Flight-measured inlet pressure transients accompanying engine compressor surges on the F-111A airplane

Two-F-111A airplanes were subjected to conditions that caused engine compressor surges and accompanying duct hammershock pressure transients. Flight speed ranged from Mach 0.71 to Mach 2.23, and altitude varied from approximately 3200 meters to 14,500 meters. A wide range of compressor pressure ratios was covered. Stabilized free-stream, engine, and duct conditions were established before each compressor surge. Dynamic pressure instrumentation at the compressor face and in the duct recorded the pressure transients associated with the surges. Hammershock pressures were analyzed with respect to the stabilized conditions preceding the compressor surges. The hammershock transients caused large pressure rises at the compressor face and in the duct. Hammershock pressure ratios at the compressor face were not affected by free-stream Mach number or altitude but were functions of engine variables, such as compressor pressure ratio. The maximum hammershock pressure ratio of approximately 1.83 occurred at a compressor pressure ratio of approximately 21.7

Design and flight testing of a nullable compressor face rake

A compressor face rake with an internal valve arrangement to permit nulling was designed, constructed, and tested in the laboratory and in flight at the NASA Flight Research Center. When actuated by the pilot in flight, the nullable rake allowed the transducer zero shifts to be determined and then subsequently removed during data reduction. Design details, the fabrication technique, the principle of operation, brief descriptions of associated digital zero-correction programs and the qualification tests, and test results are included. Sample flight data show that the zero shifts were large and unpredictable but could be measured in flight with the rake. The rake functioned reliably and as expected during 25 hours of operation under flight environmental conditions and temperatures from 230 K (-46 F) to greater than 430 K (314 F). The rake was nulled approximately 1000 times. The in-flight zero-shift measurement technique, as well as the rake design, was successful and should be useful in future applications, particularly where accurate measurements of both steady-state and dynamic pressures are required under adverse environmental conditions

Business Associations—Rehabilitation of Domestic Insurer

Application of Bohlinger, 305 N. Y. 258, 112 N. E. 2d 280 (1953)

Business Associations—Bulk Sale—“ordinary course of trade”

Sternberg v. Rubenstein, 305 N. Y. 235, 112 N. E. 2d 210 (1953)

Interpleader—Test of Mutually Exclusive Claims

Norman v. Oakland Golf Club, 282 App. Div. 960, 125 N. Y. S. 2d 859 (2d Dep\u27t 1953)

Business Associations—Corporations

Schwarz v. General Aniline and Film Corp., 305 N. Y. 395, 113 N. E. 2d 533 (1953); New York Credit Men\u27s Adjustment Bureau, Inc. v. Weiss, 305 N. Y. 1, 110 N. E. 2d 397 (1953); In Re Silverman, 305 N. Y. 13, 110 N. E. 2d 402 (1953)

Business Associations—Rehabilitation of Domestic Insurer

Application of Bohlinger, 305 N. Y. 258, 112 N. E. 2d 280 (1953)

Business Associations—Business Covenant

Delancey Kosher Restaurant v. Gluckstern, 305 N. Y. 250, 112 N. E. 2d 276 (1953)