EDITIONS OF THIS
I FIR 95 FORM MAY BE USED
($4
CONEDENTAL
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ENGINEERING, RESEARCH & DEVELOPMENT
8268 MD-2
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CONFIDENTIAL
January 6, 1958
If enclosure (s) islare withdrawn,
(or not attached) tho c1cssi5cotion
of this correspondence will Le 25X1
Cancelled without reference to the
originating authority..
Subject: Jroposa1 No. 11510-B - Small Plastic Airship
Reference: Our letter dated November 1, 1957
Gentlemen:
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In response to referenced request we are pleased to submit herewith our
proposal No. 11510-B entitled "Small Plastic Airship." Subject proposal
supersedes proposal Nos. 11510 and 11510-A. Therefore, we have enclosed
herewith our fiscal and contractual data together with a breakdown of
costs and a summary thereof.
Lighter than Air vehicles have unique inherent characteristics which we
believe tam n military operational requirements. Under
contract we have completed a basic LTA study. The proposed
program is an ou gro of that study and is important from the stand-
point of increasing our fundamental knowledge about airships. We feel
that a significant advancement in the state of the art will result, allow-
ing the definition of other Lighter than Air systems to perform military
tasks.
The estimated cost of this proposal is $325,359 plus a fixed fee of $22,775
for a total of $348,134.
Should there be any questions concerning this proposal, we will be happy
to provide any additional information you feel necessary for your
CONFIDENTIAL
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2 - January 6, 1958
evaluation. We look forward to the opportunity of being of service to the
Navy.
Approved by
Very truly yours,
n ract Administrator
Proposal and Contract Administration
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I. SCOPE
It is hereby proposed that the Mechanical Division of
(hereafter referred to as the Contractor) enter into a cost-plus-fixed-
PROPOSAL NO. 11510-B
FISCAL AND CONTRACTUAL DATA
fee type contract with the Government to conduct research as discussed in
the enclosed Technical Discussion.
II. ESTIMATED COST
It is estimated that the cost of the proposed program will be $325,359
plus a fixed fee of $22,775 for a total of $348,134. A detailed breakdown
of this amount is given in the attached cost schedule.
III. DELIVERY
It is proposed that this program will run for a period of twenty-four
(24) months after receipt of an executed contract.
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IV. TERMS AND CONDITIONS
A. This proposal is subject to withdrawal by the Contractor unless written
acceptance thereto is received within sixty (60) days from the date specified
herein.
B. Any contract resulting from this proposal shall contain the standard
Exculpatory Clause entitled EXCUSABLE DELAYS found in Section 7-203.11 of the
Armed Services Procurement Regulations.
C. All subject matter (including drawings, present or proposed designs,
and other data or information) submitted with this proposal is incorporated
herein for a study on a confidential basis, without consideration, for the sole
purpose of negotiations of a possible contract. No subject matter is to be used,
copied, or otherwise reproduced, or disclosed to any third party in any manner,
'directly or indirectly, without written approval by the Mechanical Division. All
property rights, including patent rights, in any such subject matter are expressly
reserved to
except to the extent otherwise provided by the 25X1
specific terms of a written contract to which
is a party. 25X1
D. Net payment for work performed under any contract which may result from
this proposal shall be due thirty (30) days following date of the Contractor's
invoice.
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E. In preparing this proposal, no allowance has been made for the working
of overtime. Any premium time which is paid in connection with any over-
time worked is charged to overhead, rather than directly to the contract.
F. .All inventions which may result from work proposed hereunder will be the
property of the Contractor. If this contract actually calls for experi-
mental, developmental, or research work, Contractor is willing to include
the standard patent rights clause (ASPR-9-107.1) in such contract.
G. Any contract resulting from this proposal will contain provision for the
payment of the fixed fee as stipulated in the cost estimate and for reim-
bursing the Contractor for all costs incurred in the performance of this
contract, in accordance with Section XV, Part 2 of Armed Services Procure-
ment Regulations. Contract should further authorize that
, be authorized the use of negotiated final overhead rates with pro-
visional reimbursement at current standard burden rates (for any department
in which work is performed) with adjustment to be made to the negotiated
final overhead rates as periodically determined in accordance with ASPR
3-704.1.
For the purpose of compiling our estimate of costs, G&A and Burden have
been included at estimated rates which closely approximate the anticipated
actual G&A and Burden.
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GENERAL INFORMATION
The following information and representations are provided to supplement
information contained in the discussion of Terms and Conditions.
A.
ofkices at Minneapolis, Minnesota.
having its executive
B. The Mechanical Division of the company now employ d approximately two
thousand (2,000 persons. Total employees of the corporation number
approximately thirteen thousand (13,000.
C. There is no agreement to pay any commission, percentage, brokerage, or
contingent fee in connection with the proposed contract.
D. Individuals authorized to conduct negotiations on behalf of the Mech-
anical Division on the work proposed hereunder include: Mr. Z. Soucek,
General Manager; Mr. E. Frank Coy, Director of Sales; Mr. Victor E. Benson,
Supervisor, Proposal and Contract Administration.
E. The Mechanical Division is under cognizance of the United States Air
Force for security and for Government inspection when required.
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SCHEDULE I
Summary of Costs
Phase I
$ 88,491
Phase II
137,666
Phase III
60,926
Total
287,,063
10 percent Contingency on
Phases II and III
19i._8
Total ,Estimated Cost
3-0-6;54-2
G&A @ 6 percent
18,417
325,359
Fixed Fee @ 7 percent
_222_70
Total Selling Price
0487.17
* Helium for tests in Phases II and III
Portable Mooring Mast
Large, Hangar-type building for
inflation tests
GFE
GFE
GFE
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SCHEDULE II
Direct Labor:
Research
Principal & Senior Engineer
5,226 hrs. @ $4.10
$21,1I.27
Associate & Junior Engineer
3,114 hrs. @ $2.90 -
9,031
Technician "A"
1,038 hrs. @ $2.20
2,284
$32,742
ERD Model Shop
300 hrs. @ $2.60
780
Machinist
Balloon Operations
Principal & Senior Engineer
300 hrs. @ $3.85
$ 1,155
Technician
500 hrs. @ $2.00
1,000
2,155
Balloon Production
Principal & Senior Engineer
480 hrs. @ $3.85
$ 1,848
Technician
860 hrs. @ $1.90
1,634
3,482
Technical Editing
Editor
100 hrs. @ $3.10
Burden:
Research
9,378 hrs. @ $3.30
$30,947
Balloon Operations
800 hrs. @ $2.15
1,720
ERI) Model Shop
300 hrs. @ $2.90
870
Balloon Production
1,340 hrs. @ $2.75
3,685
$37,2?2
Other Expenses:
Travel
$ 3,000
Materials
6,400
Consultant
2,14.00
Total Cost Less G&A and Fixed Fee Phase I
11,80o
$88,491
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SCHEDULE III
Phase II
Labor:
?????????????????11?11 . .
Research Department
Principal or Senior Scientist
40671 hrs. @
$19,151
Balloon Manufacturing Department
Senior Engineer
3,700 hrs. (it $3.85
$14,245
Development Engineer
600 hrs. @ $3.45
2,070
Draftsmen
1,500 hrs. @ $2.65
3,975
20,290
Balloon Operations Department
Senior Engineer
4,050 hrs. @ $3.85
15,593
Draftsmen
1,600 hrs. @ $2.25
3,600
Technicians
2,800 hrs. @ $2.00
5,600
$240793
Burden:
Research Department
4,671 hrs. @ $3.30
$15,414
Balloon Manufacturing Dept.
5,800 hrs. @ $2.75
15,950
Balloon Operations Department
8,450 hrs. @ $2.15
18,168
$49,532
Material and Fabrication Costs
23,900
Total Cost Less G&A and Fixed
Fee Phase II
$137,666
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SCHEDULE IV
Phase III
Labor:
Research Department
Principal and Senior Engineers 2,076 hrs. @ $4.10 $8,512
Balloon Manufacturing Dept.
Senior Engineer 1,000 hrs. @ $3.85 3,850
Balloon Operations Dept.
Senior Engineer 1,100 hrs. @ $3.85 $4,235
Draftsman 200 hrs. 43 $2.25 450
Technicians 2,550 hrs. (4 $2.00 5,100
Burden:
Research Department
Balloon Manufacturing Dept.
Balloon Operations Dept.
2,076 hrs. @ $3.30 $6,851
1,000 hrs. @ $2.75 2,750
3,850 hrs. @ $2.15 8,278
Material and Fabrication
Total Cost Less G&A and Fixed Fee Phase III
$22,147
17,879
20,900
$60,926
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Prepared b
CONFIDENTIAL
Proposal 11510-B
SMALL PLASTIC AIRSHIP
Prepared for
al Specialist
Approved by
This document consists of $4o1pages and is number -2
of /..?" copies, series - ,and the following -- attach.
ments.
January 6, 1958
CONFIDENTIAL
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CONFIDENTIAL
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PREFACE
Recent Soviet rocket and submarine accomplishments make it imperative
that the free world develop suitable intelligence and defense systems as
rapidly as possible.
ICBM detection by infrared and other more recently developed techniques
at stratospheric levels, as well as submarine detection by passive and active
sonar at sea level, are of primary importance. The detection equipment in
both cases requires a suitable vehicle.
There is a real need for an economical solution to the vehicle problem,
a solution which is compatible with the operational requirements of the future.
Lighter-than-air vehicles, in general, have unique, inherent features such
as long flight duration, hovering capability, low cost, vibrationless and
quiet operation, as well as the ability to house large radar antennas without
aerodynamic penalty.
Lighter-than-air system descriptions have been plagued by the lack of
reliable fundamental knowledge concerning vehicle performance. Such elemen-
tary considerations as the optimum length-to-diameter ratio are not established.
Predicted durations can be in error by as much as a factor of five. Knowledge
gained from the proposed program will be invaluable for future system speci-
fication, and the airship resulting from this work can be considered as a
working model for vehicles having advanced capabilities such as pictured in
Figures 1 through 3.
ii
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8-171-0017000C1-00VZ179C0-8LdCl-V10 'bi-/90/Z I-0z eseeiej -104 panaiddv Ado paz!l!ueS u! PeWsseloaCI
%Of i;A: lilt to
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uoTss-cyl iv UT -pGRe?ura d-rqs,x-cv ?T
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817 1-0017000C1-00VZ179C0-8Zda-V10 'bi-/90/Z I-0z eseeiej -104 panaiddv Ado paz!l!ueS u! PeWsseloaCI
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Alp
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doi
Figure 2. Airship Utilizing Sonar Equipment
iv
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I Al 1741
Figure 3. An Airship as a Stratospheric Platform
v P11" s'""'?Irjtit
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CONFIDENTIAL
TABLE OF CONTENTS
I. OBJECTIVE
Page
1
II. INTRODUCTION 2
III. DESIGN OBJECTIVES 4
IV. PROPULSIVE ENERGY REQUIREMENTS 5
V. FLUID DYNAMICS 15
A. Summary 15
B. Boundary Layer Theory 17
C. Electric Analogy Tank 22
D. Stability Analysis 23
VI. STRUCTURAL REQUIREMENTS 27
VII. SPECIAL PROBLEM AREAS 28
A. Field Handling and Inflation 28
B. Controllability 28
C. Other Lighter-Than-Air Systems 28
VIII. PROPOSED PROGRAM 33
A. Phase I . 33
B. Phase II 33
C. Phase III 34
IX. REFERENCES 35
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LIST OF ILLUSTRATIONS
Figure
Page
1.
Airship Engaged in ASW Mission
iii
2.
Airship Utilizing Sonar Equipuent
4v
3.
An Airship as a Stratospheric Platform
4.
Possible Configuration For Small Plastic Airship
8
5.
Surface Area Vs. Fineness Ratio For Equal Volume Bodies of
Revolution
10
6.
Laminar and Turbulent Skin Friction
16
7.
Flow Separation Prevention
18
8.
Harness Geometry
25
9.
Shroud in Place, Protecting Balloon From Wind During Inflation
Process
29
10.
Shroud Being Removed
30
11.
Model 13-8-8
31
12.
Model 21-8-8
32
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I. OBJECTIVE
In a broad sense, the objective of this proposal is to demonstrate unique
features of powered lighter-than-air vehicles which can lead to stratospheric
airships capable of performing defense and intelligence missions beyond the
capability of other aircraft types. Advanced techniques capable of substan-
tially increasing the performance of present airships, such as the ASW ship,
will also be demonstrated.
Specifically, the objective of this proposal is to outline a two-year
program of work, cOminating in the delivery of a small plastic airship de-
signed for a specific mission. This work in an outgrowth of the program
initiated under
. The work to date has been conducted
on a very broad basis, applicable to the LTA field as a whole without limi-
tations as to size, altitude, endurance, etc. Our approach is based on sound
fundamental principles and laws rather than on convention. This type of ap-
proach, coupled with recent technological advances, will allow a considerable
growth in LTA capability, of which this proposal is a part.
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II. INTRODUCTION
Although the powered lighter-than-air field has received considerable
attention since its inception in the nineteenth century, the full impact of
recent technological advanceshas yet to be realized.
Significant advances have occurred in boundary layer theory1/2, aircraft
propulsion3, gas barrier materials, mathematical and computer techniques in
areas of pressure beam mechanics5, stability and control6, and in describing
the physical properties of streamlined bodies of revolution7. Apart from
these advances appears an area of configuration arrangement offering noteworthy
features (Figure 1).
In light of these recent advances, it is not surprising to discover that
the available data on powered airships, although voluminous, fits no natural
pattern. Very little is known about the real reasons for favorable results
in some cases and for less favorable results in others. The best results
obtained thus far have been obtained largely by a process of trial and error.
The results, of such developments are available only in the form of designs with
specific geometric properties and not in the form of laws or facts that are
responsible for the results.
The airship has certain unique capabilities which have not been fully
exploited. It is not necessarily limited to low altitudes; stratospheric
ships, taking advantage of light wind and fair weather conditions, require
very nominal amounts of energy to remain on station for several days. Unlike
the airplane, the duration of an airship can be indefinitely extended as the
speed is decreased, a feature compatible or required for many detection schemes.
Thrust and power requirements can be further reduced by airflow control
methods, resulting in prolonged flight profiles. For ASW ships, in addition
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CONFIDENTIAL
to the need for a fast crusing speed, it is necessary to have a highly ma-
neuverable ship with a controllable hovering capability under all wind Conditions.
The boundary layer concept of fluid flow, as well as solutions to the dyhamic
equations of motion, are now providing the fundamental laws from which such
a capability can be achieved.
To insure a maximum advancement of the state of the art, a strong emphasis
will be placed on a research approach. The program will consist of three
phases:
Phase I Research, Theoretical and Experimental
Phase II Development and Testing
Phase III - Final Design, Acceptance Tests and Delivery.
The program will be carried out by coordinated effort of the various capa-
bilities within the Mechanical Division of
Phase I will be
carried out primarily by the Research Department, while substantial amounts
of Phases II and III will be conducted by the Balloon Department. Direct
responsibility for all phases of the program, however, will be retained by
the Research Department.
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III. DESIGN OBJECTIVES
The requirements for this vehicle are unique in several respects. A
portion of the flight will be unpowered and the vehicle must be capable of
maneuvering close to the ground while the payload is decreased by as much
as two-thirds. It is desired that the vehicle be field-inflatible with a
minimum of personnel and equipment. A high degree of flight stability, as
well as excellent maneuvering capabilities, is considered essential. Per-
formance and operational requirements are listed below:
1.
Payload, pilot, passenger and/or luggage
400 lb
2.
Cruising altitude
7,000 ft MSL
3.
Free ballooning capability
2 hours
4.
Crusing range at zero wind velocity
100 miles
5.
Minimum speed at sea level
50 knots
6.
Field-inflatible in 15 knots surface wind.
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IV. PhOPULSIVE ENERGY REQUIREMENTS
A basic problem common to most powered lighter-than-air missions is
to propel a configuration with a maximum ratio of volume to weight through
the atmosphere with a minimum expenditure of fuel and a maximum degree of
directional stability and control.
Although considerable work has been conducted to individually optimize
airship components, we believe it is essential to consider the airship
structure together with its propelling, stabilizing and controlling devices
as a unit. Components should be designed and arranged so as to complement
rather than to interfere with each other.
The analysis of the problem to approach an optimum configuration for
the task will include giving consideration to such basic parameters as:
A. Shape and fineness ratio for:
1. Size reduction
2. Increased resistance to applied aerodynamic bending loads,.
B. Boundary layer suction for:
1. Over-all energy requirement reduction
2. Directional stabilization
3. Directional control.
C. Conventional as well as rear propulsion for increased efficiency
and controllability.
D. Ring tail and shrouded propeller versus conventional fins for:
1. Thrust augmentation, particularly at low speed
2. Flow improvement around hull
3. Propeller efficiency increase and/or weight reduction of
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stabilizing surfaces
4. Structural strength increase
5. Increased directional stability and control, especially at
or near hovering conditions.
E. Engine air requirements (for cooling and combustion) and their
possible relation to boundary-sucked air.
There appear to be several configurations worthy of investiga ion
in the early phases of this program. Some of these are:
1. Small fineness ratio:
a. Aft-propelled by ducted propeller serving also as the
stabilizer
b. Some distributed boundary layer suction
c. Boundary layer air used for engine intake or cooling purposes.
2. Larger fineness ratio:
Same as (1) (a) above.
3. Large fineness ratio: (4.2 to 1)
a. Stabilized by boundary layer control, eliminating the need
for fins (as suggested by Dr. August Raspet)
b. Conventional engine location
4. Conventional arrangement with or without distributed boundary
layer suction.
The components involved in the configurations of (1) and (2) are ar-
ranged to complement each other. Although the magnitude of the over-all
reduction in drag is difficult to estimate, the arrangement presents a form
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of ideal propulsion called boundary layer propulsion. Configurations
of (3) and (4) minimize balance and flow separation difficulties.
Boundary layer control is intimately involved in all four suggested
configurations. Reductions in drag have to be closely measured against the
increased complication to determine the degree of usefulness. Unfortunately,
the theories are not verified at Reynolds numbers corresponding to those of
a full-size airship. Measurements are being conducted on other programs,
and these results when they become available, as well as theoretical pre-
dictions and measurements on this program, will be applied to this analysis.
A list of apparent advantages for configurations (1) and (2) is pre-
sented below. The full potential of configuration (3) can only be estimated
after more progress has been made on programs now underway, particularly
those at Mississippi State College under Dr. August Raspet.
The degree of departure from the conventional shape of configuration (4)
toward the short "fat" shape of configurations (1) and (2) will be evaluated
in terms of its advantages as well as the complications involved in preventing
flow separation. A series of shapes between these two extremes will be
analyzed theoretically for their over-all advantages prior to the selection
of a given shape for detailed investigation and preliminary design purposes.
On the assumption that flow separation can be prevented, at no great penalty,
by distributed suction on a shape such as presented in Figure 4, ?the follow-
ing advantages are to be gained:
1. Propeller thrust is combined with stabilizing control surfaces
to give low speed controllability at andnear hovering conditions. This
feature is especially needed in ASW missions.
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FiETIAL
POSSIBLE CONFIGURATION
FOR SMALL PLASTIC AIRSHIP
Tubes for Boundary
Layer Suction
Standard Light
Airplane Engine
rDucted Propeller
, r Arrangement
Two-man Gondola
50'
Streamlined Strut for
Stabilizer Support
Approximate Volume, 20,000-25,000 cu.ft.
Figure
8
CONMENTIAL
veable Tall Assembly
for Directional Control
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2. A properly designed stern rotor has the capability of recovering
-
kinetic energy from the wak8e thus reducing the over-all energy requirement.
3. When the flow separation l. prevented, the drag of an airship
is largely a function of the ship's surface area. (Figure 5 shows the re-
lationship between the relative surface area and the fineness ratio for equal
volumes of a body of revolution.) This reduction in surface area results
in both drag and size reduction which in turn reduces the propeller, engine
and fuel requirements, with a further decrease in size of the envelope nec-
essary to lift them.
4. The lift of a ring air foil has twice the lift of an ellip-
tic flat plate that spans a diameter and has a quarter of the area?. It
operates outside the ship's boundary layer with a resulting increase in
10
effectiveness. A recent EACA Report has described the testing of five
annular airfoils showing comparisons with Ribner's theoretical analysis.
5. A ring tail can be designed to superimpose a favorable pres-
sure gradient on the rear of the hull which retards boundary layer growth
and reduces drag. Care must be taken in ring tail design, however, as
11
some ring tails have resulted in an increased drag .
6. The ring tail can be used to increase the mass flow through
the propeller, with a net result of a gain in thrust without a loss in ef-
ficiency.
7. The propeller, like the ring tail, superimposes a favorable
pressure gradient on the rear of the troll which retards boundary layer
growth and reduces drag. When the propeller is ducted, the pressure in-
crement forward of the propeller is large and the pressure back of the
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8-171-0017000C1-00VZ179C0-8LdCl-V10 'bi-/90/Z I-0z eseeiej -104 panaiddv Ado paz!l!ueS u! PeWsseloaCI
0111/8 SS3N3NIA
UI
o
1111INNZINO3
J.;
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RELATIVE SURFACE AREA
(01
r3)
171
i
SURFACE AREA VS FINENESS RATIO FOR EQUAL VOLUME
BODIES OF REVOLUTION GENERATED BY THE EQUATION
y ( n+ I)" X" (L_x)
2f
n = Dimensionless number
y = Radius of revolute about the central axis
x = Coordinate along central axis
f = Fineness ratio, ATax
L = Length of body
iv! tririArrn
1-0017000C1-00VZ179C0-8LdCl-V10 171-/90/Z ae"e'l'eil -104 panaiddv Ado paz!l!ueS - 4-led u! PeWsseloaCI
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CONFIDENTIAL
propeller is nearly constant' ? 0 Bell Aircraft has recently summarized the
"state of the art" of ducted propellers. Their work, completed under a Navy
contract, will be useful in this program13.
8. The ring acts as an end plate to the propeller blades and
thus reduces the falling off in thrust toward the tips. The space between
the blade and the ring must be kept small. The ducted propeller would
have Much broader blades toward the tips, with a possible appreciable
increased propeller efficiency. Ordinarily, the main consequence of the
ring would be the increased Skin friction drag on the ring. By proper
propeller and fairing design, however, this loss will not be appreciable.
This loss also must be somewhat discounted in this case because the ring
eliminates the conventional tail surfaces and their high drag contributions.
In one example, the ring and plate effect increased the efficiency by
11 percent.
9. By proper ring design, the forces interacting between the
ring and the propeller can increase the efficiency by another increment.
In the above mentioned example, this amounted to approximately eight percent.
10. Variable pitch propeller blades are required. when the external
rate of variance changes appreciably with flight speed. The presence of
the fairing or ring makes it possible to keep the rate of advance actually
experienced by the propeller more nearly constant, thus reducing the
requirement for variable pitch blades. This beneficial effect arises from
the fact that the velocity increment due to the ring is more pronounced
at lower flight speeds.
11. The increase in static thrust for a ducted propeller can
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be spectacular 15 which, of course, is important in takeoff and landing,
particularly from fields not considered airports. It is also important in
tight maneuvers such as those necessary in anti-submarine warfare.
12. The ducted propeller allows the use of a smAller diameter and
engine weight, resulting in a smaller size airship.
13. The ring surrounding the propeller is a safety feature,
possibly of importance in field operations.
14. It is common practice to define the resistance to aerody-
namic bending loads by the formula:
f = R3Tr&P
where:
f = resisting force
= length of the ship
R = largest radius
= pressure differential,
From this it can be seen that a ship of lower fineness ratio is ordin-
arily a much stronger ship, or, conversely, the ship can be made smaller
for the same strength.
15. As the fineness ratio is decreased a reduction in profile
area is experienced. This in turn reduces the aerodynamic forces acting
on the ship.
16. The aerodynamic loads on the stabilizing surfaces can be
better absorbed by a ring tail configuration, which is inherently a super-
ior type structure as compared to a cantilevered fin-type.
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17. A smaller ship has an increased structural efficiency16. A
higher percentage of the gross load will be in payload.
18. In ships of high fineness ratio the requirement for strength in
the diagonal direction of the airship fabric becomes important17. For woven
fabrics this is a direct weight penalty amounting to as much as one-third the
envelope weight. For shapes of smaller fineness ratio this strength require-
ment is reduced. Since plastic films usually have some strength in all direc-
tions, a large envelope weight saving may be possible.
19. The large favorable pressure gradient on the front portion of
the hull has the potential of moving the point of instability further aft
resulting in a laminar flow over a larger portion of the hull. Other shapes
having specified pressure distribution-'10
may offer additional advantages.
The arrangement offers some advantages regarding boundary layer suction.
It is possible that air requirements of the engine can be combined beneficially
with the suction requirements of the boundary layer.
The problems in weight and balance do not appear to be insurmountable.
Present day lightweight, high-strength materials, as well as advanced stress
analysis techniques and strain measuring devices, make such an arrangement
appear feasible. Several engines suitable for rear installation are currently
available.
Care must be exercised in defining a configuration which will be stable
for both moored and flight conditions.
Other difficulties that may be encountered are incompatibilities be-
tween propeller diameter requirements and ring diameter requirements. Another
important unknown at this time is the effect of the hull on the velocity
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of the air flowing into the propeller. Once these.. items are determined,
however, there are numerous parameters to be adjusted and compromised.
Different techniques to replace conventional moveable control surfaces will
be investigated. It is expected that inflatible pressure beams can be sub-
stituted for this purpose and will be the subject of considerable model as
well as theoretical work.
It is realized that Other programs evaluating ring tails and rear engine
installations have been conducted. Reports on all of these programs have not
been received. The reports reviewed to date 20,21/-2 2- indicate the desirability
of further investigation of these features.
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V. FLUID DYNAMICS
A. Summary
The drag values for airships have been obtained experimentally either
by full scale deceleration tests or by wind tunnel methods. Large discrep-
ancies have appeared in these data23, due largely to a lack of understanding
ofthe boundary layer mechanism which is sensitive to free air turbulence,
surface roughness and the Reynolds number.
The boundary layer concept of aerodynamics allows an insight into the
mechanism of fluid resistance to motions of a body. The resistance of a
smooth body of revolution is due almost entirely to the viscous action of the
fluid, which results in energy dissipation in three principal ways:
1. The shearing stress or skin friction at the hull surface imparts a
velocity to the air, appearing finally as kinetic energy in the wake.
2. The viscous action of the fluid causes the growth of a boundary layer
which is first laminar, then turbulent. The extreme length of airships causes
this boundary layer to become very thick on the after portions of the hull.
Inside the boundary layer, fluid particles are in motion, causing turbulence
and eadies to appear, with an eventual loss of energy in the form of heat.
3. Flow separation generally occurs on the after portion of the airship
body, producing large vortices and eddies and reversal of air flow at the
hull surface and inboard sections of the control surfaces. These air tur-
bulences are finally dissipated, also in the form of heat.
There are, in general, at least five ways to decrease the energy required
to propel an airship:
1. Preserve laminar flow as long as possible; Figure 6 shows -a comparison
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%4406iiir ti4Livii I IPIL
A- Laminar flow
B, C,D - Turbulent flow
.005-
.004-
Cf. OO
.002
.001
0
0 .21 .4/ .61 .81 1.02
SKIN FRICTION
DISTRIBUTION
f= 5.9 I
R= 108
Figure 6. Laminar and Turbulent Skin Friction
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between laminar and. turbulent friction for a body of revolution of 5.9 fine-
ness ratio.
2. Select a shape in which the shearing stress is not excessive.
3. Reduce the surface area to a minimum.
4. Recover as much kinetic energy from the wake as possible.
5. Prevent flay separation, an example of which for a divergent channel
is presented in Figure 7.
H. Schlichting has computed the point of instability for a laminar flow
on four bodies of various fineness ratios from 1 to 8. It is interesting to
note that at high Reynolds number this point is furtherest aft for the lowest
fineness ratio. K. Wieghardt has computed the laminar shearing stress for
the same four fineness ratios and has plotted the shearing stress for each.
Interestingly, the longer bodies had very high shear near the front while
the "fatter" bodies? maximum shear was considerably less and further aft. The
total shear for each of the four bodies was about equal.
From the standpoint of minimum surface area, the sphere of course would
be the best, with increasing area as the fineness ratio increases as shown
in Figure 5.
A properly designed stern rotor will have the ability of converting
kinetic energy in the wake into useful propulsion thrust.
Flow separation is aggravated with shorter fineness ratios. Boundary
layer suction, ring stabilizers, and stern propulsion will aid in the pre-
vention of separation and the final design will depend heavily upon the
ease with which the flow can be made to follow the ships contour.
B. Boundary Layer Theory
It has been established by reliable experiments that fluids like water
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Flow with separation in
a highly divergent channel, from
Prandtl-Tietjens
Flow with boundary layer
suction on upper wall of highly diver-
gent channel
Flow with boundary layer
sucnon on both walls of highly diver-
gent channel
Figure 7. Flow Separation Prevention
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and air never slide on the surface of the body; what happens is that the final
fluid layer immediately in contact with the body is attached to it and all
the friction of fluids with solid bodies is therefore an internal friction
of the fluid. Theory and experiment agree in indicating that the transition
from the velocity of the body to that of the stream in such a case, takes
place in a thin layer of the fluid, which is so much the thinner the less the
viscosity.
On a body of revolution the air particles impinge at the stagnation
point and form a laminar-type boundary layer as they progress up the forward
portion of the body to lower pressures. Energy is transmitted from the body
to the fluid. Transition to turbulent flow occurs over an interval at some
distance from the nose, which is dependent upon such parameters as:
1. Local Reynolds number
2. Surface roughness
3. Magnitude of the pressure gradient
4. Degree of air stream turbulence.
Turbulent flows are usually treated from the Reynolds number viewpoint.
This considers the turbulent flow to consist of a mean flow upon which a
fluctuation flow of much smaller magnitude is superimposed. After the com-
bined mean and fluctuation quantities are substituted into the Navier Stokes
equations of motion for viscous flow, appropriate time averages of the result-
ing flow lead to the Reynolds equations of motion. The lack of analytical
relations for the Reynolds stresses has made the theoretical treatment of
turbulent flow difficult.
Whereas laminar boundary layers are well defined theoretically,
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turbulent boundary layer theories rely upon empirical data. A method for
calculating the turbulent boundary layer on a body of revolution is presented
in Chapter 22 of Reference 1. This method has been devised by E. Truckenbrodt
by utilizing the energy integral equations. Unique in this method is the
explicit expression for the energy transformed into heat by turbulence in the
boundary layer. His method incorporates experimental results obtained by
I. Hotta in establishing a relation between the energy thickness and dis-
placement thickness of the boundary layer. Also deduced from this work is
a simple expression for the heat dissipation energy which allows the energy
integral equation to be integrated. From this an expression for the momentum
thickness is obtained.
The advantage in using E. Truckenbrodt's method lies in the fact that
only simple quadratures are required in the process and that no derivatives
of the ideal, potential velocity function are needed. The method also pre-
sents a clearer physical insight into the processes taking place.
Another method is presented by Granville24. Unfortunately, these methods
utilize certain assumptions which have never been verified by in-flight bound-
ary layer measurements on airships.
It is essential that theoretical work be verified by detailed experi-
mentation as extrapolation of the available information can be misleading.
It is anticipated that detailed boundary layer profile measurements will be
conducted in the field on a full scale captiveiballoon model having the
airship shape and stabilizing method selected by theoretical analysis of
the factors involved, as previously mentioned. Prior to this effort, how-
ever, a review of the boundary layer work conducted by Northrup Aircraft
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Corporation, and particularly the tests conducted on bodies of revolution in
the low turbulence NACA wind tunnel at Moffet Field, California, will be made
ror possible applicability to this program.
It is expected that the boundary layer investigations conducted by the
Aerophysics Department of Mississippi State College25 under Dr. Raspet will
be of considerable value in planning and executing this program, particularly
with respect to the experimental technique employed and its relation to the
various theoretical treatments.
Effective boundary layer control is a subtle type endeavor. Minor amounts,
properly performed, can reap great advantages, whereas much effort incorrectly
f."
conducted can end in penalty rather than reward. To allow effective boundary
layer control to take place it is necessary that the airflow around the body
be completely understood, before and after suction.
Once the boundary layer profile is established for varuous stations of
a given shape and configuration, intelligent estimates of the location,
amount and distribution of suction can be made. According to Cornis1
261 the
suction velocity is determined by an equation of the type:
where:
Vo = (H 4. 2 ) U` + to -
/OU
? boundary layer shape parameter
? = boundary layer momentum thickness
? local velocity
T5 = local wall shearing stress
= mass density.
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Therefore, the suction velocity should be governed by reducing the momentum
thickness without letting the local shearing stress get too high, i.e., low
suction velocities largely distributed are preferable to concentrated large
suction velocities.
The final degree of boundary layer suction must be evaluated in terms of
added complication and weight as well as reduction of over-all energy require-
merits and control advantages.
C.
Electric Analogy Tank
The pressure distribution around a body is required for boundary layer
analysis. Although potential flow theory is adequate for obtaining pressure
distributions about simple shapes, it is expected that the three-dimensional
electric analogy tank will be useful in obtaining pressure distributions
about bodies with stabilizing surfaces and propelling devices attached. The
model: will have, to be of sufficient size to reduce meniscus difficulties.
The electric analogy tank consists of an insulated trough partially
filled with an electrolyte, usually a weak electrolyte such as ordinary
water. An electric field is introduced into the tank by suitably placed elec-
trodes. When a body is placedin the field, the body's effect on the field can
be measured by'a probe, tracing lines of constant voltage, which are also the
streamlines surrounding the body. Detailed analysis of the flow surrounding
any shape can be made. Such analysis can explain the superiority of one shape
or configuration over another. One will probably be able to deduce criteria
leading to optimum aerodynamic performance. It is possible also to study
the effect of a propeller and a ring tail combination on the flow surrounding
an airship configuration. The lift curve is found by varying the angle of
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attack. In these cases it is necessary to adjust the trailing-edge stream-
line to conform with the boundary conditions of smooth flow.
Use of the tank combines the visual advantages of a smoke tunnel with
thos of a high speed computer. In many instances it can solve problems that
are impossible to solve by other techniques. Since the tank simulates per-
fect fluid theory, its limitations are largely the same as the perfect fluid
theory. It is necessary to utilize viscous drag theory in combination with
the tank to obtain resistance data. Progress to date at
has resulted 25X1
in setting up the analogy tank and computer for three-dimensional bodies of
revolution. Test runs have been made on bodies of known pressure distribution.
The streamlines plotted by the computer compare very favorably with known
data27,
Brower has recently established a method of obtaining the normal force
on a body of revolution by use of the electric analogy tank28
This is a
rather unique solution, since the perfect fluid theory has traditionally been
plagued by D'Alembert'S paradox that a body pointed at both ends immersed in
an inviscid fluid stream inclined to the body axis sustains no force. ,Brower
refined Von Karma:rite; original work by applying the theory to one model,
having a fineness ratio of six. This accounts for a vortex system, which is
responsible for a normal force being generated. He recommends this technique
in those cases where one sham is to be thoroughly investigated.
D. Stability Analysis
The aerodynamic characteristics of a lighter-than-air vehicle are of
fundamental importance in performing a static and dynamic stability analysis
since both upsetting and stabilizing forces and moments are aerodynamic
in nature.
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Lift, drag, pitching moments, sideforce, yawing moments, rotary lift
and rotary moment characteristics are all necessary for these computations.
Static stability and equilibrium conditions for the moored or free flight
condition of a ligher-than-air captive vehicle can be mathematically de-
termined by solving the three equations, listed below, simultaneously9:
1. Vertical forces
L cos/3 4. D sini6 + (B Ur) = T cos A
2. Horizontal forces:
D cos/5 - L sin/5 = T sin A
3. Moments about C.G. (Center of Gravity):
AY D cos (01-0) - L sin (a -CY )
(Ma)CB 'AY B sin ( -61 - 1114T = MCG
where:
= lift, lb
drag, lb
= static buoyancy, lbs
= gross weight, lb
? cable tension, lb
(Ma)CB = aerodynamic moment about Center of Buoyancy, ft-lb
146G moment about Center of Gravity, ft-lb
/1Z. T = dynamic moment arm of tail lift with respect to C.G.
The remaining terms appearing these equations are defined in Figure 8 and
apply to a moored captive balloon. For the free flight condition many of
the terms are zero and a thrust term must be added. The results obtained
from the solution of these equations apply to the ideal case of steady-state
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I IAL
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wind conditions. It is also necessary to investigate the dynamic response
to time-variable wind currents and gusts superimposed upon the steady wind
current. For small displacements from the equilibrium condition, the pitch-
ing motion of the ship must satisfy an equation of the type:
Ie +m" + mita + 0 = Mi
where:
e . effective moment of inertia of the balloon in pitch, including
virtual inertia of the envelope and fins
mit = slope of the aerodynamic pitching moment versusa at at
m2' =
M" =
metacentric stabilizing moment coefficient
rotary derivation of pitching moment due to rate of pitch
and a are small angular displacements from the quilibrium balloon
altitude
M = pitching moment due to aerodynamic forces acting during the
gust.
A similar analysis can be made for the ship in yawing motion. One important
factor in lighter-than-air work is the large virtual inertia.
A mathematical stability analysis will be made as a part of the pre-
design analysis. In this manner it is possible to predict the effect of
component designs of different or unusual arrangements as well as to de-
fine the control necessary for flight maneuvers.
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VI. STRUCTURAL REQUIREMENTS
Careful analysis will be carried out to determine the static and dy-
namic forces applied to the envelope. A model of the vehicle will be
built and evaluation of fabric strain will be made. The work conducted
to date at under the title of Pressure Beam Mechanics will prove use-
ful for this application. The findings of Zannoni, et al.300 will also be
of value. An operating pressure will be specified to provide adequate re-
sistance to the envelope bending moments caused by static buoyancy, component
weight, and aerodynamic forces in flight. Material exposure tests have been
carried out and are reported in the final report31. Two or three of these
materials will be selected early in the program for further weathering tests.
A material for the envelope will then be selected in view of these findings.
The vehicle will be provided with one or more ballonets, which are
separate, internal air chambers. Multiple ballonets may have certain de-
sirable trim and pitch control features. The main purpose of the ballonet
is to allow the lifting gas to expand or contract without changing the size
or shape of the main envelope. The expansions or contractions are caused
by changes in atmospheric pressure, temperature and the vehicle altitude.
The size, shape, location and ballonet material will be specified from
these findings.
Past experience has shown that pressurization by centrifugal blowers is
a desirable method. This type of blower, equipped with forwardly inclined
vanes, has a characteristic of providing constant pressure at minimum power.
Available aircraft-type equipment will be reviewed and optimum equipment
will be selected.
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VII. SPECIAL PROBLEM AREAS
A.ElEll_EapAlllas and Inflation
Special consideration will be given in the preliminary design to
minimize field inflation and launching difficulties. Provisions for moor-
ing the vehicle during this period will be provided. It is expected that
shroud techniques can be developed to facilitate inflation for high wind
launchings. Figures 9 and 10 show the shroud technique as applied to free
balloon launchings for high wind conditions. Component selection and design
for the vehicle will be influenced by the requirements of this type launching.
B. ControllabilttE
Several new ideas regarding controllability of the airship have been
advanced. It, is expected that small laboratory models will be constructed
to verify certain aerodynamic properties. Theoretical work, entitled
"Inflatible Muscles," conducted in the first phase of the program will be
beneficial in the analysis of these ideas.
C. 2p_therLity-T1_22_m-AirSste_y_ms
The staff will be available to consult, discuss, and make prelimimary
estimates and calculations involving other lighter-than-air tasks. Figures
11 and 12 show two lighter-tban-airvehicles which are used for specific task
objectives.
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Figure 9. Shroud in Place, Protecting Balloon from 71ind During Inflation Process
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Figure 10. Shroud Being Removed
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Figure 11. Model 13-5-8
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Figure 12. Model 21-S-8
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VIII. PROPOSED PROGRAM
A. Phase I
..Plm?mOlmmlnr.MgdWa
The research phase of the program will be organized to take full advantage
of a combined theoretical and experimental approach. Extensive boundary layer
work has been conducted by Dr. Pfenniger at Northrop Aircraft Co., Dr. August
Baspet at Mississippi State College, and Professor Hazen at Princeton. To
fully utilize the results of their work several trips will be made.
During the research phase, laboratory work will be verified by model
experimentation. The type of experimentation will depend heavily upon the
personal experience and recommendations of previous boundary layer researchers.
There is strong evidence that wind tunnel turbulence masks the phenomena being
investigated. The low turbulence tunnel at Moffitt Field may be the answer to
this difficulty, as personnel there have recently been conducting boundary
layer tests on bodies of revolution for Dr. Pfenniger.
Phase I of the program will result in the preparation of a preliminary
design report for a small plastic airship, the design objectives of which are
discussed in Section III. One year is estimated to be required for this work.
B. Phase II
This phase of the proposed program is a developmental and testing phase.
It will include the preparation of sufficiently detailed drawings for fab-
ricating the first design model. This design will be based on the preliminary
drawings from Phase I.
The completed vehicle will then undergo inflation and flight tests. The
initial inflation tests will be conducted in an area protected from the wind,
preferably in a large, hangar-type building. The initial flight tests will be
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?
conducted during relatively calm days and a portable mooring mast will be re-
quired during the initial flight tests to permit its re-use on successive days
without deflation. As the ground crews and pilots become more experienced
with the vehicle, tests will be conducted under varying wind conditions to test
the vehicle's compliance with the design objectives outlined in Phase I of this
program. During the inflation and flight tests minor vehicle modifications
may be made.
The final drawings will incorporate corrections and/or modifications of
deficiencies discovered during the manufacturing and testing periods.
C. Phase III
This phase of the proposed program will include the construction of a
prototype vehicle from the final drawing in Phase II, flight tests, and de-
livery to the sponsoring agency. The flight tests will be conducted in the
presence of personnel from the sponsoring agency and will be conducted to de-
termine the vehicle's compliance with the design objectives outlined in
Phase ,I of this program. Phases II and III are estimated to require an addition-
al year.
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IX. REFERENCES
1. Schlickting, H. Boundary layer theory. N. Y., McGraw-Hill (1955).
2. Wieghardt, K. Zur Berechnung ebener und drehsymmetritcher grenzschlichten
mit kontimuirlicher absaugung. Ing. Arch. 22: 363-377 (1954).
3. Ktchemann, D. and J. Weber. Aerodynamics of propulsion. N. Y.; McGraw-
Hill (1953).
4. General Mills, Inc. Mechanical Div. Engr. Res. and Dev. Dept. Rept. no. 1684.
Balloon barrier materials, by A. A. Anderson et al. Annual Rept., Contract
AF 19(604)-1398 (March 15, 1956-March 14, 1957).
5. General Mills, Inc. Mechanical Div. Engr. Res. and Dev. Dept. Rept. no. 1765.
Lighter-than-air concepts study, by A. A. Anderson et al. Final Rept.,
Contract Nonr 1589(07) (Sept. 1; 1957). :
6. McLean Developmental Laboratories, Inc. Rept. no. E-114. Gust loads on
airship fins, by H. L. Flomenhoft. Final Rept., Contract no. NOas 56-795.c
(June 1957).
7. Op. cit., Ref. 5.
8. Op. cit., Ref. 3.
9. Ribner, H. S. The ring airfoil in nonaxial flow. J. Aeronaut. Sci. 14:
529-30 (1947).
10. Fletcher, H. S. Experimental investigation of lift, drag, and pitching
moment of five annular airfoils. NACA TN 14.117 (October 1957).
11. Cerreta, P. A. Wind-tunnel investigation of the drag of a proposed
boundary-layer-controlled airship. U.S. Navy. David W. Taylor Model
Basin. Rept. 914 (March 1957). AD 127,331. Confidential
12. Op. cit., Ref. 3.
13. Bell Aircraft Corp. Rept. no. D 181-945-003. Ducted-propeller assault
transport study (Survey of the state of the art), by J. M. Zabinsky.
Contract Nonr-1675(00) (May 15, 1956). AD 102,023, Confidential
14. Op. cit., Ref. 3.
15. Ibid.
16. General Mills Inc. Mechanical Div. Engr. Res. and Dev. Dept. Rept. no. 1701.
Lighter-than-air concepts study, by A. A. Anderson et a1. First Progress '
Rept., Contract Nonr 1589(07) (May 1, 1957).!
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a
a
17. Haas, R. and. A. Dietzius. The stretching of the fabric and the defor-
mation of the envelope in non-rigid balloons. NACA Rept. no. 16 (1917).
18. Op. cit., Ref. 1.
19. McNown, J. S. and E-Y Hsu. Approximation of axisymmetric body forms for
specified pressure distributions. J. Appl. Phys. 22: 864-68 (1951).
20. Jeifertt, R. Wind tunnel tests on a 1/75 scale hull of the Goodyear-Zeppelin
airship Akron Z.R.S.4 with various ring tail surfaces. California Institute
of Technology. Guggenheim Aeronaut. Lab. Rept. no. 105, part 2 (April
1932); Goodyear Aircraft Corp. Rept. 5630, TI 75053 (Sept. 1, 1953).
21. Op. cit., Ref. 11.
22. General Development Corp. Rept. no. R502-1. Airship stern propulsion,
phase 1 - Design study, by T.R. Boldt et al. Summary Rept., Contract NOas
52-103 (July 1, 1953).
23. Gertler, M. Resistance experiments on a systematic series of streamlined
bodies of revolution-for application to the design of high-speed sub-
marines. U. S. Navy. David W. Taylor Model Basin. Rept. C-297 (April
1950). pp. 36-40.
24. Granville, P. S. The calculation of viscous drag of bodies of revolution.
U. S. Navy. David W. Taylor Model Basin. Rept 849 (July 1953).
25. Mississippi State. College. Experimental techniques for analyzing the tur-
bulent boundary layer, by J. J. Cornish. Research Rept. no. 8, Contract
Nonr 978(01) (Oct. 7, 1954).
26. Mississippi State College. prevention of turbulent separation by suction
through a perforated surface, by J. J. Cornish. Research Rept. no. 7,
Contract Nonr 978(01) (Oct. 13, 1953). 'p. 3.
27. Op. cit., Ref. 5
28. Rensselaer polytechnic Institute, Dept. Aeronaut. Engr. TR AE5701.
An electric-tank analogy solution of a linearized theory for the
normal-force on a slender closed body-of-revolution, by W. B. Brower.
Contract AF 18(600)-499 (Feb. 8, 1957).
29. General Mills, Inc. Mechanical Div. Engr. Res. and Dev. Dept. Rept.
no. 1746. A captive balloon antenna carrier, by H. H. Henjum et al.
Final Rept., General Electric Co. Contract no. EHP-033-7201 (July 25, 1957).
30. General Development Corp. Rept. no. R50-3-1. Report on fabric development,
by P. J. Zannoni, D. R. Redpath and E. L. Shaw. Contract AS 52,250C
(Dec. 14, 1953).
31. Op. cit., Ref. 5.
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