Science.gov

Sample records for 700-hp rear-mounted tpe-331-10

  1. 75 FR 35354 - Airworthiness Directives; Honeywell International Inc. TPE331-10 and TPE331-11 Series Turboprop...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-06-22

    ... International Inc. TPE331-10 and TPE331-11 Series Turboprop Engines AGENCY: Federal Aviation Administration (FAA... airworthiness directive (AD) for Honeywell International Inc. TPE331-10 and TPE331-11 series turboprop engines...-15996. Applicability (c) This AD applies to Honeywell International Inc. TPE331-10 and TPE331-11...

  2. 76 FR 48749 - Airworthiness Directives; Honeywell International Inc. TPE331-10 and TPE331-11 Series Turboprop...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-08-09

    ... International Inc. TPE331-10 and TPE331-11 Series Turboprop Engines AGENCY: Federal Aviation Administration (FAA.... TPE331-10, -10AV, -10GP, -10GT, -10N, -10P, -10R, -10T, -10U, -10UA, -10UF, -10UG, -10UGR, -10UR,...

  3. 77 FR 6669 - Airworthiness Directives; Honeywell International Inc. TPE331-10 and TPE331-11 Series Turboprop...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2012-02-09

    ... International Inc. TPE331-10 and TPE331-11 Series Turboprop Engines AGENCY: Federal Aviation Administration (FAA.... TPE331-10, -10AV, -10GP, -10GT, - 10N, -10P, -10R, -10T, -10U, -10UA, -10UF, -10UG, -10UGR, -10UR,...

  4. SRC burn test in 700-hp oil-designed boiler. Annex Volume A. Southern Research Institute report. Final technical report

    SciTech Connect

    Not Available

    1983-09-01

    Combustion tests were performed using three forms of Solvent Refined Coal (SRC) as the fuel for a 700 hp oil-designed water-tube boiler at the U.S. Department of Energy (DOE) Pittsburgh Energy Technology Center (PETC). This report contains the results from a program of measurements and analyses performed by Southern Research Institute (SoRI) under contract to the International Coal Refining Company (ICRC). The major objectives of the work performed by Southern Research Institute were: (1) to characterize the particulate matter resulting from the combustion of Solvent Refined Coal (SRC) and its fuel forms, and (2) to develop estimates of the specific collection areas required for varying levels of collection of fly ash from SRC combustion in electrostatic precipitators. The report contains physical and chemical characterizations of particles collected during the combustion experiments, and a discussion of electrostatic precipitation of SRC fly ash based on performance measurements with a small-scale precipitator and on simulations using a mathematical model. 9 references, 90 figures, 14 tables.

  5. SRC burn test in 700-hp oil-designed boiler. Annex Volume C. Boiler emission report. Final technical report

    SciTech Connect

    Not Available

    1983-09-01

    The Solvent-Refined Coal (SRC) test burn program was conducted at the Pittsburgh Energy Technology Center (PETC) located in Bruceton, Pa. One of the objectives of the study was to determine the feasibility of burning SRC fuels in boilers set up for fuel oil firing and to characterize emissions. Testing was conducted on the 700-hp oil-fired boiler used for research projects. No. 6 fuel oil was used for baseline data comparison, and the following SRC fuels were tested: SRC Fuel (pulverized SRC), SRC Residual Oil, and SRC-Water Slurry. Uncontrolled particulate emission rates averaged 0.9243 lb/10/sup 6/ Btu for SRC Fuel, 0.1970 lb/10/sup 6/ Btu for SRC Residual Oil, and 0.9085 lb/10/sup 6/ Btu for SRC-Water Slurry. On a lb/10/sup 6/ Btu basis, emissions from SRC Residual Oil averaged 79 and 78%, respectively, lower than the SRC Fuel and SRC-Water Slurry. The lower SRC Residual Oil emissions were due, in part, to the lower ash content of the oil and more efficient combustion. The SRC Fuel had the highest emission rate, but only 2% higher than the SRC-Water Slurry. Each fuel type was tested under variable boiler operating parameters to determine its effect on boiler emissions. The program successfully demonstrated that the SRC fuels could be burned in fuel oil boilers modified to handle SRC fuels. This report details the particulate emission program and results from testing conducted at the boiler outlet located before the mobile precipitator take-off duct. The sampling method was EPA Method 17, which uses an in-stack filter.

  6. 76 FR 45211 - Airworthiness Directives; Honeywell International Inc. TPE331-10 and TPE331-11 Series Turboprop...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-07-28

    ... withdraw the proposed rule. FOR FURTHER INFORMATION CONTACT: Joseph Costa, Aerospace Engineer, Los Angeles... 90712-4137; phone: 562- 627-5246; fax: 562-627-5210; e-mail: joseph.costa@faa.gov ....

  7. Final technical report: SRC burn test in 700-hp oil-designed boiler. Annex Volume D. Electrostatic precipitator mass train and operating data

    SciTech Connect

    Not Available

    1983-09-01

    Solvent Refined Coal (SRC) is one of the viable replacement fuels for No. 6 fuel oil in industrial and utility boilers. The Department of Energy funded the International Coal Refining Company (ICRC) to develop and to demonstrate the use of SRC as a practical fuel. Phase II of the project was to burn the SRC fuels in a 700 hp package boiler and to collect emission data from which air pollution control devices could be specified. Wheelabrator-Frye, Inc., APC Division was contracted by ICRC to supply and operate a pilot electrostatic precipitator (ESP). Mass emission testing was performed by WFI Sciences. Particle size tests, particle resistivity, SO/sub x/ measurements, and particulate counting tests were conducted by Southern Research Institute (SoRI). This report is a source document covering the ESP operating data and mass emission data. The data obtained by SoRI is used by SoRI in their computer model to specify full scale design criteria. The testing was performed with four fuel types; No. 6 fuel oil, SRC fuel, SRC residual fuel oil, and SRC-water slurry. All fuels were precipitated quite easily resulting in emission rates below the NSPS standards.

  8. SRC burn test in 700-hp oil-designed boiler. Annex Volume E. Evaluation of fabric filter for particulate emission control. Final technical report

    SciTech Connect

    Not Available

    1983-09-01

    Three types of Solvent Refined Coal Fuels namely, Pulverized SRC Fuel Solids, SRC Residual Fuel Oil and SRC Fuel Water Slurry were fired, one at a time, in a 700 HP boiler designed for oil firing. The purpose was to demonstrate the suitability of SRC Fuels in serving as an alternative to fuel oil and to evaluate the feasibility of fabric filters for control of emissions from SRC fuel fired boilers. Two types of fabric filters, namely a Pulse Jet, full scale Baghouse and a Reverse Air, pilot scale filter were tested. The Pulse Jet Baghouse was an existing full scale unit with a cloth area of 1924 square feet and a gas flow capacity of approximately 10,000 ACFM at 400/sup 0/F. The Reverse Air Pilot Filter was a bench scale, portable unit with a cloth area of 1 square foot and a gas flow capacity of up to 6 ACFM at 400/sup 0/F. This report presents the results of particulate mass emission rates, operating conditions and performance of the two fabric filters. The particulate emissions from all fuel types were easily controlled to less than 0.01 lb/million Btu within normal and conventional working range of the fabric filters and with no special or restrictive operating conditions.

  9. SRC burn test in 700-hp oil-designed boiler. Annex Volume B. DOE-Pittsburgh Energy Technology Center report. Final technical report

    SciTech Connect

    Not Available

    1983-09-01

    Solvent Refined Coal (SRC) combustion tests were conducted at the U.S. Department of Energy's Pittsburgh Energy Technology Center. Combustion and flue-gas treatment of three different physical forms of SRC, as well as a No. 6 fuel oil, were evaluated. The three SRC fuels were (1) pulverized SRC Fuel; (2) SRC Residual Fuel Oil; and (3) SRC/Water Slurry. The SRC Residual Fuel Oil was a solution of SRC Fuel dissolved in heated process solvent. Approximately 500 tons of pulverized SRC Fuel and 30,000 gallons of SRC Residual Fuel Oil were combusted in a 700 hp (30 x 130 x 10/sup 6/ Btu/hr fuel input) oil-designed watertube package boiler. Sixty four-hour ASME combustion tests with three different SRC fuels were successfully concluded. The principal parameters evaluated were excess air levels and combustion air preheat temperature levels. Extensive data were collected on flue-gas levels of O/sub 2/, CO/sub 2/, CO, unburned hydrocarbons, SO/sub x/, NO/sub x/, uncontrolled particulates, uncontrolled opacity and carbon content of the flue-gas particulates. Boiler and combustion efficiencies were measured. The particulates were characterized via mass loadings, impactors, in-situ resistivity measurements, ultra-fine sampling, optical large particle sampling, five-stage cyclone sampling and chemical analysis of various cut sizes. A three-field pilot electrostatic precipitator (ESP) containing over 1000 square feet of plate collection area, a reverse air fabric filter pilot dust collector and a commercial pulse-jet fabric filter dust collector were operated at high collection efficiency. The results will be valuable in making recommendations for future tests and will provide a basis for conversion of industrial oil-fired boilers to SRC fuels. 11 references, 20 figures, 29 tables.

  10. Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

    NASA Technical Reports Server (NTRS)

    2002-01-01

    Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully thread control lines through a bulkhead during engine installation on NASA's Altair aircraft. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  11. Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

    NASA Technical Reports Server (NTRS)

    2002-01-01

    Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully install a turboprop engine to the rear fuselage of NASA's Altair aircraft during final assembly operations. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  12. Unmanned reconnaissance aircraft, Predator B in flight.

    NASA Technical Reports Server (NTRS)

    2001-01-01

    Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. ALTAIR/PREDATOR B -- General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator testbed aircraft to validate a variety of command and control technologies for unmanned aerial vehicles (UAV), as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Ten-foot extensions have been added to each wing, giving the Altair an overall wingspan of 84 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of those basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  13. Technician Dave Brown installs a drilling template during construction of the all-composite left win

    NASA Technical Reports Server (NTRS)

    2002-01-01

    Technician Dave Brown installs a drilling template during construction of the all-composite left wing of NASA's Altair aircraft at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  14. The payload bay in the nose of NASA's Altair unmanned aerial vehicle (UAV) will be able to carry up

    NASA Technical Reports Server (NTRS)

    2002-01-01

    The payload bay in the nose of NASA's Altair unmanned aerial vehicle (UAV), shown here during final construction at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., will be able to carry up to 700 lbs. of sensors, imaging equipment and other instruments for Earth science missions. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  15. The left wing of NASA's Altair unmanned aerial vehicle (UAV) rests in a jig during construction at G

    NASA Technical Reports Server (NTRS)

    2002-01-01

    The left wing of NASA's Altair unmanned aerial vehicle (UAV) rests in a jig during construction at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  16. Technician Shawn Warren carefully smoothes out the composite skin of an instrument fairing atop the

    NASA Technical Reports Server (NTRS)

    2002-01-01

    Technician Shawn Warren carefully smoothes out the composite skin of an instrument fairing atop the upper fuselage of the Altair unmanned aerial vehicle (UAV) at General Atomics Aeronautical Systems, Inc., facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

  17. 76 FR 62605 - Airworthiness Directives; Viking Air Limited Model DHC-3 (Otter) Airplanes With Supplemental Type...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-10-11

    ... Limited Model DHC-3 (Otter) Airplanes With Supplemental Type Certificate (STC) SA 09866SC AGENCY: Federal... DHC-3 (Otter) airplanes equipped with a Honeywell TPE331- 10 or -12JR turboprop engine installed per... for Viking Air Limited Model DHC-3 (Otter) airplanes equipped with a Honeywell TPE331-10 or...

  18. Space shuttle orbiter rear mounted reaction control system jet interaction study. [hypersonic wind tunnel tests

    NASA Technical Reports Server (NTRS)

    Rausch, J. R.

    1977-01-01

    The effect of interaction between the reaction control system (RCS) jets and the flow over the space shuttle orbiter in the atmosphere was investigated in the NASA Langley 31-inch continuous flow hypersonic tunnel at a nominal Mach number of 10.3 and in the AEDC continuous flow hypersonic tunnel B at a nominal Mach number of 6, using 0.01 and .0125 scale force models with aft RCS nozzles mounted both on the model and on the sting of the force model balance. The data show that RCS nozzle exit momentum ratio is the primary correlating parameter for effects where the plume impinges on an adjacent surface and mass flow ratio is the parameter when the plume interaction is primarily with the external stream. An analytic model of aft mounted RCS units was developed in which the total reaction control moments are the sum of thrust, impingement, interaction, and cross-coupling terms.

  19. SRC burn test in 700-hp oil-designed boiler. Volume 2. Engineering evaluation report. Final technical report. [Oil-fired boiler to solvent-refined coal

    SciTech Connect

    Not Available

    1983-12-01

    Volume 2 of this report gives the results of an engineering evaluation study and economic analysis of converting an existing 560-MW residual (No. 6) oil-fired unit to burn solvent refined coal (SRC) fuel forms. Volume 1 represents an integrated overview of the test program conducted at the Pittsburgh Energy Technology Center. Three SRC forms (pulverized SRC, a solution of SRC dissolved in process-derived distillates, and a slurry of SRC and water) were examined. The scope of modifications necessary to convert the unit to each of the three SRC fuel forms was identified and a capital cost of the necessary modifications estimated. A fuel conversion feasibility study of the boiler was performed wherein boiler modifications and performance effects of each fuel on the boiler were identified. An economic analysis of the capital and operating fuel expenses of conversion of the unit was performed. It was determined that conversion of the unit to any one of the three SRC fuel forms was feasible where appropriate modifications were made. It also was determined that the conversion of the unit can be economically attractive if SRC fuel forms can be manufactured and sold at prices discounted somewhat from the price of No. 16 Fuel Oil. As expected, greater discounts are required for the pulverized SRC and the slurry than for the solution of SRC dissolved in process-derived distillates.

  20. Cost/benefit analysis of advanced materials technology candidates for the 1980's, part 2

    NASA Technical Reports Server (NTRS)

    Dennis, R. E.; Maertins, H. F.

    1980-01-01

    Cost/benefit analyses to evaluate advanced material technologies projects considered for general aviation and turboprop commuter aircraft through estimated life-cycle costs, direct operating costs, and development costs are discussed. Specifically addressed is the selection of technologies to be evaluated; development of property goals; assessment of candidate technologies on typical engines and aircraft; sensitivity analysis of the changes in property goals on performance and economics, cost, and risk analysis for each technology; and ranking of each technology by relative value. The cost/benefit analysis was applied to a domestic, nonrevenue producing, business-type jet aircraft configured with two TFE731-3 turbofan engines, and to a domestic, nonrevenue producing, business type turboprop aircraft configured with two TPE331-10 turboprop engines. In addition, a cost/benefit analysis was applied to a commercial turboprop aircraft configured with a growth version of the TPE331-10.

  1. Robot versus Monkey: UAS and Non-Aviator JTAC Proliferation on the Battlefield and Their Significance to Future Conflicts

    DTIC Science & Technology

    2012-04-26

    system Contractor: General Atomics Aeronautical Systems, Inc. Power Plant : Honeywell TPE331-10GD turboprop engine Thrust: 900 shaft horsepower...and target acquisition Contractor: General Atomics Aeronautical Systems Inc. Power Plant : Rotax 914F four cylinder engine Thrust: 115...Russell Campbell, USAF and TSgt Christopher Astrauskas, USAF, "CAS Perspective from the Ground ALO /JTAC", ALSA Bulletin, Issue No. 2012-2 (May 2010): 16

  2. 76 FR 30425 - Receipt of Petition for Decision That Nonconforming 2007-2011 Suzuki GSX1300R Motorcycles Are...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2011-05-25

    ... vehicles not already so equipped: (a) Headlamp; (b) front and rear side-mounted reflex reflectors; (c) rear-mounted reflex reflector; (d) rear turn signal lamps; (e) stoplamp; (f) taillamp; and (g) license...

  3. 75 FR 74145 - Receipt of Petition for Decision That Nonconforming 2010 Harley Davidson FL Series Motorcycles...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-11-30

    ... already so equipped: (a) Headlamp; (b) front and rear side-mounted reflex reflectors; (c) rear-mounted reflex reflector; (d) rear turn signal lamps; (e) stoplamp; (f) taillamp; and (g) license plate...

  4. 75 FR 7470 - Pine Prairie Energy Center, LLC; Notice of Application

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-02-19

    ... Pine Prairie to: (1) Install six 5,750 hp electric motor drive compressor units instead of the four 4,700 hp natural gas-fueled units previously authorized; (2) construct and operate a new electrical substation at the Pine Prairie Gas Handling Facility and approximately 1,200 feet of aerial electric...

  5. Space shuttle orbiter reaction control system interactions with the vehicle flow field

    NASA Technical Reports Server (NTRS)

    Rausch, J. R.

    1978-01-01

    Test data on the effect of the interaction between the space shuttle orbiter rear-mounted reaction control system jets and the flow over the vehicle in the atmosphere are analyzed with particular attention to yaw angle effects. Masted tank-plus-orbiter jet interactions resulting from combinations of forward and rear-mounted reaction control jets being fired prior to external tank staging are also documented. The primary correlating parameter used for the mated data is a single-jet momentum ratioed to free-stream momentum. An analytic model for computing reaction control system interactions for all control combinations used for mated vehicle coast is included.

  6. 75 FR 76185 - Federal Motor Vehicle Safety Standard, Rearview Mirrors; Federal Motor Vehicle Safety Standard...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2010-12-07

    ... Efficacy of Rear-Mounted Mirror Systems, and Convex Driver's-Side Mirrors iv. Use of Monte Carlo Simulation.... Using Blind Zone Area as a Basis for Countermeasure Requirement D. Use of Convex Driver's-Side Mirrors E... vehicle that a driver must be able to see when the vehicle is in reverse gear. This rulemaking action...

  7. Effect of structural flexibility on the design of vibration-isolating mounts for aircraft engines

    NASA Technical Reports Server (NTRS)

    Phillips, W. H.

    1984-01-01

    Previous analyses of the design of vibration-isolating mounts for a rear-mounted engine to decouple linear and rotational oscillations are extended to take into account flexibility of the engine-mount structure. Equations and curves are presented to allow the design of mount systems and to illustrate the results for a range of design conditions.

  8. Wind tunnel test results for the direction controlled antitank DCAT missile at Mach numbers from 0.64 to 2.50

    NASA Technical Reports Server (NTRS)

    Martin, T. A.; Spring, D. J.

    1973-01-01

    Wind tunnel test results are presented to show aerodynamic characteristics over the Mach number range of 0.64 to 2.50 of the DCAT missile. Data are presented showing the interference created by the rear mounted reaction control system. Two candidate fins were installed on the model during tests: a flat folding fin and a curved wrap around fin.

  9. Cutting Tool For Shaving Weld Beads

    NASA Technical Reports Server (NTRS)

    Hoffman, David S.; Mcferrin, David C.; Daniel, Ronald L., Jr.; Coby, John B., Jr.; Dawson, Sidney G.

    1995-01-01

    Cutting tool proposed for use in shaving weld beads flush with adjacent surfaces of weldments. Modified version of commercial pneumatically driven rotary cutting tool, cutting wheel of which turns at speeds sufficient for machining nickel alloys, titanium, and stainless steels. Equipped with forward-mounted handle and rear-mounted skid plate to maximize control and reduce dependence on skill of technician.

  10. Comparing Manned Aerial Surveys to Unmanned Aerial Surveys for Cetacean Monitoring in the Arctic: Field Report

    DTIC Science & Technology

    2015-01-01

    Observers in the manned aircraft;  Digital photographs from cameras mounted to the manned aircraft;  Digital photographs from cameras mounted ...features a high aspect ratio swept wing. It has a rear- mounted engine driving a pusher propeller. Two sets of elevons on the wings provide pitch...systems were mounted in the aircraft to expand the effective swath width, but the primary comparison between imagery will be between imagery collected

  11. Deployer: A Robot-Deploying Robot

    DTIC Science & Technology

    2003-04-01

    6: Bandicoot 11 Figure 7: Deployer mast in a.) retracted, b.) extending, and c.) fully extended positions. 13 Figure 8: Wombat climbing stairs with...mast in a.) retracted, b.)extending, and c.) fully extended positions. 13 Deploy er Outfitting - Wombat The second Urban Robot, Wombat (Fig.8), was...equipped with a single, rear-mounted ISIS transceiver and a Swarm Radio to communicate with all of the Joeys. In addition, Wombat was equipped with

  12. The Use of High Performance Computing (HPC) to Strengthen the Development of Army Systems

    DTIC Science & Technology

    2011-11-01

    performance- computing-at-ford-motor-company/. 19 Tom Gielda, Whirlpool’s Home Appliance Rocket Science: Design to Delivery with High Performance Computing...funnel cooling air to the rear-mounted engines. They also design the propeller blades for optimum performance using HPC CFD. If the customer...Case Study for the Council on Competitiveness, Washington, D.C.; See http://www.compete.org/oublication/detail/682/whirlpools- home - appliance -rocket

  13. Service Cart For Engines

    NASA Technical Reports Server (NTRS)

    Ng, Gim Shek

    1995-01-01

    Cart supports rear-mounted air-cooled engine from Volkswagen or Porsche automobile. One person removes, repairs, tests, and reinstalls engine of car, van, or home-built airplane. Consists of framework of wood, steel, and aluminum components supported by four wheels. Engine lifted from vehicle by hydraulic jack and gently lowered onto waiting cart. Jack removed from under engine. Rear of vehicle raised just enough that engine can be rolled out from under it. Cart easily supports 200-lb engine. Also used to hold transmission. With removable sheet-metal top, cart used as portable seat.

  14. Baseline tests of the EPC Hummingbird electric passenger vehicle

    NASA Technical Reports Server (NTRS)

    Slavik, R. J.; Maslowski, E. A.; Sargent, N. B.; Birchenough, A. G.

    1977-01-01

    The rear-mounted internal combustion engine in a four-passenger Volkswagen Thing was replaced with an electric motor made by modifying an aircraft generator and powered by 12 heavy-duty, lead-acid battery modules. Vehicle performance tests were conducted to measure vehicle maximum speed, range at constant speed, range over stop-and-go driving schedules, maximum acceleration, gradeability limit, road energy consumption, road power, indicated energy consumption, braking capability, battery charger efficiency, and battery characteristics. Test results are presented in tables and charts.

  15. Method of vibration isolating an aircraft engine

    NASA Technical Reports Server (NTRS)

    Bender, Stanley I. (Inventor); Butler, Lawrence (Inventor); Dawes, Peter W. (Inventor)

    1991-01-01

    A method for coupling an engine to a support frame for mounting to a fuselage of an aircraft using a three point vibration isolating mounting system in which the load reactive forces at each mounting point are statically and dynamically determined. A first vibration isolating mount pivotably couples a first end of an elongated support beam to a stator portion of an engine with the pivoting action of the vibration mount being oriented such that it is pivotable about a line parallel to a center line of the engine. An aft end of the supporting frame is coupled to the engine through an additional pair of vibration isolating mounts with the mounts being oriented such that they are pivotable about a circumference of the engine. The aft mounts are symmetrically spaced to each side of the supporting frame by 45 degrees. The relative orientation between the front mount and the pair of rear mounts is such that only the rear mounts provide load reactive forces parallel to the engine center line, in support of the engine to the aircraft against thrust forces. The forward mount is oriented so as to provide only radial forces to the engine and some lifting forces to maintain the engine in position adjacent a fuselage. Since each mount is connected to provide specific forces to support the engine, forces required of each mount are statically and dynamically determinable.

  16. Investigations of Flow past Spinning Cylinders

    NASA Astrophysics Data System (ADS)

    Mehmedagic, Igbal; Carlucci, Pasquale; Buckley, Liam; Carlucci, Donald; Aljallis, Elias; Thangam, Siva

    2013-11-01

    A subsonic wind tunnel is used to perform experiments on flow past spinning cylinders. The blunt cylinders are sting-mounted and oriented such that their axis of rotation is aligned with the mean flow. The experiments cover a Reynolds number range of up to 300000 and rotation numbers of up to 1.2 (based on cylinder diameter). The results for spinning cylinders with both rear-mounted and fore-mounted stings are presented. Computations are performed using a two-equation anisotropic turbulence model that is based on proper representation of the energy spectrum to capture rotation and curvature. The model performance is validated with benchmark experimental flows and implemented for analyzing the flow configuration used in the experimental study. Funded in part by U. S. Army, ARDEC.

  17. Experimental and Computational Investigations of Flow past Spinning Cylinders

    NASA Astrophysics Data System (ADS)

    Carlucci, Pasquale; Mehmedagic, Igbal; Buckley, Liam; Carlucci, Donald; Thangam, Siva

    2011-11-01

    Experiments are performed in a low speed subsonic wind tunnel to analyze flow past spinning cylinders. The sting-mounted cylinders are oriented such that their axis of rotation is aligned with the mean flow. Data from spinning cylinders with both rear-mounted and fore-mounted stings are presented for a Reynolds numbers of up to 260000 and rotation numbers of up to 1.2 (based on cylinder diameter). Computations are performed using a two-equation turbulence model that is capable of capturing the effects of swirl and curvature. The model performance was validated with benchmark experimental flows and implemented for analyzing the flow configuration used in the experimental study. The results are analyzed and the predictive capability of the model is discussed. Funded in part by U. S. Army, ARDEC.

  18. Experimental Investigations of Flow past Spinning Cylinders

    NASA Astrophysics Data System (ADS)

    Carlucci, Pasquale; Buckley, Liam; Mehmedagic, Igbal; Carlucci, Donald; Thangam, Siva

    2015-11-01

    Experimental investigations of flow past spinning cylinders is presented in the context of their application and relevance to flow past projectiles. A subsonic wind tunnel is used to perform experiments on flow past spinning cylinders that are sting-mounted and oriented such that their axis of rotation is aligned with the mean flow. The experiments cover a Reynolds number range of up to 300000 and rotation numbers of up to 2 (based on cylinder diameter). The experimental validation of the tunnel characteristics and the benchmarking of the flow field in the tunnel are described. The experimental results for spinning cylinders with both rear-mounted and fore-mounted stings are presented along with available computational and experimental findings. This work was funded in part by U. S. Army ARDEC.

  19. Gear ratio optimization and shift control of 2-speed I-AMT in electric vehicle

    NASA Astrophysics Data System (ADS)

    Gao, Bingzhao; Liang, Qiong; Xiang, Yu; Guo, Lulu; Chen, Hong

    2015-01-01

    Connecting a 2-speed transmission with the drive motor improves the dynamic and economic performance of electric passenger vehicles. A novel 2-speed I-AMT (Inverse Automated Manual Transmission) is studied, and the dry clutch is located at the rear of the transmission so that the traction interruption of traditional AMT can be cancelled. After the gear ratios are optimized using Dynamic Programming, gear shift control is addressed, and smooth shift process without torque hole is achieved through feed-forward and feed-back control of the clutch and the motor. Finally the proposed electric vehicle (EV) is compared with an EV with fixed-ratio gear box, and it is shown that the 2-speed AMT with a rear-mounted dry clutch has much better performance in terms of acceleration time, maximum speed and energy economy. The effect of clutch friction loss during shifting on the energy efficiency of the whole driving range is analyzed as well.

  20. Performance Comparison of HPF and MPI Based NAS Parallel Benchmarks

    NASA Technical Reports Server (NTRS)

    Saini, Subhash

    1997-01-01

    Compilers supporting High Performance Form (HPF) features first appeared in late 1994 and early 1995 from Applied Parallel Research (APR), Digital Equipment Corporation, and The Portland Group (PGI). IBM introduced an HPF compiler for the IBM RS/6000 SP2 in April of 1996. Over the past two years, these implementations have shown steady improvement in terms of both features and performance. The performance of various hardware/ programming model (HPF and MPI) combinations will be compared, based on latest NAS Parallel Benchmark results, thus providing a cross-machine and cross-model comparison. Specifically, HPF based NPB results will be compared with MPI based NPB results to provide perspective on performance currently obtainable using HPF versus MPI or versus hand-tuned implementations such as those supplied by the hardware vendors. In addition, we would also present NPB, (Version 1.0) performance results for the following systems: DEC Alpha Server 8400 5/440, Fujitsu CAPP Series (VX, VPP300, and VPP700), HP/Convex Exemplar SPP2000, IBM RS/6000 SP P2SC node (120 MHz), NEC SX-4/32, SGI/CRAY T3E, and SGI Origin2000. We would also present sustained performance per dollar for Class B LU, SP and BT benchmarks.

  1. NAS Parallel Benchmark Results 11-96. 1.0

    NASA Technical Reports Server (NTRS)

    Bailey, David H.; Bailey, David; Chancellor, Marisa K. (Technical Monitor)

    1997-01-01

    The NAS Parallel Benchmarks have been developed at NASA Ames Research Center to study the performance of parallel supercomputers. The eight benchmark problems are specified in a "pencil and paper" fashion. In other words, the complete details of the problem to be solved are given in a technical document, and except for a few restrictions, benchmarkers are free to select the language constructs and implementation techniques best suited for a particular system. These results represent the best results that have been reported to us by the vendors for the specific 3 systems listed. In this report, we present new NPB (Version 1.0) performance results for the following systems: DEC Alpha Server 8400 5/440, Fujitsu VPP Series (VX, VPP300, and VPP700), HP/Convex Exemplar SPP2000, IBM RS/6000 SP P2SC node (120 MHz), NEC SX-4/32, SGI/CRAY T3E, SGI Origin200, and SGI Origin2000. We also report High Performance Fortran (HPF) based NPB results for IBM SP2 Wide Nodes, HP/Convex Exemplar SPP2000, and SGI/CRAY T3D. These results have been submitted by Applied Parallel Research (APR) and Portland Group Inc. (PGI). We also present sustained performance per dollar for Class B LU, SP and BT benchmarks.

  2. Evaluation of a radar-based proximity warning system for off-highway dump trucks.

    PubMed

    Ruff, Todd

    2006-01-01

    A radar-based proximity warning system was evaluated by researchers at the Spokane Research Laboratory of the National Institute for Occupational Safety and Health to determine if the system would be effective in detecting objects in the blind spots of an off-highway dump truck. An average of five fatalities occur each year in surface mines as a result of an equipment operator not being aware of a smaller vehicle, person or change in terrain near the equipment. Sensor technology that can detect such obstacles and that also is designed for surface mining applications is rare. Researchers worked closely with the radar system manufacturer to test and modify the system on large, off-highway dump trucks at a surface mine over a period of 2 years. The final system was thoroughly evaluated by recording video images from a camera on the rear of the truck and by recording all alarms from the rear-mounted radar. Data show that the system reliably detected small vehicles, berms, people and other equipment. However, alarms from objects that posed no immediate danger were common, supporting the assertion that sensor-based systems for proximity warning should be used in combination with other devices, such as cameras, that would allow the operator to check the source of any alarm.

  3. The FM-007: An advanced jet commuter for HUB to spoke transportation

    NASA Technical Reports Server (NTRS)

    Blouke, Peter Scott; Engel, George Bryan; Fordham, Kari Suzanne; Layne, Steven James; Moore, Joel David; Shaver, Frederick Martin; Thornton, Douglas Hershal, Jr.

    1991-01-01

    Due to the increasing need for new commuter aircraft, the FM-007 is proposed, a technologically advanced jet propelled short takeoff and landing (STOL) airplane. The proposed commuter is designed for hub to spoke air travel. In order to reduce drag, natural laminar flow technology is integrated into the design using the natural laminar flow airfoil section for the wing. A three lifting surface configuration provides for more efficient cruise flight. This unique design includes a small forward wing (canard), a rear mounted high aspect ratio main wing, and a small horizontal stabilizer high atop the vertical tail. These three surfaces act together to reduce drag by minimizing the downward force the horizontal stabilizer has to account for due to the nose down pitching moment. Commuter aircraft must also incorporate passenger comfort. This is achieved by providing a spacious pressurized cabin with a large galley and reduced cabin noise due to incorporation of noise reduction gear. A basic oval design is adopted, as opposed to a circular design in order to allow for the seating of five passengers abreast. To get STOL capability, an over the wing blown flap is used using a Rolls Royce Tay series engine.

  4. Performance of Installed Cooking Exhaust Devices

    SciTech Connect

    Singer, Brett C.; Delp, William W.; Apte, Michael G.; Price, Philip N.

    2011-11-01

    The performance metrics of airflow, sound, and combustion product capture efficiency (CE) were measured for a convenience sample of fifteen cooking exhaust devices, as installed in residences. Results were analyzed to quantify the impact of various device- and installation-dependent parameters on CE. Measured maximum airflows were 70% or lower than values noted on product literature for 10 of the devices. Above-the-cooktop devices with flat bottom surfaces (no capture hood) – including exhaust fan/microwave combination appliances – were found to have much lower CE at similar flow rates, compared to devices with capture hoods. For almost all exhaust devices and especially for rear-mounted downdraft exhaust and microwaves, CE was substantially higher for back compared with front burner use. Flow rate, and the extent to which the exhaust device extends over the burners that are in use, also had a large effect on CE. A flow rate of 95 liters per second (200 cubic feet per minute) was necessary, but not sufficient, to attain capture efficiency in excess of 75% for the front burners. A-weighted sound levels in kitchens exceeded 57 dB when operating at the highest fan setting for all 14 devices evaluated for sound performance.

  5. HiMAT in flight

    NASA Technical Reports Server (NTRS)

    1980-01-01

    The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here during a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft. Two vehicles were used in the research program conducted jointly by NASA and the Air Force Flight Dynamics Laboratory, Wright-Patterson AFB, Ohio. The two vehicles, flown a total of 26 times, provided data on the use of composites, aeroelastic tailoring, close-coupled canards and winglets. They investigated the interaction of these then-new technologies upon each other. About one-half the size of a standard manned fighter and powered by a small jet engine, the HiMAT vehicles were launched from NASA's B-52 carrier aircraft at an altitude of about 45,000 feet. They were flown remotely by a NASA research pilot from a ground station with the aid of a television camera mounted in the HiMAT cockpits. Technologies tested on the HiMAT vehicles appearing later on other aircraft include the extensive use of composites common now on military and commercial aircraft; rear-mounted wing and forward canard configuration used very successfully on the X-29 research aircraft flown at Dryden; and winglets, now used on many private and commercial aircraft to lessen wingtip drag and enhance fuel savings.

  6. HiMAT on lakebed after landing

    NASA Technical Reports Server (NTRS)

    1979-01-01

    The HiMAT (Highly Maneuverable Aircraft Technology) subscale research vehicle, seen here after landing to conclude a research flight, was flown by the NASA Dryden Flight Research Center, Edwards, California, from mid 1979 to January 1983. The aircraft demonstrated advanced fighter technologies that have been used in the development of many modern high performance military aircraft. Two vehicles were used in the research program conducted jointly by NASA and the Air Force Flight Dynamics Laboratory, Wright-Patterson AFB, Ohio. The two vehicles, flown a total of 26 times, provided data on the use of composites, aeroelastic tailoring, close-coupled canards and winglets. They investigated the interaction of these then-new technologies upon each other. About one-half the size of a standard manned fighter and powered by a small jet engine, the HiMAT vehicles were launched from NASA's B-52 carrier aircraft at an altitude of about 45,000 feet. They were flown remotely by a NASA research pilot from a ground station with the aid of a television camera mounted in the HiMAT cockpits. Technologies tested on the HiMAT vehicles appearing later on other aircraft include the extensive use of composites common now on military and commercial aircraft; rear-mounted wing and forward canard configuration used very successfully on the X-29 research aircraft flown at Dryden; and winglets, now used on many private and commercial aircraft to lessen wingtip drag and enhance fuel savings.

  7. Structural Configuration Systems Analysis for Advanced Aircraft Fuselage Concepts

    NASA Technical Reports Server (NTRS)

    Mukhopadhyay, Vivek; Welstead, Jason R.; Quinlan, Jesse R.; Guynn, Mark D.

    2016-01-01

    Structural configuration analysis of an advanced aircraft fuselage concept is investigated. This concept is characterized by a double-bubble section fuselage with rear mounted engines. Based on lessons learned from structural systems analysis of unconventional aircraft, high-fidelity finite-element models (FEM) are developed for evaluating structural performance of three double-bubble section configurations. Structural sizing and stress analysis are applied for design improvement and weight reduction. Among the three double-bubble configurations, the double-D cross-section fuselage design was found to have a relatively lower structural weight. The structural FEM weights of these three double-bubble fuselage section concepts are also compared with several cylindrical fuselage models. Since these fuselage concepts are different in size, shape and material, the fuselage structural FEM weights are normalized by the corresponding passenger floor area for a relative comparison. This structural systems analysis indicates that an advanced composite double-D section fuselage may have a relative structural weight ratio advantage over a conventional aluminum fuselage. Ten commercial and conceptual aircraft fuselage structural weight estimates, which are empirically derived from the corresponding maximum takeoff gross weight, are also presented and compared with the FEM- based estimates for possible correlation. A conceptual full vehicle FEM model with a double-D fuselage is also developed for preliminary structural analysis and weight estimation.

  8. Space shuttle orbiter reaction control system jet interaction study

    NASA Technical Reports Server (NTRS)

    Rausch, J. R.

    1975-01-01

    The space shuttle orbiter has forward mounted and rear mounted Reaction Control Systems (RCS) which are used for orbital maneuvering and also provide control during entry and abort maneuvers in the atmosphere. The effects of interaction between the RCS jets and the flow over the vehicle in the atmosphere are studied. Test data obtained in the NASA Langley Research Center 31 inch continuous flow hypersonic tunnel at a nominal Mach number of 10.3 is analyzed. The data were obtained with a 0.01 scale force model with aft mounted RCS nozzles mounted on the sting off of the force model balance. The plume simulations were accomplished primarily using air in a cold gas simulation through scaled nozzles, however, various cold gas mixtures of Helium and Argon were also tested. The effect of number of nozzles was tested as were limited tests of combined controls. The data show that RCS nozzle exit momentum ratio is the primary correlating parameter for effects where the plume impinges on an adjacent surface and mass flow ratio is the parameter where the plume interaction is primarily with the external stream. An analytic model of aft mounted RCS units was developed in which the total reaction control moments are the sum of thrust, impingement, interaction, and cross-coupling terms.

  9. Desert Rats 2010 Operations Tests: Insights from the Geology Crew Members

    NASA Technical Reports Server (NTRS)

    Bleacher, J. E.; Hurtado, J. M., Jr.; Young, K. E.; Rice, J.; Garry, W. B.; Eppler, D.

    2011-01-01

    Desert Research and Technology Studies (Desert RATS) is a multi-year series of tests of NASA hardware and operations deployed in the high desert of Arizona. Conducted annually since 1997, these activities exercise planetary surface hardware and operations in relatively harsh conditions where long-distance, multi-day roving is achievable. Such activities not only test vehicle subsystems, they also stress communications and operations systems and enable testing of science operations approaches that advance human and robotic surface exploration capabilities. Desert RATS 2010 tested two crewed rovers designed as first-generation prototypes of small pressurized vehicles, consistent with exploration architecture designs. Each rover provided the internal volume necessary for crewmembers to live and work for periods up to 14 days, as well as allowing for extravehicular activities (EVAs) through the use of rear-mounted suit ports. The 2010 test was designed to simulate geologic science traverses over a 14-day period through a volcanic field that is analogous to volcanic terrains observed throughout the Solar System. The test was conducted between 31 August and 13 September 2010. Two crewmembers lived in and operated each rover for a week with a "shift change" on day 7, resulting in a total of eight test subjects for the two-week period. Each crew consisted of an engineer/commander and an experienced field geologist. Three of the engineer/commanders were experienced astronauts with at least one Space Shuttle flight. The field geologists were drawn from the scientific community, based on funded and published field expertise.

  10. NAS Parallel Benchmark. Results 11-96: Performance Comparison of HPF and MPI Based NAS Parallel Benchmarks. 1.0

    NASA Technical Reports Server (NTRS)

    Saini, Subash; Bailey, David; Chancellor, Marisa K. (Technical Monitor)

    1997-01-01

    the following systems: DEC Alpha Server 8400 5/440, Fujitsu VPP Series (VX, VPP300, and VPP700), HP/Convex Exemplar SPP2000, IBM RS/6000 SP P2SC node (120 MHz) NEC SX-4/32, SGI/CRAY T3E, SGI Origin2000.

  11. Instruments and MethodsAutonomous underwater vehicles (AUVs) and investigations of the ice-ocean interface in Antarctic and Arctic waters

    NASA Astrophysics Data System (ADS)

    Dowdeswell, J. A.; Evans, J.; Mugford, R.; Griffiths, G.; McPhail, S.; Millard, N.; Stevenson, P.; Brandon, M. A.; Banks, C.; Heywood, K. J.; Price, M. R.; Dodd, P. A.; Jenkins, A.; Nicholls, K. W.; Hayes, D.; Abrahamsen, E. P.; Tyler, P.; Bett, B.; Jones, D.; Wadhams, P.; Wilkinson, J. P.; Stansfield, K.; Ackley, S.

    Limitations of access have long restricted exploration and investigation of the cavities beneath ice shelves to a small number of drillholes. Studies of sea-ice underwater morphology are limited largely to scientific utilization of submarines. Remotely operated vehicles, tethered to a mother ship by umbilical cable, have been deployed to investigate tidewater-glacier and ice-shelf margins, but their range is often restricted. The development of free-flying autonomous underwater vehicles (AUVs) with ranges of tens to hundreds of kilometres enables extensive missions to take place beneath sea ice and floating ice shelves. Autosub2 is a 3600 kg, 6.7 m long AUV, with a 1600 m operating depth and range of 400 km, based on the earlier Autosub1 which had a 500m depth limit. A single direct-drive d.c. motor and five-bladed propeller produce speeds of 1-2 ms-1. Rear-mounted rudder and stern-plane control yaw, pitch and depth. The vehicle has three sections. The front and rear sections are free-flooding, built around aluminium extrusion space-frames covered with glass-fibre reinforced plastic panels. The central section has a set of carbon-fibre reinforced plastic pressure vessels. Four tubes contain batteries powering the vehicle. The other three house vehicle-control systems and sensors. The rear section houses subsystems for navigation, control actuation and propulsion and scientific sensors (e.g. digital camera, upward-looking 300 kHz acoustic Doppler current profiler, 200 kHz multibeam receiver). The front section contains forward-looking collision sensor, emergency abort, the homing systems, Argos satellite data and location transmitters and flashing lights for relocation as well as science sensors (e.g. twin conductivity-temperature-depth instruments, multibeam transmitter, sub-bottom profiler, AquaLab water sampler). Payload restrictions mean that a subset of scientific instruments is actually in place on any given dive. The scientific instruments carried on Autosub