Sample records for jet thrust vector

  1. An Experimental/Modeling Study of Jet Attachment during Counterflow Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Strykowski, Paul J.

    1997-01-01

    Recent studies have shown the applicability of vectoring rectangular jets using asymmetrically applied counterflow in the presence of a short collar. This novel concept has applications in the aerospace industry where counterflow can be used to vector the thrust of a jet's exhaust, shortening take-off and landing distances and enhancing in-flight maneuverability of the aircraft. Counterflow thrust vectoring, 'CFTV' is desirable due to its fast time response, low thrust loss, and absence of moving parts. However, implementation of a CFTV system is only possible if bistable jet attachment can be prevented. This can be achieved by properly designing the geometry of the collar. An analytical model is developed herein to predict the conditions under which a two-dimensional jet will attach to an offset curved wall. Results from this model are then compared with experiment; for various jet exit Mach numbers, collar offset distances, and radii of curvature. Their excellent correlation permits use of the model as a tool for designing a CFTV system.

  2. The use of laterally vectored thrust to counter thrust asymmetry in a tactical jet aircraft

    NASA Technical Reports Server (NTRS)

    1983-01-01

    A nonlinear, six degree-of-freedom flight simulator for a twin engine tactical jet was built on a hybrid computer to investigate lateral vectoring of the remaining thrust component for the case of a single engine failure at low dynamic pressures. Aircraft control was provided by an automatic controller rather than a pilot, and thrust vector control was provided by an open-loop controller that deflected a vane (located on the periphery of each exhaust jet and normally streamlined for noninterference with the flow). Lateral thrust vectoring decreased peak values of lateral control deflections, eliminated the requirement for steady-state lateral aerodynamic control deflections, and decreased the amount of altitude lost for a single engine failure.

  3. Test stand for precise measurement of impulse and thrust vector of small attitude control jets

    NASA Technical Reports Server (NTRS)

    Woodruff, J. R.; Chisel, D. M.

    1973-01-01

    A test stand which accurately measures the impulse bit and thrust vector of reaction jet thrusters used in the attitude control system of space vehicles has been developed. It can be used to measure, in a vacuum or ambient environment, both impulse and thrust vector of reaction jet thrusters using hydrazine or inert gas propellants. The ballistic pendulum configuration was selected because of its accuracy, simplicity, and versatility. The pendulum is mounted on flexure pivots rotating about a vertical axis at the center of its mass. The test stand has the following measurement capabilities: impulse of 0.00004 to 4.4 N-sec (0.00001 to 1.0 lb-sec) with a pulse duration of 0.5 msec to 1 sec; static thrust of 0.22 to 22 N (0.05 to 5 lb) with a 5 percent resolution; and thrust angle alinement of 0.22 to 22 N (0.05 to 5 lb) thrusters with 0.01 deg accuracy.

  4. Design and evaluation of thrust vectored nozzles using a multicomponent thrust stand

    NASA Technical Reports Server (NTRS)

    Carpenter, Thomas W.; Blattner, Ernest W.; Stagner, Robert E.; Contreras, Juanita; Lencioni, Dennis; Mcintosh, Greg

    1990-01-01

    Future aircraft with the capability of short takeoff and landing, and improved maneuverability especially in the post-stall flight regime will incorporate exhaust nozzles which can be thrust vectored. In order to conduct thrust vector research in the Mechanical Engineering Department at Cal Poly, a program was planned with two objectives; design and construct a multicomponent thrust stand for the specific purpose of measuring nozzle thrust vectors; and to provide quality low moisture air to the thrust stand for cold flow nozzle tests. The design and fabrication of the six-component thrust stand was completed. Detailed evaluation tests of the thrust stand will continue upon the receipt of one signal conditioning option (-702) for the Fluke Data Acquisition System. Preliminary design of thrust nozzles with air supply plenums were completed. The air supply was analyzed with regard to head loss. Initial flow visualization tests were conducted using dual water jets.

  5. Computational Investigation of Fluidic Counterflow Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Hunter, Craig A.; Deere, Karen A.

    1999-01-01

    A computational study of fluidic counterflow thrust vectoring has been conducted. Two-dimensional numerical simulations were run using the computational fluid dynamics code PAB3D with two-equation turbulence closure and linear Reynolds stress modeling. For validation, computational results were compared to experimental data obtained at the NASA Langley Jet Exit Test Facility. In general, computational results were in good agreement with experimental performance data, indicating that efficient thrust vectoring can be obtained with low secondary flow requirements (less than 1% of the primary flow). An examination of the computational flowfield has revealed new details about the generation of a countercurrent shear layer, its relation to secondary suction, and its role in thrust vectoring. In addition to providing new information about the physics of counterflow thrust vectoring, this work appears to be the first documented attempt to simulate the counterflow thrust vectoring problem using computational fluid dynamics.

  6. Static investigation of two fluidic thrust-vectoring concepts on a two-dimensional convergent-divergent nozzle

    NASA Technical Reports Server (NTRS)

    Wing, David J.

    1994-01-01

    A static investigation was conducted in the static test facility of the Langley 16-Foot Transonic Tunnel of two thrust-vectoring concepts which utilize fluidic mechanisms for deflecting the jet of a two-dimensional convergent-divergent nozzle. One concept involved using the Coanda effect to turn a sheet of injected secondary air along a curved sidewall flap and, through entrainment, draw the primary jet in the same direction to produce yaw thrust vectoring. The other concept involved deflecting the primary jet to produce pitch thrust vectoring by injecting secondary air through a transverse slot in the divergent flap, creating an oblique shock in the divergent channel. Utilizing the Coanda effect to produce yaw thrust vectoring was largely unsuccessful. Small vector angles were produced at low primary nozzle pressure ratios, probably because the momentum of the primary jet was low. Significant pitch thrust vector angles were produced by injecting secondary flow through a slot in the divergent flap. Thrust vector angle decreased with increasing nozzle pressure ratio but moderate levels were maintained at the highest nozzle pressure ratio tested. Thrust performance generally increased at low nozzle pressure ratios and decreased near the design pressure ratio with the addition of secondary flow.

  7. Fluidic Thrust Vectoring of an Axisymmetric Exhaust Nozzle at Static Conditions

    NASA Technical Reports Server (NTRS)

    Wing, David J.; Giuliano, Victor J.

    1997-01-01

    A sub-scale experimental static investigation of an axisymmetric nozzle with fluidic injection for thrust vectoring was conducted at the NASA Langley Jet Exit Test Facility. Fluidic injection was introduced through flush-mounted injection ports in the divergent section. Geometric variables included injection-port geometry and location. Test conditions included a range of nozzle pressure ratios from 2 to 10 and a range of injection total pressure ratio from no-flow to 1.5. The results indicate that fluidic injection in an axisymmetric nozzle operating at design conditions produced significant thrust-vector angles with less reduction in thrust efficiency than that of a fluidically-vectored rectangular jet. The axisymmetric geometry promoted a pressure relief mechanism around the injection slot, thereby reducing the strength of the oblique shock and the losses associated with it. Injection port geometry had minimal effect on thrust vectoring.

  8. STOL landing thrust: Reverser jet flowfields

    NASA Technical Reports Server (NTRS)

    Kotansky, D. R.; Glaze, L. W.

    1987-01-01

    Analysis tools and modeling concepts for jet flow fields encountered upon use of thrust reversers for high performance military aircraft are described. A semi-empirical model of the reverser ground wall jet interaction with the uniform cross flow due to aircraft forward velocity is described. This ground interaction model is used to demonstrate exhaust gas ingestion conditions. The effects of control of exhaust jet vector angle, lateral splay, and moving versus fixed ground simulation are discussed. The Adler/Baron jet-in-cross flow model is used in conjunction with three dimensional panel methods to investigate the upper surface jet induced flow field.

  9. Experimental Study of a Nozzle Using Fluidic Counterflow for Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Flamm, Jeffrey D.

    1998-01-01

    A static experimental investigation of a counterflow thrust vectoring nozzle concept was performed. The study was conducted in the NASA Langley Research Center Jet Exit Test Facility. Internal performance characteristics were defined over a nozzle pressure ratio (jet total to ambient) range of 3.5 to 10.0. The effects of suction collar geometry and suction slot height on nozzle performance were examined. In the counterflow concept, thrust vectoring is achieved by applying a vacuum to a slot adjacent to a primary jet that is shrouded by a suction collar. Two flow phenomena work to vector the primary jet depending upon the test conditions and configuration. In one case, the vacuum source creates a secondary reverse flowing stream near the primary jet. The shear layers between the two counterflowing streams mix and entrain mass from the surrounding fluid. The presence of the collar inhibits mass entrainment and the flow near the collar accelerates, causing a drop in pressure on the collar. The second case works similarly except that the vacuum is not powerful enough to create a counterflowing stream and instead a coflowing stream is present. The primary jet is vectored if suction is applied asymmetrically on the top or bottom of the jet.

  10. Thrust Vector Control of an Overexpanded Supersonic Nozzle Using Pin Insertion and Rotating Airfoils

    DTIC Science & Technology

    1991-12-01

    12 THRUST VECTOR CONTROL OP AN OVEREXPANDED 3UPfRSONIC NOZZLE USING PIN INSERTION AND ROTATINO AIRFOILS THESIS Presented to the Faculty of the School...gather data that would aid in the evaluation of thrust vector control mechanisms for nozzle applications. I would like to thank my thesis advisor, Dr... Control Nozzle. MS Thesis . Air Force Institute of Technology (AU), Wright- Patterson AFB OH, December 1988. 4. Herup, Eric J. Confined Jet Thrust Vector

  11. A Computational Study of a New Dual Throat Fluidic Thrust Vectoring Nozzle Concept

    NASA Technical Reports Server (NTRS)

    Deere, Karen A.; Berrier, Bobby L.; Flamm, Jeffrey D.; Johnson, Stuart K.

    2005-01-01

    A computational investigation of a two-dimensional nozzle was completed to assess the use of fluidic injection to manipulate flow separation and cause thrust vectoring of the primary jet thrust. The nozzle was designed with a recessed cavity to enhance the throat shifting method of fluidic thrust vectoring. Several design cycles with the structured-grid, computational fluid dynamics code PAB3D and with experiments in the NASA Langley Research Center Jet Exit Test Facility have been completed to guide the nozzle design and analyze performance. This paper presents computational results on potential design improvements for best experimental configuration tested to date. Nozzle design variables included cavity divergence angle, cavity convergence angle and upstream throat height. Pulsed fluidic injection was also investigated for its ability to decrease mass flow requirements. Internal nozzle performance (wind-off conditions) and thrust vector angles were computed for several configurations over a range of nozzle pressure ratios from 2 to 7, with the fluidic injection flow rate equal to 3 percent of the primary flow rate. Computational results indicate that increasing cavity divergence angle beyond 10 is detrimental to thrust vectoring efficiency, while increasing cavity convergence angle from 20 to 30 improves thrust vectoring efficiency at nozzle pressure ratios greater than 2, albeit at the expense of discharge coefficient. Pulsed injection was no more efficient than steady injection for the Dual Throat Nozzle concept.

  12. Computational Study of Fluidic Thrust Vectoring using Separation Control in a Nozzle

    NASA Technical Reports Server (NTRS)

    Deere, Karen; Berrier, Bobby L.; Flamm, Jeffrey D.; Johnson, Stuart K.

    2003-01-01

    A computational investigation of a two- dimensional nozzle was completed to assess the use of fluidic injection to manipulate flow separation and cause thrust vectoring of the primary jet thrust. The nozzle was designed with a recessed cavity to enhance the throat shifting method of fluidic thrust vectoring. The structured-grid, computational fluid dynamics code PAB3D was used to guide the design and analyze over 60 configurations. Nozzle design variables included cavity convergence angle, cavity length, fluidic injection angle, upstream minimum height, aft deck angle, and aft deck shape. All simulations were computed with a static freestream Mach number of 0.05. a nozzle pressure ratio of 3.858, and a fluidic injection flow rate equal to 6 percent of the primary flow rate. Results indicate that the recessed cavity enhances the throat shifting method of fluidic thrust vectoring and allows for greater thrust-vector angles without compromising thrust efficiency.

  13. Thrust Vectoring on the NASA F-18 High Alpha Research Vehicle

    NASA Technical Reports Server (NTRS)

    Bowers, Albion H.; Pahle, Joseph W.

    1996-01-01

    Investigations into a multiaxis thrust-vectoring system have been conducted on an F-18 configuration. These investigations include ground-based scale-model tests, ground-based full-scale testing, and flight testing. This thrust-vectoring system has been tested on the NASA F-18 High Alpha Research Vehicle (HARV). The system provides thrust vectoring in pitch and yaw axes. Ground-based subscale test data have been gathered as background to the flight phase of the program. Tests investigated aerodynamic interaction and vane control effectiveness. The ground-based full-scale data were gathered from static engine runs with image analysis to determine relative thrust-vectoring effectiveness. Flight tests have been conducted at the NASA Dryden Flight Research Center. Parameter identification input techniques have been developed. Individual vanes were not directly controlled because of a mixer-predictor function built into the flight control laws. Combined effects of the vanes have been measured in flight and compared to combined effects of the vanes as predicted by the cold-jet test data. Very good agreement has been found in the linearized effectiveness derivatives.

  14. Performance characteristics of two multiaxis thrust-vectoring nozzles at Mach numbers up to 1.28

    NASA Technical Reports Server (NTRS)

    Wing, David J.; Capone, Francis J.

    1993-01-01

    The thrust-vectoring axisymmetric (VA) nozzle and a spherical convergent flap (SCF) thrust-vectoring nozzle were tested along with a baseline nonvectoring axisymmetric (NVA) nozzle in the Langley 16-Foot Transonic Tunnel at Mach numbers from 0 to 1.28 and nozzle pressure ratios from 1 to 8. Test parameters included geometric yaw vector angle and unvectored divergent flap length. No pitch vectoring was studied. Nozzle drag, thrust minus drag, yaw thrust vector angle, discharge coefficient, and static thrust performance were measured and analyzed, as well as external static pressure distributions. The NVA nozzle and the VA nozzle displayed higher static thrust performance than the SCF nozzle throughout the nozzle pressure ratio (NPR) range tested. The NVA nozzle had higher overall thrust minus drag than the other nozzles throughout the NPR and Mach number ranges tested. The SCF nozzle had the lowest jet-on nozzle drag of the three nozzles throughout the test conditions. The SCF nozzle provided yaw thrust angles that were equal to the geometric angle and constant with NPR. The VA nozzle achieved yaw thrust vector angles that were significantly higher than the geometric angle but not constant with NPR. Nozzle drag generally increased with increases in thrust vectoring for all the nozzles tested.

  15. Tests on Thrust Augmenters for Jet Propulsion

    NASA Technical Reports Server (NTRS)

    Jacobs, Eastman N; Shoemaker, James M

    1932-01-01

    This series of tests was undertaken to determine how much the reaction thrust of a jet could be increased by the use of thrust augmenters and thus to give some indication as to the feasibility of jet propulsion for airplanes. The tests were made during the first part of 1927 at the Langley Memorial Aeronautical Laboratory. A compressed air jet was used in connection with a series of annular guides surrounding the jet to act as thrust augmenters. The results show that, although it is possible to increase the thrust of a jet, the increase is not large enough to affect greatly the status of the problem of the application of jet propulsion to airplanes.

  16. Static performance investigation of a skewed-throat multiaxis thrust-vectoring nozzle concept

    NASA Technical Reports Server (NTRS)

    Wing, David J.

    1994-01-01

    The static performance of a jet exhaust nozzle which achieves multiaxis thrust vectoring by physically skewing the geometric throat has been characterized in the static test facility of the 16-Foot Transonic Tunnel at NASA Langley Research Center. The nozzle has an asymmetric internal geometry defined by four surfaces: a convergent-divergent upper surface with its ridge perpendicular to the nozzle centerline, a convergent-divergent lower surface with its ridge skewed relative to the nozzle centerline, an outwardly deflected sidewall, and a straight sidewall. The primary goal of the concept is to provide efficient yaw thrust vectoring by forcing the sonic plane (nozzle throat) to form at a yaw angle defined by the skewed ridge of the lower surface contour. A secondary goal is to provide multiaxis thrust vectoring by combining the skewed-throat yaw-vectoring concept with upper and lower pitch flap deflections. The geometric parameters varied in this investigation included lower surface ridge skew angle, nozzle expansion ratio (divergence angle), aspect ratio, pitch flap deflection angle, and sidewall deflection angle. Nozzle pressure ratio was varied from 2 to a high of 11.5 for some configurations. The results of the investigation indicate that efficient, substantial multiaxis thrust vectoring was achieved by the skewed-throat nozzle concept. However, certain control surface deflections destabilized the internal flow field, which resulted in substantial shifts in the position and orientation of the sonic plane and had an adverse effect on thrust-vectoring and weight flow characteristics. By increasing the expansion ratio, the location of the sonic plane was stabilized. The asymmetric design resulted in interdependent pitch and yaw thrust vectoring as well as nonzero thrust-vector angles with undeflected control surfaces. By skewing the ridges of both the upper and lower surface contours, the interdependency between pitch and yaw thrust vectoring may be eliminated

  17. Design Enhancements of the Two-Dimensional, Dual Throat Fluidic Thrust Vectoring Nozzle Concept

    NASA Technical Reports Server (NTRS)

    Flamm, Jeffrey D.; Deere, Karen A.; Mason, Mary L.; Berrier, Bobby L.; Johnson, Stuart K.

    2006-01-01

    A Dual Throat Nozzle fluidic thrust vectoring technique that achieves higher thrust-vectoring efficiencies than other fluidic techniques, without sacrificing thrust efficiency has been developed at NASA Langley Research Center. The nozzle concept was designed with the aid of the structured-grid, Reynolds-averaged Navier-Stokes computational fluidic dynamics code PAB3D. This new concept combines the thrust efficiency of sonic-plane skewing with increased thrust-vectoring efficiencies obtained by maximizing pressure differentials in a separated cavity located downstream of the nozzle throat. By injecting secondary flow asymmetrically at the upstream minimum area, a new aerodynamic minimum area is formed downstream of the geometric minimum and the sonic line is skewed, thus vectoring the exhaust flow. The nozzle was tested in the NASA Langley Research Center Jet Exit Test Facility. Internal nozzle performance characteristics were defined for nozzle pressure ratios up to 10, with a range of secondary injection flow rates up to 10 percent of the primary flow rate. Most of the data included in this paper shows the effect of secondary injection rate at a nozzle pressure ratio of 4. The effects of modifying cavity divergence angle, convergence angle and cavity shape on internal nozzle performance were investigated, as were effects of injection geometry, hole or slot. In agreement with computationally predicted data, experimental data verified that decreasing cavity divergence angle had a negative impact and increasing cavity convergence angle had a positive impact on thrust vector angle and thrust efficiency. A curved cavity apex provided improved thrust ratios at some injection rates. However, overall nozzle performance suffered with no secondary injection. Injection holes were more efficient than the injection slot over the range of injection rates, but the slot generated larger thrust vector angles for injection rates less than 4 percent of the primary flow rate.

  18. Simulation of Liquid Injection Thrust Vector Control for Mars Ascent Vehicle

    NASA Technical Reports Server (NTRS)

    Gudenkauf, Jared

    2017-01-01

    The Jet Propulsion Laboratory is currently in the initial design phase for a potential Mars Ascent Vehicle; which will be landed on Mars, stay on the surface for period of time, collect samples from the Mars 2020 rover, and then lift these samples into orbit around Mars. The engineers at JPL have down selected to a hybrid wax-based fuel rocket using a liquid oxidizer based on nitrogen tetroxide, or a Mixed Oxide of Nitrogen. To lower the gross lift-off mass of the vehicle the thrust vector control system will use liquid injection of the oxidizer to deflect the thrust of the main nozzle instead of using a gimbaled nozzle. The disadvantage of going with the liquid injection system is the low technology readiness level with a hybrid rocket. Presented in this paper is an effort to simulate the Mars Ascent Vehicle hybrid rocket nozzle and liquid injection thrust vector control system using the computational fluid dynamic flow solver Loci/Chem. This effort also includes determining the sensitivity of the thrust vector control system to a number of different design variables for the injection ports; including axial location, number of adjacent ports, injection angle, and distance between the ports.

  19. Parametric study of a simultaneous pitch/yaw thrust vectoring single expansion ramp nozzle

    NASA Technical Reports Server (NTRS)

    Schirmer, Alberto W.; Capone, Francis J.

    1989-01-01

    In the course of the last eleven years, the concept of thrust vectoring has emerged as a promising method of enhancing aircraft control capabilities in post-stall flight incursions during combat. In order to study the application of simultaneous pitch and yaw vectoring to single expansion ramp nozzles, a static test was conducted in the NASA-Langley 16 foot transonic tunnel. This investigation was based on internal performance data provided by force, mass flow and internal pressure measurements at nozzle pressure ratios up to 8. The internal performance characteristics of the nozzle were studied for several combinations of six different parameters: yaw vectoring angle, pitch vectoring angle, upper ramp cutout, sidewall hinge location, hinge inclination angle and sidewall containment. Results indicated a 2-to- 3-percent decrease in resultant thrust ratio with vectoring in either pitch or yaw. Losses were mostly associated with the turning of supersonic flow. Resultant thrust ratios were also decreased by sideways expansion of the jet. The effects of cutback corners in the upper ramp and lower flap on performance were small. Maximum resultant yaw vector angles, about half of the flap angle, were achieved for the configuration with the most forward hinge location.

  20. Experimental Study of an Axisymmetric Dual Throat Fluidic Thrust Vectoring Nozzle for Supersonic Aircraft Application

    NASA Technical Reports Server (NTRS)

    Flamm, Jeffrey D.; Deere, Karen A.; Mason, Mary L.; Berrier, Bobby L.; Johnson, Stuart K.

    2007-01-01

    An axisymmetric version of the Dual Throat Nozzle concept with a variable expansion ratio has been studied to determine the impacts on thrust vectoring and nozzle performance. The nozzle design, applicable to a supersonic aircraft, was guided using the unsteady Reynolds-averaged Navier-Stokes computational fluid dynamics code, PAB3D. The axisymmetric Dual Throat Nozzle concept was tested statically in the Jet Exit Test Facility at the NASA Langley Research Center. The nozzle geometric design variables included circumferential span of injection, cavity length, cavity convergence angle, and nozzle expansion ratio for conditions corresponding to take-off and landing, mid climb and cruise. Internal nozzle performance and thrust vectoring performance was determined for nozzle pressure ratios up to 10 with secondary injection rates up to 10 percent of the primary flow rate. The 60 degree span of injection generally performed better than the 90 degree span of injection using an equivalent injection area and number of holes, in agreement with computational results. For injection rates less than 7 percent, thrust vector angle for the 60 degree span of injection was 1.5 to 2 degrees higher than the 90 degree span of injection. Decreasing cavity length improved thrust ratio and discharge coefficient, but decreased thrust vector angle and thrust vectoring efficiency. Increasing cavity convergence angle from 20 to 30 degrees increased thrust vector angle by 1 degree over the range of injection rates tested, but adversely affected system thrust ratio and discharge coefficient. The dual throat nozzle concept generated the best thrust vectoring performance with an expansion ratio of 1.0 (a cavity in between two equal minimum areas). The variable expansion ratio geometry did not provide the expected improvements in discharge coefficient and system thrust ratio throughout the flight envelope of typical a supersonic aircraft. At mid-climb and cruise conditions, the variable geometry

  1. Static investigation of a two-dimensional convergent-divergent exhaust nozzle with multiaxis thrust-vectoring capability

    NASA Technical Reports Server (NTRS)

    Taylor, John G.

    1990-01-01

    An investigation was conducted in the Static Test Facility of the NASA Langley 16-Foot Transonic Tunnel to determine the internal performance of two-dimensional convergent-divergent nozzles designed to have simultaneous pitch and yaw thrust vectoring capability. This concept utilized divergent flap rotation of thrust vectoring in the pitch plane and deflection of flat yaw flaps hinged at the end of the sidewalls for yaw thrust vectoring. The hinge location of the yaw flaps was varied at four positions from the nozzle exit plane to the throat plane. The yaw flaps were designed to contain the flow laterally independent of power setting. In order to eliminate any physical interference between the yaw flap deflected into the exhaust stream and the divergent flaps, the downstream corners of both upper and lower divergent flaps were cut off to allow for up to 30 deg of yaw flap deflection. The impact of varying the nozzle pitch vector angle, throat area, yaw flap hinge location, yaw flap length, and yaw flap deflection angle on nozzle internal performance characteristics, was studied. High-pressure air was used to simulate jet exhaust at nozzle pressure ratios up to 7.0. Static results indicate that configurations with the yaw flap hinge located upstream of the exit plane provide relatively high levels of thrust vectoring efficiency without causing large losses in resultant thrust ratio. Therefore, these configurations represent a viable concept for providing simultaneous pitch and yaw thrust vectoring.

  2. Static internal performance of a two-dimensional convergent nozzle with thrust-vectoring capability up to 60 deg

    NASA Technical Reports Server (NTRS)

    Leavitt, L. D.

    1985-01-01

    An investigation was conducted at wind-off conditions in the static-test facility of the Langley 16-Foot Transonic Tunnel to determine the internal performance characteristics of a two-dimensional convergent nozzle with a thrust-vectoring capability up to 60 deg. Vectoring was accomplished by a downward rotation of a hinged upper convergent flap and a corresponding rotation of a center-pivoted lower convergent flap. The effects of geometric thrust-vector angle and upper-rotating-flap geometry on internal nozzle performance characteristics were investigated. Nozzle pressure ratio was varied from 1.0 (jet off) to approximately 5.0.

  3. Thrust vectoring systems

    NASA Technical Reports Server (NTRS)

    King, H. J.; Schnelker, D.; Ward, J. W.; Dulgeroff, C.; Vahrenkamp, R.

    1972-01-01

    The design, fabrication, and testing of thrust vectorable ion optical systems capable of controlling the thrust direction from both 5- and 30-cm diameter ion thrusters is described. Both systems are capable of greater than 10 deg thrust deflection in any azimuthal direction. The 5-cm system is electrostatic and hence has a short response time and minimal power consumption. It has recently been tested for more than 7500 hours on an operational thruster. The 30-cm system is mechanical, has a response time of the order of 1 min, and consumes less than 0.3% of the total system input power at full deflection angle.

  4. Pressure distribution on a vectored-thrust V/STOL fighter in the transition-speed range. [wind tunnel tests to measure pressure distribution on body and wing

    NASA Technical Reports Server (NTRS)

    Mineck, R. E.; Margason, R. J.

    1974-01-01

    A wind-tunnel investigation has been conducted in the Langley V/STOL tunnel with a vectored-thrust V/STOL fighter configuration to obtain detailed pressure measurements on the body and on the wing in the transition-speed range. The vectored-thrust jet exhaust induced a region of negative pressure coefficients on the lower surface of the wing and on the bottom of the fuselage. The location of the jet exhaust relative to the wing was a major factor in determining the extent of the region of negative pressure coefficients.

  5. Multiaxis Thrust-Vectoring Characteristics of a Model Representative of the F-18 High-Alpha Research Vehicle at Angles of Attack From 0 deg to 70 deg

    NASA Technical Reports Server (NTRS)

    Asbury, Scott C.; Capone, Francis J.

    1995-01-01

    An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine the multiaxis thrust-vectoring characteristics of the F-18 High-Alpha Research Vehicle (HARV). A wingtip supported, partially metric, 0.10-scale jet-effects model of an F-18 prototype aircraft was modified with hardware to simulate the thrust-vectoring control system of the HARV. Testing was conducted at free-stream Mach numbers ranging from 0.30 to 0.70, at angles of attack from O' to 70', and at nozzle pressure ratios from 1.0 to approximately 5.0. Results indicate that the thrust-vectoring control system of the HARV can successfully generate multiaxis thrust-vectoring forces and moments. During vectoring, resultant thrust vector angles were always less than the corresponding geometric vane deflection angle and were accompanied by large thrust losses. Significant external flow effects that were dependent on Mach number and angle of attack were noted during vectoring operation. Comparisons of the aerodynamic and propulsive control capabilities of the HARV configuration indicate that substantial gains in controllability are provided by the multiaxis thrust-vectoring control system.

  6. An experimental investigation of thrust vectoring two-dimensional convergent-divergent nozzles installed in a twin-engine fighter model at high angles of attack

    NASA Technical Reports Server (NTRS)

    Capone, Francis J.; Mason, Mary L.; Leavitt, Laurence D.

    1990-01-01

    An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine thrust vectoring capability of subscale 2-D convergent-divergent exhaust nozzles installed on a twin engine general research fighter model. Pitch thrust vectoring was accomplished by downward rotation of nozzle upper and lower flaps. The effects of nozzle sidewall cutback were studied for both unvectored and pitch vectored nozzles. A single cutback sidewall was employed for yaw thrust vectoring. This investigation was conducted at Mach numbers ranging from 0 to 1.20 and at angles of attack from -2 to 35 deg. High pressure air was used to simulate jet exhaust and provide values of nozzle pressure ratio up to 9.

  7. Jet Propulsion with Special Reference to Thrust Augmenters

    NASA Technical Reports Server (NTRS)

    Schubauer, G B

    1933-01-01

    An investigation of the possibility of using thrust augmented jets as prime movers was carried out. The augmentation was to be effected by allowing the jet to mix with the surrounding air in the presence of bodies which deflect the air set in motion by the jet.

  8. Internal performance characteristics of thrust-vectored axisymmetric ejector nozzles

    NASA Technical Reports Server (NTRS)

    Lamb, Milton

    1995-01-01

    A series of thrust-vectored axisymmetric ejector nozzles were designed and experimentally tested for internal performance and pumping characteristics at the Langley research center. This study indicated that discontinuities in the performance occurred at low primary nozzle pressure ratios and that these discontinuities were mitigated by decreasing expansion area ratio. The addition of secondary flow increased the performance of the nozzles. The mid-to-high range of secondary flow provided the most overall improvements, and the greatest improvements were seen for the largest ejector area ratio. Thrust vectoring the ejector nozzles caused a reduction in performance and discharge coefficient. With or without secondary flow, the vectored ejector nozzles produced thrust vector angles that were equivalent to or greater than the geometric turning angle. With or without secondary flow, spacing ratio (ejector passage symmetry) had little effect on performance (gross thrust ratio), discharge coefficient, or thrust vector angle. For the unvectored ejectors, a small amount of secondary flow was sufficient to reduce the pressure levels on the shroud to provide cooling, but for the vectored ejector nozzles, a larger amount of secondary air was required to reduce the pressure levels to provide cooling.

  9. Thrust vectoring for lateral-directional stability

    NASA Technical Reports Server (NTRS)

    Peron, Lee R.; Carpenter, Thomas

    1992-01-01

    The advantages and disadvantages of using thrust vectoring for lateral-directional control and the effects of reducing the tail size of a single-engine aircraft were investigated. The aerodynamic characteristics of the F-16 aircraft were generated by using the Aerodynamic Preliminary Analysis System II panel code. The resulting lateral-directional linear perturbation analysis of a modified F-16 aircraft with various tail sizes and yaw vectoring was performed at several speeds and altitudes to determine the stability and control trends for the aircraft compared to these trends for a baseline aircraft. A study of the paddle-type turning vane thrust vectoring control system as used on the National Aeronautics and Space Administration F/A-18 High Alpha Research Vehicle is also presented.

  10. Multiaxis control power from thrust vectoring for a supersonic fighter aircraft model at Mach 0.20 to 2.47

    NASA Technical Reports Server (NTRS)

    Capone, Francis J.; Bare, E. Ann

    1987-01-01

    The aeropropulsive characteristics of an advanced twin-engine fighter aircraft designed for supersonic cruise have been studied in the Langley 16-Foot Tansonic Tunnel and the Lewis 10- by 10-Foot Supersonic Tunnel. The objective was to determine multiaxis control-power characteristics from thrust vectoring. A two-dimensional convergent-divergent nozzle was designed to provide yaw vector angles of 0, -10, and -20 deg combined with geometric pitch vector angles of 0 and 15 deg. Yaw thrust vectoring was provided by yaw flaps located in the nozzle sidewalls. Roll control was obtained from differential pitch vectoring. This investigation was conducted at Mach numbers from 0.20 to 2.47. Angle of attack was varied from 0 to about 19 deg, and nozzle pressure ratio was varied from about 1 (jet off) to 28, depending on Mach number. Increments in force or moment coefficient that result from pitch or yaw thrust vectoring remain essentially constant over the entire angle-of-attack range of all Mach numbers tested. There was no effect of pitch vectoring on the lateral aerodynamic forces and moments and only very small effects of yaw vectoring on the longitudinal aerodynamic forces and moments. This result indicates little cross-coupling of control forces and moments for combined pitch-yaw vectoring.

  11. MHD thrust vectoring of a rocket engine

    NASA Astrophysics Data System (ADS)

    Labaune, Julien; Packan, Denis; Tholin, Fabien; Chemartin, Laurent; Stillace, Thierry; Masson, Frederic

    2016-09-01

    In this work, the possibility to use MagnetoHydroDynamics (MHD) to vectorize the thrust of a solid propellant rocket engine exhaust is investigated. Using a magnetic field for vectoring offers a mass gain and a reusability advantage compared to standard gimbaled, elastomer-joint systems. Analytical and numerical models were used to evaluate the flow deviation with a 1 Tesla magnetic field inside the nozzle. The fluid flow in the resistive MHD approximation is calculated using the KRONOS code from ONERA, coupling the hypersonic CFD platform CEDRE and the electrical code SATURNE from EDF. A critical parameter of these simulations is the electrical conductivity, which was evaluated using a set of equilibrium calculations with 25 species. Two models were used: local thermodynamic equilibrium and frozen flow. In both cases, chlorine captures a large fraction of free electrons, limiting the electrical conductivity to a value inadequate for thrust vectoring applications. However, when using chlorine-free propergols with 1% in mass of alkali, an MHD thrust vectoring of several degrees was obtained.

  12. Experimental Investigation of Unsteady Thrust Augmentation Using a Speaker-Driven Jet

    NASA Technical Reports Server (NTRS)

    Paxson, Daniel E.; Wernet, Mark P.; John, Wentworth T.

    2007-01-01

    An experimental investigation is described in which a simple speaker-driven jet was used as a pulsed thrust source (driver) for an ejector configuration. The objectives of the investigation were twofold. The first was to expand the experimental body of evidence showing that an unsteady thrust source, combined with a properly sized ejector generally yields higher thrust augmentation values than a similarly sized, steady driver of equivalent thrust. The second objective was to identify characteristics of the unsteady driver that may be useful for sizing ejectors, and for predicting the thrust augmentation levels that may be achieved. The speaker-driven jet provided a convenient source for the investigation because it is entirely unsteady (i.e., it has no mean velocity component) and because relevant parameters such as frequency, time-averaged thrust, and diameter are easily variable. The experimental setup will be described, as will the two main measurements techniques employed. These are thrust and digital particle imaging velocimetry of the driver. It will be shown that thrust augmentation values as high as 1.8 were obtained, that the diameter of the best ejector scaled with the dimensions of the emitted vortex, and that the so-called formation time serves as a useful dimensionless parameter by which to characterize the jet and predict performance.

  13. Preliminary design study of a lateral-directional control system using thrust vectoring

    NASA Technical Reports Server (NTRS)

    Lallman, F. J.

    1985-01-01

    A preliminary design of a lateral-directional control system for a fighter airplane capable of controlled operation at extreme angles of attack is developed. The subject airplane is representative of a modern twin-engine high-performance jet fighter, is equipped with ailerons, rudder, and independent horizontal-tail surfaces. Idealized bidirectional thrust-vectoring engine nozzles are appended to the mathematic model of the airplane to provide additional control moments. Optimal schedules for lateral and directional pseudo control variables are calculated. Use of pseudo controls results in coordinated operation of the aerodynamic and thrust-vectoring controls with minimum coupling between the lateral and directional airplane dynamics. Linear quadratic regulator designs are used to specify a preliminary flight control system to improve the stability and response characteristics of the airplane. Simulated responses to step pilot control inputs are stable and well behaved. For lateral stick deflections, peak stability axis roll rates are between 1.25 and 1.60 rad/sec over an angle-of-attack range of 10 deg to 70 deg. For rudder pedal deflections, the roll rates accompanying the sideslip responses can be arrested by small lateral stick motions.

  14. An Experimental Investigation of Unsteady Thrust Augmentation Using a Speaker-Driven Jet

    NASA Technical Reports Server (NTRS)

    Paxson, Daniel E.; Wernet, Mark P.; John, Wentworth T.

    2004-01-01

    An experimental investigation is described in which a simple speaker-driven jet was used as a pulsed thrust source (driver) for an ejector configuration. The objectives of the investigation were twofold: first, to add to the experimental body of evidence showing that an unsteady thrust source, combined with a properly sized ejector generally yields higher thrust augmentation values than a similarly sized, steady driver of equivalent thrust. Second, to identify characteristics of the unsteady driver that may be useful for sizing ejectors, and predicting what thrust augmentation values may be achieved. The speaker-driven jet provided a convenient source for the investigation because it is entirely unsteady (having no mean component) and because relevant parameters such as frequency, time-averaged thrust, and diameter are easily variable. The experimental setup will be described, as will the various measurements made. These include both thrust and Digital Particle Imaging Velocimetry of the driver. It will be shown that thrust augmentation values as high as 1.8 were obtained, that the diameter of the best ejector scaled with the dimensions of the emitted vortex, and that the so-called Formation Number serves as a useful dimensionless number by which to characterize the jet and predict performance.

  15. Internal performance of two nozzles utilizing gimbal concepts for thrust vectoring

    NASA Technical Reports Server (NTRS)

    Berrier, Bobby L.; Taylor, John G.

    1990-01-01

    The internal performance of an axisymmetric convergent-divergent nozzle and a nonaxisymmetric convergent-divergent nozzle, both of which utilized a gimbal type mechanism for thrust vectoring was evaluated in the Static Test Facility of the Langley 16-Foot Transonic Tunnel. The nonaxisymmetric nozzle used the gimbal concept for yaw thrust vectoring only; pitch thrust vectoring was accomplished by simultaneous deflection of the upper and lower divergent flaps. The model geometric parameters investigated were pitch vector angle for the axisymmetric nozzle and pitch vector angle, yaw vector angle, nozzle throat aspect ratio, and nozzle expansion ratio for the nonaxisymmetric nozzle. All tests were conducted with no external flow, and nozzle pressure ratio was varied from 2.0 to approximately 12.0.

  16. Summary of Fluidic Thrust Vectoring Research Conducted at NASA Langley Research Center

    NASA Technical Reports Server (NTRS)

    Deere, Karen A.

    2003-01-01

    Interest in low-observable aircraft and in lowering an aircraft's exhaust system weight sparked decades of research for fixed geometry exhaust nozzles. The desire for such integrated exhaust nozzles was the catalyst for new fluidic control techniques; including throat area control, expansion control, and thrust-vector angle control. This paper summarizes a variety of fluidic thrust vectoring concepts that have been tested both experimentally and computationally at NASA Langley Research Center. The nozzle concepts are divided into three categories according to the method used for fluidic thrust vectoring: the shock vector control method, the throat shifting method, and the counterflow method. This paper explains the thrust vectoring mechanism for each fluidic method, provides examples of configurations tested for each method, and discusses the advantages and disadvantages of each method.

  17. Thrust vector control of upper stage with a gimbaled thruster during orbit transfer

    NASA Astrophysics Data System (ADS)

    Wang, Zhaohui; Jia, Yinghong; Jin, Lei; Duan, Jiajia

    2016-10-01

    In launching Multi-Satellite with One-Vehicle, the main thruster provided by the upper stage is mounted on a two-axis gimbal. During orbit transfer, the thrust vector of this gimbaled thruster (GT) should theoretically pass through the mass center of the upper stage and align with the command direction to provide orbit transfer impetus. However, it is hard to be implemented from the viewpoint of the engineering mission. The deviations of the thrust vector from the command direction would result in large velocity errors. Moreover, the deviations of the thrust vector from the upper stage mass center would produce large disturbance torques. This paper discusses the thrust vector control (TVC) of the upper stage during its orbit transfer. Firstly, the accurate nonlinear coupled kinematic and dynamic equations of the upper stage body, the two-axis gimbal and the GT are derived by taking the upper stage as a multi-body system. Then, a thrust vector control system consisting of the special attitude control of the upper stage and the gimbal rotation of the gimbaled thruster is proposed. The special attitude control defined by the desired attitude that draws the thrust vector to align with the command direction when the gimbal control makes the thrust vector passes through the upper stage mass center. Finally, the validity of the proposed method is verified through numerical simulations.

  18. Modeling and Thrust Optimization of a Bio-Inspired Pulsatile Jet Thruster

    NASA Astrophysics Data System (ADS)

    Krieg, Michael W.

    A new type of thruster technology offers promising low speed maneuvering capabilities for underwater vehicles. Similar to the natural locomotion of squid and jellyfish the thruster successively forces fluid jets in and out of a small internal cavity. We investigate several properties of squid and jellyfish locomotion to drive the thruster design including actuation of nozzle geometry and vortex ring thrust augmentation. The thrusters are compact with no extruding components to negatively impact the vehicle's drag. These devices have thrust rise-times orders of magnitude faster than those reported for typical propeller thrusters, making them an attractive option for high accuracy underwater vehicle maneuvering. The dynamics of starting jet circulation, impulse, and kinetic energy are derived in terms of kinematics at the entrance boundary of a semi-infinite domain, specifically identifying the effect of a non-parallel incoming flow. A model for pressure at the nozzle is derived without the typical reliance on a predetermined potential function, making it a powerful tool for modeling any jet flow. Jets are created from multiple nozzle configurations to validate these models, and velocity and vorticity fields are determined using DPIV techniques. A converging starting jet resulted in circulation 90--100%, impulse 70--75%, and energy 105--135% larger than a parallel starting jet with identical volume flux and piston velocity, depending on the stroke ratio. The new model is a much better predictor of the jet properties than the standard 1D slug model. A simplified thrust model, was derived to describe the high frequency thruster characteristics. This model accurately predicts the average thrust, measured directly, for stroke ratios up to a critical value where the leading vortex ring separates from the remainder of the shear flow. A new model predicting the vortex ring pinch-off process is developed based on characteristic centerline velocities. The vortex ring pinch

  19. Analysis of stratified and closely spaced jets exhausting into a crossflow. [aerodynamic characteristics of lift-jet, vectored thrust, and lift fan V/STOL aircraft

    NASA Technical Reports Server (NTRS)

    Ziegler, H.; Woller, P. T.

    1973-01-01

    Procedures have been developed for determining the flow field about jets with velocity stratification exhausting into a crossflow. Jets with three different types of exit velocity stratification have been considered: (1) jets with a relatively high velocity core; (2) jets with a relatively low velocity core; and (3) jets originating from a vaned nozzle. The procedure developed for a jet originating from a high velocity core nozzle is to construct an equivalent nozzle having the same mass flow and thrust but having a uniform exit velocity profile. Calculations of the jet centerline and induced surface static pressures have been shown to be in good agreement with test data for a high velocity core nozzle. The equivalent ideal nozzle has also been shown to be a good representation for jets with a relatively low velocity core and for jets originating from a vaned nozzle in evaluating jet-induced flow fields. For the singular case of a low velocity core nozzle, namely a nozzle with a dead air core, and for the vaned nozzle, an alternative procedure has been developed. The internal mixing which takes place in the jet core has been properly accounted for in the equations of motion governing the jet development. Calculations of jet centerlines and induced surface static pressures show good agreement with test data these nozzles.

  20. Design of thrust vectoring exhaust nozzles for real-time applications using neural networks

    NASA Technical Reports Server (NTRS)

    Prasanth, Ravi K.; Markin, Robert E.; Whitaker, Kevin W.

    1991-01-01

    Thrust vectoring continues to be an important issue in military aircraft system designs. A recently developed concept of vectoring aircraft thrust makes use of flexible exhaust nozzles. Subtle modifications in the nozzle wall contours produce a non-uniform flow field containing a complex pattern of shock and expansion waves. The end result, due to the asymmetric velocity and pressure distributions, is vectored thrust. Specification of the nozzle contours required for a desired thrust vector angle (an inverse design problem) has been achieved with genetic algorithms. This approach is computationally intensive and prevents the nozzles from being designed in real-time, which is necessary for an operational aircraft system. An investigation was conducted into using genetic algorithms to train a neural network in an attempt to obtain, in real-time, two-dimensional nozzle contours. Results show that genetic algorithm trained neural networks provide a viable, real-time alternative for designing thrust vectoring nozzles contours. Thrust vector angles up to 20 deg were obtained within an average error of 0.0914 deg. The error surfaces encountered were highly degenerate and thus the robustness of genetic algorithms was well suited for minimizing global errors.

  1. Selected Performance Measurements of the F-15 Active Axisymmetric Thrust-vectoring Nozzle

    NASA Technical Reports Server (NTRS)

    Orme, John S.; Sims, Robert L.

    1998-01-01

    Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

  2. Selected Performance Measurements of the F-15 ACTIVE Axisymmetric Thrust-Vectoring Nozzle

    NASA Technical Reports Server (NTRS)

    Orme, John S.; Sims, Robert L.

    1999-01-01

    Flight tests recently completed at the NASA Dryden Flight Research Center evaluated performance of a hydromechanically vectored axisymmetric nozzle onboard the F-15 ACTIVE. A flight-test technique whereby strain gages installed onto engine mounts provided for the direct measurement of thrust and vector forces has proven to be extremely valuable. Flow turning and thrust efficiency, as well as nozzle static pressure distributions were measured and analyzed. This report presents results from testing at an altitude of 30,000 ft and a speed of Mach 0.9. Flow turning and thrust efficiency were found to be significantly different than predicted, and moreover, varied substantially with power setting and pitch vector angle. Results of an in-flight comparison of the direct thrust measurement technique and an engine simulation fell within the expected uncertainty bands. Overall nozzle performance at this flight condition demonstrated the F100-PW-229 thrust-vectoring nozzles to be highly capable and efficient.

  3. Attitude Control for an Aero-Vehicle Using Vector Thrusting and Variable Speed Control Moment Gyros

    NASA Technical Reports Server (NTRS)

    Shin, Jong-Yeob; Lim, K. B.; Moerder, D. D.

    2005-01-01

    Stabilization of passively unstable thrust-levitated vehicles can require significant control inputs. Although thrust vectoring is a straightforward choice for realizing these inputs, this may lead to difficulties discussed in the paper. This paper examines supplementing thrust vectoring with Variable-Speed Control Moment Gyroscopes (VSCMGs). The paper describes how to allocate VSCMGs and the vectored thrust mechanism for attitude stabilization in frequency domain and also shows trade-off between vectored thrust and VSCMGs. Using an H2 control synthesis methodology in LMI optimization, a feedback control law is designed for a thrust-levitated research vehicle and is simulated with the full nonlinear model. It is demonstrated that VSCMGs can reduce the use of vectored thrust variation for stabilizing the hovering platform in the presence of strong wind gusts.

  4. Static investigation of two STOL nozzle concepts with pitch thrust-vectoring capability

    NASA Technical Reports Server (NTRS)

    Mason, M. L.; Burley, J. R., II

    1986-01-01

    A static investigation of the internal performance of two short take-off and landing (STOL) nozzle concepts with pitch thrust-vectoring capability has been conducted. An axisymmetric nozzle concept and a nonaxisymmetric nozzle concept were tested at dry and afterburning power settings. The axisymmetric concept consisted of a circular approach duct with a convergent-divergent nozzle. Pitch thrust vectoring was accomplished by vectoring the approach duct without changing the nozzle geometry. The nonaxisymmetric concept consisted of a two dimensional convergent-divergent nozzle. Pitch thrust vectoring was implemented by blocking the nozzle exit and deflecting a door in the lower nozzle flap. The test nozzle pressure ratio was varied up to 10.0, depending on model geometry. Results indicate that both pitch vectoring concepts produced resultant pitch vector angles which were nearly equal to the geometric pitch deflection angles. The axisymmetric nozzle concept had only small thrust losses at the largest pitch deflection angle of 70 deg., but the two-dimensional convergent-divergent nozzle concept had large performance losses at both of the two pitch deflection angles tested, 60 deg. and 70 deg.

  5. Static Investigation of a Multiaxis Thrust-Vectoring Nozzle With Variable Internal Contouring Ability

    NASA Technical Reports Server (NTRS)

    Wing, David J.; Mills, Charles T. L.; Mason, Mary L.

    1997-01-01

    The thrust efficiency and vectoring performance of a convergent-divergent nozzle were investigated at static conditions in the model preparation area of the Langley 16-Foot Transonic Tunnel. The diamond-shaped nozzle was capable of varying the internal contour of each quadrant individually by using cam mechanisms and retractable drawers to produce pitch and yaw thrust vectoring. Pitch thrust vectoring was achieved by either retracting the lower drawers to incline the throat or varying the internal flow-path contours to incline the throat. Yaw thrust vectoring was achieved by reducing flow area left of the nozzle centerline and increasing flow area right of the nozzle centerline; a skewed throat deflected the flow in the lateral direction.

  6. Thrust vector control using electric actuation

    NASA Astrophysics Data System (ADS)

    Bechtel, Robert T.; Hall, David K.

    1995-01-01

    Presently, gimbaling of launch vehicle engines for thrust vector control is generally accomplished using a hydraulic system. In the case of the space shuttle solid rocket boosters and main engines, these systems are powered by hydrazine auxiliary power units. Use of electromechanical actuators would provide significant advantages in cost and maintenance. However, present energy source technologies such as batteries are heavy to the point of causing significant weight penalties. Utilizing capacitor technology developed by the Auburn University Space Power Institute in collaboration with the Auburn CCDS, Marshall Space Flight Center (MSFC) and Auburn are developing EMA system components with emphasis on high discharge rate energy sources compatible with space shuttle type thrust vector control requirements. Testing has been done at MSFC as part of EMA system tests with loads up to 66000 newtons for pulse times of several seconds. Results show such an approach to be feasible providing a potential for reduced weight and operations costs for new launch vehicles.

  7. CFD evaluation of an advanced thrust vector control concept

    NASA Technical Reports Server (NTRS)

    Tiarn, Weihnurng; Cavalleri, Robert

    1990-01-01

    A potential concept that can offer an alternate method for thrust vector control of the Space Shuttle Solid Rocket Booster is the use of a cylindrical probe that is inserted (on demand) through the wall of the rocket nozzle. This Probe Thrust Vector Control (PTVC) concept is an alternate to that of a gimbaled nozzle or a Liquid Injection Thrust Vector (LITVC) system. The viability of the PTVC concept can be assessed either experimentally and/or with the use of CFD. A purely experimental assessment can be time consuming and expensive, whereas a CFD assessment can be very time- and cost-effective. Two key requirements of the proposed concept are PTVC vectoring performance and the active cooling requirements for the probe to maintain its thermal and structural integrity. An active thermal cooling method is the injection of coolant around the pheriphery of the probe. How much coolant is required and how this coolant distributes itself in the flow field is of major concern. The objective of the work reported here is the use of CFD to answer these question and in the design of test hardware to substantiate the results of the CFD predictions.

  8. The effects on propulsion-induced aerodynamic forces of vectoring a partial-span rectangular jet at Mach numbers from 0.40 to 1.20

    NASA Technical Reports Server (NTRS)

    Capone, F. J.

    1975-01-01

    An investigation was conducted in the Langley 16-foot transonic tunnel to determine the induced lift characteristics of a vectored thrust concept in which a rectangular jet exhaust nozzle was located in the fuselage at the wing trailing edge. The effects of nozzle deflection angles of 0 deg to 45 deg were studied at Mach numbers from 0.4 to 1.2, at angles of attack up to 14 deg, and with thrust coefficients up to 0.35. Separate force balances were used to determine total aerodynamic and thrust forces as well as thrust forces which allowed a direct measurement of jet turning angle at forward speeds. Wing pressure loading and flow characteristics using oil flow techniques were also studied.

  9. Experimental and Computational Investigation of Multiple Injection Ports in a Convergent-Divergent Nozzle for Fluidic Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Waithe, Kenrick A.; Deere, Karen A.

    2003-01-01

    A computational and experimental study was conducted to investigate the effects of multiple injection ports in a two-dimensional, convergent-divergent nozzle, for fluidic thrust vectoring. The concept of multiple injection ports was conceived to enhance the thrust vectoring capability of a convergent-divergent nozzle over that of a single injection port without increasing the secondary mass flow rate requirements. The experimental study was conducted at static conditions in the Jet Exit Test Facility of the 16-Foot Transonic Tunnel Complex at NASA Langley Research Center. Internal nozzle performance was obtained at nozzle pressure ratios up to 10 with secondary nozzle pressure ratios up to 1 for five configurations. The computational study was conducted using the Reynolds Averaged Navier-Stokes computational fluid dynamics code PAB3D with two-equation turbulence closure and linear Reynolds stress modeling. Internal nozzle performance was predicted for nozzle pressure ratios up to 10 with a secondary nozzle pressure ratio of 0.7 for two configurations. Results from the experimental study indicate a benefit to multiple injection ports in a convergent-divergent nozzle. In general, increasing the number of injection ports from one to two increased the pitch thrust vectoring capability without any thrust performance penalties at nozzle pressure ratios less than 4 with high secondary pressure ratios. Results from the computational study are in excellent agreement with experimental results and validates PAB3D as a tool for predicting internal nozzle performance of a two dimensional, convergent-divergent nozzle with multiple injection ports.

  10. Computational Investigation of the Aerodynamic Effects on Fluidic Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Deere, K. A.

    2000-01-01

    A computational investigation of the aerodynamic effects on fluidic thrust vectoring has been conducted. Three-dimensional simulations of a two-dimensional, convergent-divergent (2DCD) nozzle with fluidic injection for pitch vector control were run with the computational fluid dynamics code PAB using turbulence closure and linear Reynolds stress modeling. Simulations were computed with static freestream conditions (M=0.05) and at Mach numbers from M=0.3 to 1.2, with scheduled nozzle pressure ratios (from 3.6 to 7.2) and secondary to primary total pressure ratios of p(sub t,s)/p(sub t,p)=0.6 and 1.0. Results indicate that the freestream flow decreases vectoring performance and thrust efficiency compared with static (wind-off) conditions. The aerodynamic penalty to thrust vector angle ranged from 1.5 degrees at a nozzle pressure ratio of 6 with M=0.9 freestream conditions to 2.9 degrees at a nozzle pressure ratio of 5.2 with M=0.7 freestream conditions, compared to the same nozzle pressure ratios with static freestream conditions. The aerodynamic penalty to thrust ratio decreased from 4 percent to 0.8 percent as nozzle pressure ratio increased from 3.6 to 7.2. As expected, the freestream flow had little influence on discharge coefficient.

  11. Design of an ion thruster movable grid thrust vectoring system

    NASA Astrophysics Data System (ADS)

    Kural, Aleksander; Leveque, Nicolas; Welch, Chris; Wolanski, Piotr

    2004-08-01

    Several reasons justify the development of an ion propulsion system thrust vectoring system. Spacecraft launched to date have used ion thrusters mounted on gimbals to control the thrust vector within a range of about ±5°. Such devices have large mass and dimensions, hence the need exists for a more compact system, preferably mounted within the thruster itself. Since the 1970s several thrust vectoring systems have been developed, with the translatable accelerator grid electrode being considered the most promising. Laboratory models of this system have already been built and successfully tested, but there is still room for improvement in their mechanical design. This work aims to investigate possibilities of refining the design of such movable grid thrust vectoring systems. Two grid suspension designs and three types of actuators were evaluated. The actuators examined were a micro electromechanical system, a NanoMuscle shape memory alloy actuator and a piezoelectric driver. Criteria used for choosing the best system included mechanical simplicity (use of the fewest mechanical parts), accuracy, power consumption and behaviour in space conditions. Designs of systems using these actuators are proposed. In addition, a mission to Mercury using the system with piezoelectric drivers has been modelled and its performance presented.

  12. The complete two-loop integrated jet thrust distribution in soft-collinear effective theory

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    von Manteuffel, Andreas; Schabinger, Robert M.; Zhu, Hua Xing

    2014-03-01

    In this work, we complete the calculation of the soft part of the two-loop integrated jet thrust distribution in e+e- annihilation. This jet mass observable is based on the thrust cone jet algorithm, which involves a veto scale for out-of-jet radiation. The previously uncomputed part of our result depends in a complicated way on the jet cone size, r, and at intermediate stages of the calculation we actually encounter a new class of multiple polylogarithms. We employ an extension of the coproduct calculus to systematically exploit functional relations and represent our results concisely. In contrast to the individual contributions, themore » sum of all global terms can be expressed in terms of classical polylogarithms. Our explicit two-loop calculation enables us to clarify the small r picture discussed in earlier work. In particular, we show that the resummation of the logarithms of r that appear in the previously uncomputed part of the two-loop integrated jet thrust distribution is inextricably linked to the resummation of the non-global logarithms. Furthermore, we find that the logarithms of r which cannot be absorbed into the non-global logarithms in the way advocated in earlier work have coefficients fixed by the two-loop cusp anomalous dimension. We also show that in many cases one can straightforwardly predict potentially large logarithmic contributions to the integrated jet thrust distribution at L loops by making use of analogous contributions to the simpler integrated hemisphere soft function.« less

  13. Vectoring of parallel synthetic jets

    NASA Astrophysics Data System (ADS)

    Berk, Tim; Ganapathisubramani, Bharathram; Gomit, Guillaume

    2015-11-01

    A pair of parallel synthetic jets can be vectored by applying a phase difference between the two driving signals. The resulting jet can be merged or bifurcated and either vectored towards the actuator leading in phase or the actuator lagging in phase. In the present study, the influence of phase difference and Strouhal number on the vectoring behaviour is examined experimentally. Phase-locked vorticity fields, measured using Particle Image Velocimetry (PIV), are used to track vortex pairs. The physical mechanisms that explain the diversity in vectoring behaviour are observed based on the vortex trajectories. For a fixed phase difference, the vectoring behaviour is shown to be primarily influenced by pinch-off time of vortex rings generated by the synthetic jets. Beyond a certain formation number, the pinch-off timescale becomes invariant. In this region, the vectoring behaviour is determined by the distance between subsequent vortex rings. We acknowledge the financial support from the European Research Council (ERC grant agreement no. 277472).

  14. Two-Dimensional Supersonic Nozzle Thrust Vectoring Using Staggered Ramps

    NASA Astrophysics Data System (ADS)

    Montes, Carlos Fernando

    A novel mechanism for vectoring the thrust of a supersonic, air-breathing engine was analyzed numerically using ANSYS Fluent. The mechanism uses two asymmetrically staggered ramps; one placed at the throat, the other positioned at the exit lip of the nozzle. The nozzle was designed using published flow data, isentropic relationships, and piecewise quartic splines. The design was verified numerically and was in fair agreement with the analytical data. Using the steady-state pressure-based solver, along with the realizable kappa - epsilon turbulence model, a total of eighteen simulations were conducted: three ramp lengths at three angles, using two sets of inlet boundary conditions (non-afterburning and afterburning). The vectoring simulations showed that the afterburning flow yields a lower flow deflection distribution, shown by the calculated average deflection angle and area-weighted integrals of the distributions. The data implies that an aircraft can achieve an average thrust vectoring angle of approximately 30° in a given direction with the longest ramp length and largest ramp angle configuration. With increasing ramp angle, the static pressure across the nozzle inlet increased, causing concern for potential negative effects on the engine's turbine. The mechanism, for which a provisional patent application has been filed, will require further work to investigate the maximum possible thrust vectoring angle, including experiments.

  15. Thrust Vectoring Nozzle for Modern Military Aircraft

    DTIC Science & Technology

    2000-05-11

    Thrust Vectoring Nozzle for Modern Military Aircraft Daniel Ikaza Industria de Turbo Propulsores S.A. (ITP) Parque Tecnol6gico, edificio 300 48170...programme has only been possible with the contribution of partners and organizations, namely: Spanish Ministries of Industry and Defence, with

  16. Computational Study of an Axisymmetric Dual Throat Fluidic Thrust Vectoring Nozzle for a Supersonic Aircraft Application

    NASA Technical Reports Server (NTRS)

    Deere, Karen A.; Flamm, Jeffrey D.; Berrier, Bobby L.; Johnson, Stuart K.

    2007-01-01

    A computational investigation of an axisymmetric Dual Throat Nozzle concept has been conducted. This fluidic thrust-vectoring nozzle was designed with a recessed cavity to enhance the throat shifting technique for improved thrust vectoring. The structured-grid, unsteady Reynolds- Averaged Navier-Stokes flow solver PAB3D was used to guide the nozzle design and analyze performance. Nozzle design variables included extent of circumferential injection, cavity divergence angle, cavity length, and cavity convergence angle. Internal nozzle performance (wind-off conditions) and thrust vector angles were computed for several configurations over a range of nozzle pressure ratios from 1.89 to 10, with the fluidic injection flow rate equal to zero and up to 4 percent of the primary flow rate. The effect of a variable expansion ratio on nozzle performance over a range of freestream Mach numbers up to 2 was investigated. Results indicated that a 60 circumferential injection was a good compromise between large thrust vector angles and efficient internal nozzle performance. A cavity divergence angle greater than 10 was detrimental to thrust vector angle. Shortening the cavity length improved internal nozzle performance with a small penalty to thrust vector angle. Contrary to expectations, a variable expansion ratio did not improve thrust efficiency at the flight conditions investigated.

  17. A static investigation of the thrust vectoring system of the F/A-18 high-alpha research vehicle

    NASA Technical Reports Server (NTRS)

    Mason, Mary L.; Capone, Francis J.; Asbury, Scott C.

    1992-01-01

    A static (wind-off) test was conducted in the static test facility of the Langley 16-foot Transonic Tunnel to evaluate the vectoring capability and isolated nozzle performance of the proposed thrust vectoring system of the F/A-18 high alpha research vehicle (HARV). The thrust vectoring system consisted of three asymmetrically spaced vanes installed externally on a single test nozzle. Two nozzle configurations were tested: A maximum afterburner-power nozzle and a military-power nozzle. Vane size and vane actuation geometry were investigated, and an extensive matrix of vane deflection angles was tested. The nozzle pressure ratios ranged from two to six. The results indicate that the three vane system can successfully generate multiaxis (pitch and yaw) thrust vectoring. However, large resultant vector angles incurred large thrust losses. Resultant vector angles were always lower than the vane deflection angles. The maximum thrust vectoring angles achieved for the military-power nozzle were larger than the angles achieved for the maximum afterburner-power nozzle.

  18. Aeroservoelastic Modeling and Validation of a Thrust-Vectoring F/A-18 Aircraft

    NASA Technical Reports Server (NTRS)

    Brenner, Martin J.

    1996-01-01

    An F/A-18 aircraft was modified to perform flight research at high angles of attack (AOA) using thrust vectoring and advanced control law concepts for agility and performance enhancement and to provide a testbed for the computational fluid dynamics community. Aeroservoelastic (ASE) characteristics had changed considerably from the baseline F/A-18 aircraft because of structural and flight control system amendments, so analyses and flight tests were performed to verify structural stability at high AOA. Detailed actuator models that consider the physical, electrical, and mechanical elements of actuation and its installation on the airframe were employed in the analysis to accurately model the coupled dynamics of the airframe, actuators, and control surfaces. This report describes the ASE modeling procedure, ground test validation, flight test clearance, and test data analysis for the reconfigured F/A-18 aircraft. Multivariable ASE stability margins are calculated from flight data and compared to analytical margins. Because this thrust-vectoring configuration uses exhaust vanes to vector the thrust, the modeling issues are nearly identical for modem multi-axis nozzle configurations. This report correlates analysis results with flight test data and makes observations concerning the application of the linear predictions to thrust-vectoring and high-AOA flight.

  19. Static internal performance of an axisymmetric nozzle with multiaxis thrust-vectoring capability

    NASA Technical Reports Server (NTRS)

    Carson, George T., Jr.; Capone, Francis J.

    1991-01-01

    An investigation was conducted in the static test facility of the Langley 16 Foot Transonic Tunnel in order to determine the internal performance characteristics of a multiaxis thrust vectoring axisymmetric nozzle. Thrust vectoring for this nozzle was achieved by deflection of only the divergent section of this nozzle. The effects of nozzle power setting and divergent flap length were studied at nozzle deflection angles of 0 to 30 at nozzle pressure ratios up to 8.0.

  20. Investigation of advanced thrust vectoring exhaust systems for high speed propulsive lift

    NASA Technical Reports Server (NTRS)

    Hutchison, R. A.; Petit, J. E.; Capone, F. J.; Whittaker, R. W.

    1980-01-01

    The paper presents the results of a wind tunnel investigation conducted at the NASA-Langley research center to determine thrust vectoring/induced lift characteristics of advanced exhaust nozzle concepts installed on a supersonic tactical airplane model. Specific test objectives include: (1) basic aerodynamics of a wing body configuration, (2) investigation of induced lift effects, (3) evaluation of static and forward speed performance, and (4) the effectiveness of a canard surface to trim thrust vectoring/induced lift forces and moments.

  1. Static Thrust and Vectoring Performance of a Spherical Convergent Flap Nozzle with a Nonrectangular Divergent Duct

    NASA Technical Reports Server (NTRS)

    Wing, David J.

    1998-01-01

    The static internal performance of a multiaxis-thrust-vectoring, spherical convergent flap (SCF) nozzle with a non-rectangular divergent duct was obtained in the model preparation area of the Langley 16-Foot Transonic Tunnel. Duct cross sections of hexagonal and bowtie shapes were tested. Additional geometric parameters included throat area (power setting), pitch flap deflection angle, and yaw gimbal angle. Nozzle pressure ratio was varied from 2 to 12 for dry power configurations and from 2 to 6 for afterburning power configurations. Approximately a 1-percent loss in thrust efficiency from SCF nozzles with a rectangular divergent duct was incurred as a result of internal oblique shocks in the flow field. The internal oblique shocks were the result of cross flow generated by the vee-shaped geometric throat. The hexagonal and bowtie nozzles had mirror-imaged flow fields and therefore similar thrust performance. Thrust vectoring was not hampered by the three-dimensional internal geometry of the nozzles. Flow visualization indicates pitch thrust-vector angles larger than 10' may be achievable with minimal adverse effect on or a possible gain in resultant thrust efficiency as compared with the performance at a pitch thrust-vector angle of 10 deg.

  2. Dryden/Edwards 1994 Thrust-Vectoring Aircraft Fleet - F-18 HARV, X-31, F-16 MATV

    NASA Technical Reports Server (NTRS)

    1994-01-01

    The three thrust-vectoring aircraft at Edwards, California, each capable of flying at extreme angles of attack, cruise over the California desert in formation during flight in March 1994. They are, from left, NASA's F-18 High Alpha Research Vehicle (HARV), flown by the NASA Dryden Flight Research Center; the X-31, flown by the X-31 International Test Organization (ITO) at Dryden; and the Air Force F-16 Multi-Axis Thrust Vectoring (MATV) aircraft. All three aircraft were flown in different programs and were developed independently. The NASA F-18 HARV was a testbed to produce aerodynamic data at high angles of attack to validate computer codes and wind tunnel research. The X-31 was used to study thrust vectoring to enhance close-in air combat maneuvering, while the F-16 MATV was a demonstration of how thrust vectoring could be applied to operational aircraft.

  3. Vectoring of parallel synthetic jets: A parametric study

    NASA Astrophysics Data System (ADS)

    Berk, Tim; Gomit, Guillaume; Ganapathisubramani, Bharathram

    2016-11-01

    The vectoring of a pair of parallel synthetic jets can be described using five dimensionless parameters: the aspect ratio of the slots, the Strouhal number, the Reynolds number, the phase difference between the jets and the spacing between the slots. In the present study, the influence of the latter four on the vectoring behaviour of the jets is examined experimentally using particle image velocimetry. Time-averaged velocity maps are used to study the variations in vectoring behaviour for a parametric sweep of each of the four parameters independently. A topological map is constructed for the full four-dimensional parameter space. The vectoring behaviour is described both qualitatively and quantitatively. A vectoring mechanism is proposed, based on measured vortex positions. We acknowledge the financial support from the European Research Council (ERC Grant Agreement No. 277472).

  4. Static internal performance of single expansion-ramp nozzles with thrust vectoring and reversing

    NASA Technical Reports Server (NTRS)

    Re, R. J.; Berrier, B. L.

    1982-01-01

    The effects of geometric design parameters on the internal performance of nonaxisymmetric single expansion-ramp nozzles were investigated at nozzle pressure ratios up to approximately 10. Forward-flight (cruise), vectored-thrust, and reversed-thrust nozzle operating modes were investigated.

  5. Optimal Pitch Thrust-Vector Angle and Benefits for all Flight Regimes

    NASA Technical Reports Server (NTRS)

    Gilyard, Glenn B.; Bolonkin, Alexander

    2000-01-01

    The NASA Dryden Flight Research Center is exploring the optimum thrust-vector angle on aircraft. Simple aerodynamic performance models for various phases of aircraft flight are developed and optimization equations and algorithms are presented in this report. Results of optimal angles of thrust vectors and associated benefits for various flight regimes of aircraft (takeoff, climb, cruise, descent, final approach, and landing) are given. Results for a typical wide-body transport aircraft are also given. The benefits accruable for this class of aircraft are small, but the technique can be applied to other conventionally configured aircraft. The lower L/D aerodynamic characteristics of fighters generally would produce larger benefits than those produced for transport aircraft.

  6. On INM's Use of Corrected Net Thrust for the Prediction of Jet Aircraft Noise

    NASA Technical Reports Server (NTRS)

    McAninch, Gerry L.; Shepherd, Kevin P.

    2011-01-01

    The Federal Aviation Administration s (FAA) Integrated Noise Model (INM) employs a prediction methodology that relies on corrected net thrust as the sole correlating parameter between aircraft and engine operating states and aircraft noise. Thus aircraft noise measured for one set of atmospheric and aircraft operating conditions is assumed to be applicable to all other conditions as long as the corrected net thrust remains constant. This hypothesis is investigated under two primary assumptions: (1) the sound field generated by the aircraft is dominated by jet noise, and (2) the sound field generated by the jet flow is adequately described by Lighthill s theory of noise generated by turbulence.

  7. Static internal performance including thrust vectoring and reversing of two-dimensional convergent-divergent nozzles

    NASA Technical Reports Server (NTRS)

    Re, R. J.; Leavitt, L. D.

    1984-01-01

    The effects of geometric design parameters on two dimensional convergent-divergent nozzles were investigated at nozzle pressure ratios up to 12 in the static test facility. Forward flight (dry and afterburning power settings), vectored-thrust (afterburning power setting), and reverse-thrust (dry power setting) nozzles were investigated. The nozzles had thrust vector angles from 0 deg to 20.26 deg, throat aspect ratios of 3.696 to 7.612, throat radii from sharp to 2.738 cm, expansion ratios from 1.089 to 1.797, and various sidewall lengths. The results indicate that unvectored two dimensional convergent-divergent nozzles have static internal performance comparable to axisymmetric nozzles with similar expansion ratios.

  8. Design of a mixer for the thrust-vectoring system on the high-alpha research vehicle

    NASA Technical Reports Server (NTRS)

    Pahle, Joseph W.; Bundick, W. Thomas; Yeager, Jessie C.; Beissner, Fred L., Jr.

    1996-01-01

    One of the advanced control concepts being investigated on the High-Alpha Research Vehicle (HARV) is multi-axis thrust vectoring using an experimental thrust-vectoring (TV) system consisting of three hydraulically actuated vanes per engine. A mixer is used to translate the pitch-, roll-, and yaw-TV commands into the appropriate TV-vane commands for distribution to the vane actuators. A computer-aided optimization process was developed to perform the inversion of the thrust-vectoring effectiveness data for use by the mixer in performing this command translation. Using this process a new mixer was designed for the HARV and evaluated in simulation and flight. An important element of the Mixer is the priority logic, which determines priority among the pitch-, roll-, and yaw-TV commands.

  9. Implicit time-marching solution of the Navier-Stokes equations for thrust reversing and thrust vectoring nozzle flows

    NASA Technical Reports Server (NTRS)

    Imlay, S. T.

    1986-01-01

    An implicit finite volume method is investigated for the solution of the compressible Navier-Stokes equations for flows within thrust reversing and thrust vectoring nozzles. Thrust reversing nozzles typically have sharp corners, and the rapid expansion and large turning angles near these corners are shown to cause unacceptable time step restrictions when conventional approximate factorization methods are used. In this investigation these limitations are overcome by using second-order upwind differencing and line Gauss-Siedel relaxation. This method is implemented with a zonal mesh so that flows through complex nozzle geometries may be efficiently calculated. Results are presented for five nozzle configurations including two with time varying geometries. Three cases are compared with available experimental data and the results are generally acceptable.

  10. Thrust shock vector control of an axisymmetric conical supersonic nozzle via secondary transverse gas injection

    NASA Astrophysics Data System (ADS)

    Zmijanovic, V.; Lago, V.; Sellam, M.; Chpoun, A.

    2014-01-01

    Transverse secondary gas injection into the supersonic flow of an axisymmetric convergent-divergent nozzle is investigated to describe the effects of the fluidic thrust vectoring within the framework of a small satellite launcher. Cold-flow dry-air experiments are performed in a supersonic wind tunnel using two identical supersonic conical nozzles with the different transverse injection port positions. The complex three-dimensional flow field generated by the supersonic cross-flows in these test nozzles was examined. Valuable experimental data were confronted and compared with the results obtained from the numerical simulations. Different nozzle models are numerically simulated under experimental conditions and then further investigated to determine which parameters significantly affect thrust vectoring. Effects which characterize the nozzle and thrust vectoring performances are established. The results indicate that with moderate secondary to primary mass flow rate ratios, ranging around 5 %, it is possible to achieve pertinent vector side forces. It is also revealed that injector positioning and geometry have a strong effect on the shock vector control system and nozzle performances.

  11. Thrust vectoring of broad ion beams for spacecraft attitude control

    NASA Technical Reports Server (NTRS)

    Collett, C. R.; King, H. J.

    1973-01-01

    Thrust vectoring is shown to increase the attractiveness of ion thrusters for satellite control applications. Incorporating beam deflection into ion thrusters makes it possible to achieve attitude control without adding any thrusters. Two beam vectoring systems are described that can provide up to 10-deg beam deflection in any azimuth. Both systems have been subjected to extended life tests on a 5-cm thruster which resulted in projected life times of from 7500 to 20,000 hours.

  12. Developmental Testing of Electric Thrust Vector Control Systems for Manned Launch Vehicle Applications

    NASA Technical Reports Server (NTRS)

    Bates, Lisa B.; Young, David T.

    2012-01-01

    This paper describes recent developmental testing to verify the integration of a developmental electromechanical actuator (EMA) with high rate lithium ion batteries and a cross platform extensible controller. Testing was performed at the Thrust Vector Control Research, Development and Qualification Laboratory at the NASA George C. Marshall Space Flight Center. Electric Thrust Vector Control (ETVC) systems like the EMA may significantly reduce recurring launch costs and complexity compared to heritage systems. Electric actuator mechanisms and control requirements across dissimilar platforms are also discussed with a focus on the similarities leveraged and differences overcome by the cross platform extensible common controller architecture.

  13. Thrust Vector Control for Nuclear Thermal Rockets

    NASA Technical Reports Server (NTRS)

    Ensworth, Clinton B. F.

    2013-01-01

    Future space missions may use Nuclear Thermal Rocket (NTR) stages for human and cargo missions to Mars and other destinations. The vehicles are likely to require engine thrust vector control (TVC) to maintain desired flight trajectories. This paper explores requirements and concepts for TVC systems for representative NTR missions. Requirements for TVC systems were derived using 6 degree-of-freedom models of NTR vehicles. Various flight scenarios were evaluated to determine vehicle attitude control needs and to determine the applicability of TVC. Outputs from the models yielded key characteristics including engine gimbal angles, gimbal rates and gimbal actuator power. Additional factors such as engine thrust variability and engine thrust alignment errors were examined for impacts to gimbal requirements. Various technologies are surveyed for TVC systems for the NTR applications. A key factor in technology selection is the unique radiation environment present in NTR stages. Other considerations including mission duration and thermal environments influence the selection of optimal TVC technologies. Candidate technologies are compared to see which technologies, or combinations of technologies best fit the requirements for selected NTR missions. Representative TVC systems are proposed and key properties such as mass and power requirements are defined. The outputs from this effort can be used to refine NTR system sizing models, providing higher fidelity definition for TVC systems for future studies.

  14. A simple dynamic engine model for use in a real-time aircraft simulation with thrust vectoring

    NASA Technical Reports Server (NTRS)

    Johnson, Steven A.

    1990-01-01

    A simple dynamic engine model was developed at the NASA Ames Research Center, Dryden Flight Research Facility, for use in thrust vectoring control law development and real-time aircraft simulation. The simple dynamic engine model of the F404-GE-400 engine (General Electric, Lynn, Massachusetts) operates within the aircraft simulator. It was developed using tabular data generated from a complete nonlinear dynamic engine model supplied by the manufacturer. Engine dynamics were simulated using a throttle rate limiter and low-pass filter. Included is a description of a method to account for axial thrust loss resulting from thrust vectoring. In addition, the development of the simple dynamic engine model and its incorporation into the F-18 high alpha research vehicle (HARV) thrust vectoring simulation. The simple dynamic engine model was evaluated at Mach 0.2, 35,000 ft altitude and at Mach 0.7, 35,000 ft altitude. The simple dynamic engine model is within 3 percent of the steady state response, and within 25 percent of the transient response of the complete nonlinear dynamic engine model.

  15. Effects of Cavity on the Performance of Dual Throat Nozzle During the Thrust-Vectoring Starting Transient Process.

    PubMed

    Gu, Rui; Xu, Jinglei

    2014-01-01

    The dual throat nozzle (DTN) technique is capable to achieve higher thrust-vectoring efficiencies than other fluidic techniques, without compromising thrust efficiency significantly during vectoring operation. The excellent performance of the DTN is mainly due to the concaved cavity. In this paper, two DTNs of different scales have been investigated by unsteady numerical simulations to compare the parameter variations and study the effects of cavity during the vector starting process. The results remind us that during the vector starting process, dynamic loads may be generated, which is a potentially challenging problem for the aircraft trim and control.

  16. Thrust and torque vector characteristics of axially-symmetric E-sail

    NASA Astrophysics Data System (ADS)

    Bassetto, Marco; Mengali, Giovanni; Quarta, Alessandro A.

    2018-05-01

    The Electric Solar Wind Sail is an innovative propulsion system concept that gains propulsive acceleration from the interaction with charged particles released by the Sun. The aim of this paper is to obtain analytical expressions for the thrust and torque vectors of a spinning sail of given shape. Under the only assumption that each tether belongs to a plane containing the spacecraft spin axis, a general analytical relation is found for the thrust and torque vectors as a function of the spacecraft attitude relative to an orbital reference frame. The results are then applied to the noteworthy situation of a Sun-facing sail, that is, when the spacecraft spin axis is aligned with the Sun-spacecraft line, which approximatively coincides with the solar wind direction. In that case, the paper discusses the equilibrium shape of the generic conducting tether as a function of the sail geometry and the spin rate, using both a numerical and an analytical (approximate) approach. As a result, the structural characteristics of the conducting tether are related to the spacecraft geometric parameters.

  17. PAB3D Simulations of a Nozzle with Fluidic Injection for Yaw Thrust-Vector Control

    NASA Technical Reports Server (NTRS)

    Deere, Karen A.

    1998-01-01

    An experimental and computational study was conducted on an exhaust nozzle with fluidic injection for yaw thrust-vector control. The nozzle concept was tested experimentally in the NASA Langley Jet Exit Test Facility (JETF) at nozzle pressure ratios up to 4 and secondary fluidic injection flow rates up to 15 percent of the primary flow rate. Although many injection-port geometries and two nozzle planforms (symmetric and asymmetric) were tested experimentally, this paper focuses on the computational results of the more successful asymmetric planform with a slot injection port. This nozzle concept was simulated with the Navier-Stokes flow solver, PAB3D, invoking the Shih, Zhu, and Lumley algebraic Reynolds stress turbulence model (ASM) at nozzle pressure ratios (NPRs) of 2,3, and 4 with secondary to primary injection flow rates (w(sub s)/w(sub p)) of 0, 2, 7 and 10 percent.

  18. Vista/F-16 Multi-Axis Thrust Vectoring (MATV) control law design and evaluation

    NASA Technical Reports Server (NTRS)

    Zwerneman, W. D.; Eller, B. G.

    1994-01-01

    For the Multi-Axis Thrust Vectoring (MATV) program, a new control law was developed using multi-axis thrust vectoring to augment the aircraft's aerodynamic control power to provide maneuverability above the normal F-16 angle of attack limit. The control law architecture was developed using Lockheed Fort Worth's offline and piloted simulation capabilities. The final flight control laws were used in flight test to demonstrate tactical benefits gained by using thrust vectoring in air-to-air combat. Differences between the simulator aerodynamics data base and the actual aircraft aerodynamics led to significantly different lateral-directional flying qualities during the flight test program than those identified during piloted simulation. A 'dial-a-gain' flight test control law update was performed in the middle of the flight test program. This approach allowed for inflight optimization of the aircraft's flying qualities. While this approach is not preferred over updating the simulator aerodynamic data base and then updating the control laws, the final selected gain set did provide adequate lateral-directional flying qualities over the MATV flight envelope. The resulting handling qualities and the departure resistance of the aircraft allowed the 422nd_squadron pilots to focus entirely on evaluating the aircraft's tactical utility.

  19. Electromechanical actuation for thrust vector control applications

    NASA Technical Reports Server (NTRS)

    Roth, Mary Ellen

    1990-01-01

    The advanced launch system (ALS), is a launch vehicle that is designed to be cost-effective, highly reliable, and operationally efficient with a goal of reducing the cost per pound to orbit. An electromechanical actuation (EMA) system is being developed as an attractive alternative to the hydraulic systems. The controller will integrate 20 kHz resonant link power management and distribution (PMAD) technology and pulse population modulation (PPM) techniques to implement field-oriented vector control (FOVC) of a new advanced induction motor. The driver and the FOVC will be microprocessor controlled. For increased system reliability, a built-in test (BITE) capability will be included. This involves introducing testability into the design of a system such that testing is calibrated and exercised during the design, manufacturing, maintenance, and prelaunch activities. An actuator will be integrated with the motor controller for performance testing of the EMA thrust vector control (TVC) system. The EMA system and work proposed for the future are discussed.

  20. Noise, Turbulence, and Thrust of Subsonic Free Jets from Lobed Nozzles

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.; Wang, F. Y.

    2002-01-01

    A study of noise benefit, vis-a-vis thrust penalty, and its correlation to turbulence intensities was conducted for free jets issuing from lobed nozzles. Four convergent nozzles with constant exit area were used in the experiments. Three of these were of rectangular lobed configuration having six, ten and fourteen lobes; the fourth was a circular nozzle. Increasing the number of lobes resulted in a progressive reduction in the turbulence intensities as well as in the overall radiated noise. The noise reduction was pronounced at the low frequency end of the spectrum. However, there was an increase in the high frequency noise that rendered the overall benefit less attractive when compared on a scaled-up A-weighted basis. A reduction in noise was accompanied by a commensurate reduction in the turbulent kinetic energy in the flow field. As expected, increasing the number of lobes involved progressive reduction in the thrust coefficient. Among the cases studied, the six-lobed nozzle had the optimum reduction in turbulence and noise with the least thrust penalty.

  1. Linear Test Bed. Volume 2: Test Bed No. 2. [linear aerospike test bed for thrust vector control

    NASA Technical Reports Server (NTRS)

    1974-01-01

    Test bed No. 2 consists of 10 combustors welded in banks of 5 to 2 symmetrical tubular nozzle assemblies, an upper stationary thrust frame, a lower thrust frame which can be hinged, a power package, a triaxial combustion wave ignition system, a pneumatic control system, pneumatically actuated propellant valves, a purge and drain system, and an electrical control system. The power package consists of the Mark 29-F fuel turbopump, the Mark 29-0 oxidizer turbopump, a gas generator assembly, and propellant ducting. The system, designated as a linear aerospike system, was designed to demonstrate the feasibility of the concept and to explore technology related to thrust vector control, thrust vector optimization, improved sequencing and control, and advanced ignition systems. The propellants are liquid oxygen/liquid hydrogen. The system was designed to operate at 1200-psia chamber pressure at an engine mixture ratio of 5.5. With 10 combustors, the sea level thrust is 95,000 pounds.

  2. Design and test of electromechanical actuators for thrust vector control

    NASA Technical Reports Server (NTRS)

    Cowan, J. R.; Weir, Rae Ann

    1993-01-01

    New control mechanisms technologies are currently being explored to provide alternatives to hydraulic thrust vector control (TVC) actuation systems. For many years engineers have been encouraging the investigation of electromechanical actuators (EMA) to take the place of hydraulics for spacecraft control/gimballing systems. The rationale is to deliver a lighter, cleaner, safer, more easily maintained, as well as energy efficient space vehicle. In light of this continued concern to improve the TVC system, the Propulsion Laboratory at the NASA George C. Marshall Space Flight Center (MSFC) is involved in a program to develop electromechanical actuators for the purpose of testing and TVC system implementation. Through this effort, an electromechanical thrust vector control actuator has been designed and assembled. The design consists of the following major components: Two three-phase brushless dc motors, a two pass gear reduction system, and a roller screw, which converts rotational input into linear output. System control is provided by a solid-state electronic controller and power supply. A pair of resolvers and associated electronics deliver position feedback to the controller such that precise positioning is achieved. Testing and evaluation is currently in progress. Goals focus on performance comparisons between EMA's and similar hydraulic systems.

  3. Design and test of electromechanical actuators for thrust vector control

    NASA Astrophysics Data System (ADS)

    Cowan, J. R.; Weir, Rae Ann

    1993-05-01

    New control mechanisms technologies are currently being explored to provide alternatives to hydraulic thrust vector control (TVC) actuation systems. For many years engineers have been encouraging the investigation of electromechanical actuators (EMA) to take the place of hydraulics for spacecraft control/gimballing systems. The rationale is to deliver a lighter, cleaner, safer, more easily maintained, as well as energy efficient space vehicle. In light of this continued concern to improve the TVC system, the Propulsion Laboratory at the NASA George C. Marshall Space Flight Center (MSFC) is involved in a program to develop electromechanical actuators for the purpose of testing and TVC system implementation. Through this effort, an electromechanical thrust vector control actuator has been designed and assembled. The design consists of the following major components: Two three-phase brushless dc motors, a two pass gear reduction system, and a roller screw, which converts rotational input into linear output. System control is provided by a solid-state electronic controller and power supply. A pair of resolvers and associated electronics deliver position feedback to the controller such that precise positioning is achieved. Testing and evaluation is currently in progress. Goals focus on performance comparisons between EMA's and similar hydraulic systems.

  4. A static investigation of yaw vectoring concepts on two-dimensional convergent-divergent nozzles

    NASA Technical Reports Server (NTRS)

    Berrier, B. L.; Mason, M. L.

    1983-01-01

    The flow-turning capability and nozzle internal performance of yaw-vectoring nozzle geometries were tested in the NASA Langley 16-ft Transonic wind tunnel. The concept was investigated as a means of enhancing fighter jet performance. Five two-dimensional convergent-divergent nozzles were equipped for yaw-vectoring and examined. The configurations included a translating left sidewall, left and right sidewall flaps downstream of the nozzle throat, left sidewall flaps or port located upstream of the nozzle throat, and a powered rudder. Trials were also run with 20 deg of pitch thrust vectoring added. The feasibility of providing yaw-thrust vectoring was demonstrated, with the largest yaw vector angles being obtained with sidewall flaps downstream of the nozzle primary throat. It was concluded that yaw vector designs that scoop or capture internal nozzle flow provide the largest yaw-vector capability, but decrease the thrust the most.

  5. Fold-and-thrust belt curvature in the Fars region, eastern Zagros, achieved by variable thrust slip vectors and fault block rotations

    NASA Astrophysics Data System (ADS)

    Edey, Alex; Allen, Mark B.

    2017-04-01

    Many fold-and-thrust belts are curved in plan view, but the origins of this curvature are debated. Understanding which mechanism(s) is appropriate is important to constrain the behaviour of the lithosphere during compressional deformation. Here we analyse the active deformation of the Fars Arc region in the eastern part of the Zagros, Iran, including slip vectors of 92 earthquakes, published GPS and palaeomagnetism data, and the distributions of young and/or active folds. The fold-and-thrust belt in the Fars Arc shows pronounced curvature, convex southwards. Folds trends vary from NW-SE in the west to ENE-WSW in the east. The GPS-derived velocity field shows NNE to SSW convergence, towards the foreland on the Arabian Plate, without dispersion. Earthquake slip vectors are highly variable, spanning a range of azimuths from SW to SSE in an Arabian Plate reference frame. The full variation of azimuths occurs within small (10s of km) sub-regions, but this variation is superimposed on a radial pattern, whereby slip vectors tend to be parallel to the regional topographic gradient. Given the lack of variation in the GPS vectors, we conclude that the Fars Arc is not curved as a result of gravitational spreading over the adjacent foreland, but as a result of deformation being restricted at tectonic boundaries at the eastern and western margins of the Arc. Fault blocks and folds within the Fars Arc, each 20-40 km long, rotate about vertical axes to achieve the overall curvature, predominantly clockwise in the west and counter-clockwise in the east. Active folds of different orientations may intersect and produce dome-and-basin interference patterns, without the need for a series of separate deformation phases of different stress orientations. The Fars Arc clearly contrasts with the Himalayas, where both GPS and earthquake slip vectors display radial patterns towards the foreland, and gravitational spreading is a viable mechanism for producing fold-and-thrust belt curvature.

  6. Thrust vector control algorithm design for the Cassini spacecraft

    NASA Technical Reports Server (NTRS)

    Enright, Paul J.

    1993-01-01

    This paper describes a preliminary design of the thrust vector control algorithm for the interplanetary spacecraft, Cassini. Topics of discussion include flight software architecture, modeling of sensors, actuators, and vehicle dynamics, and controller design and analysis via classical methods. Special attention is paid to potential interactions with structural flexibilities and propellant dynamics. Controller performance is evaluated in a simulation environment built around a multi-body dynamics model, which contains nonlinear models of the relevant hardware and preliminary versions of supporting attitude determination and control functions.

  7. Comparison of straight and 15 degree vectored nozzles using a six component thrust stand

    NASA Technical Reports Server (NTRS)

    Carpenter, Thomas W.; Flake, Scott

    1991-01-01

    This project compared the forces and moments produced by straight and 15 degree vectored nozzles. Using the six component thrust stand in the engines laboratory at California Polytechnic State University, several trials were performed. This data was then reduced using first a computer program and then later an electronic spreadsheet. This reduced data was graphed and compared. As a result of these comparisons some unexpected forces were discovered. Several more tests were run including a zero thrust test and a statistical comparison were done to discover the source of these discrepancies. As a direct result several nozzle changes were made and significant revisions to the thrust stand are being made.

  8. Pulsed Ejector Thrust Amplification Tested and Modeled

    NASA Technical Reports Server (NTRS)

    Wilson, Jack

    2004-01-01

    There is currently much interest in pulsed detonation engines for aeronautical propulsion. This, in turn, has sparked renewed interest in pulsed ejectors to increase the thrust of such engines, since previous, though limited, research had indicated that pulsed ejectors could double the thrust in a short device. An experiment has been run at the NASA Glenn Research Center, using a shrouded Hartmann-Sprenger tube as a source of pulsed flow, to measure the thrust augmentation of a statistically designed set of ejectors. A Hartmann- Sprenger tube directs the flow from a supersonic nozzle (Mach 2 in the present experiment) into a closed tube. Under appropriate conditions, an oscillation is set up in which the jet flow alternately fills the tube and then spills around flow emerging from the tube. The tube length determines the frequency of oscillation. By shrouding the tube, the flow was directed out of the shroud as an axial stream. The set of ejectors comprised three different ejector lengths, three ejector diameters, and three nose radii. The thrust of the jet alone, and then of the jet plus ejector, was measured using a thrust plate. The arrangement is shown in this photograph. Thrust augmentation is defined as the thrust of the jet with an ejector divided by the thrust of the jet alone. The experiments exhibited an optimum ejector diameter and length for maximizing the thrust augmentation, but little dependence on nose radius. Different frequencies were produced by changing the length of the Hartmann-Sprenger tube, and the experiment was run at a total of four frequencies. Additional measurements showed that the major feature of the pulsed jet was a starting vortex ring. The size of the vortex ring depended on the frequency, as did the optimum ejector diameter.

  9. Large-Scale Wind-Tunnel Tests of Exhaust Ingestion Due to Thrust Reversal on a Four-Engine Jet Transport during Ground Roll

    NASA Technical Reports Server (NTRS)

    Tolhurst, William H., Jr.; Hickey, David H.; Aoyagi, Kiyoshi

    1961-01-01

    Wind-tunnel tests have been conducted on a large-scale model of a swept-wing jet transport type airplane to study the factors affecting exhaust gas ingestion into the engine inlets when thrust reversal is used during ground roll. The model was equipped with four small jet engines mounted in nacelles beneath the wing. The tests included studies of both cascade and target type reversers. The data obtained included the free-stream velocity at the occurrence of exhaust gas ingestion in the outboard engine and the increment of drag due to thrust reversal for various modifications of thrust reverser configuration. Motion picture films of smoke flow studies were also obtained to supplement the data. The results show that the free-stream velocity at which ingestion occurred in the outboard engines could be reduced considerably, by simple modifications to the reversers, without reducing the effective drag due to reversed thrust.

  10. Fluidic Vectoring of a Planar Incompressible Jet Flow

    NASA Astrophysics Data System (ADS)

    Mendez, Miguel Alfonso; Scelzo, Maria Teresa; Enache, Adriana; Buchlin, Jean-Marie

    2018-06-01

    This paper presents an experimental, a numerical and a theoretical analysis of the performances of a fluidic vectoring device for controlling the direction of a turbulent, bi-dimensional and low Mach number (incompressible) jet flow. The investigated design is the co-flow secondary injection with Coanda surface, which allows for vectoring angles up to 25° with no need of moving mechanical parts. A simple empirical model of the vectoring process is presented and validated via experimental and numerical data. The experiments consist of flow visualization and image processing for the automatic detection of the jet centerline; the numerical simulations are carried out solving the Unsteady Reynolds Average Navier- Stokes (URANS) closed with the k - ω SST turbulence model, using the PisoFoam solver from OpenFOAM. The experimental validation on three different geometrical configurations has shown that the model is capable of providing a fast and reliable evaluation of the device performance as a function of the operating conditions.

  11. Vector thrust induced lift effects for several ejector exhaust locations on a V/STOL wind tunnel model at forward speed

    NASA Technical Reports Server (NTRS)

    Sharon, A. D.

    1975-01-01

    The results and analysis of aerodynamic force data obtained from a small scale model of a V/STOL research vehicle in a low speed wind tunnel are presented. The analysis of the data includes the evaluation of aerodynamic-propulsive lift performance when operating twin ejector nozzles with thrust deflected. Three different types of thrust deflector systems were examined: 90 deg downward deflected nozzle, 90 deg slotted nozzle with boundary layer control, and an externally blown flap configuration. Several nozzle locations were tested, including over and underwing positions. The interference lift of the nacelle and model due to jet exhaust thrust is compared and results show that 90 deg turned nozzles located over the wing (near the trailing edge) produce the largest interference lift increment for an untrimmed aircraft, and that the slotted nozzle located under the wing near the trailing edge (in conjunction with a BLC flap) gives a comparable interference lift in the trimmed condition. The externally blown flap nozzle produced the least interference lift and significantly less total lift due to jet thrust effects.

  12. Flight-Determined Subsonic Longitudinal Stability and Control Derivatives of the F-18 High Angle of Attack Research Vehicle (HARV) with Thrust Vectoring

    NASA Technical Reports Server (NTRS)

    Iliff, Kenneth W.; Wang, Kon-Sheng Charles

    1997-01-01

    The subsonic longitudinal stability and control derivatives of the F-18 High Angle of Attack Research Vehicle (HARV) are extracted from dynamic flight data using a maximum likelihood parameter identification technique. The technique uses the linearized aircraft equations of motion in their continuous/discrete form and accounts for state and measurement noise as well as thrust-vectoring effects. State noise is used to model the uncommanded forcing function caused by unsteady aerodynamics over the aircraft, particularly at high angles of attack. Thrust vectoring was implemented using electrohydraulically-actuated nozzle postexit vanes and a specialized research flight control system. During maneuvers, a control system feature provided independent aerodynamic control surface inputs and independent thrust-vectoring vane inputs, thereby eliminating correlations between the aircraft states and controls. Substantial variations in control excitation and dynamic response were exhibited for maneuvers conducted at different angles of attack. Opposing vane interactions caused most thrust-vectoring inputs to experience some exhaust plume interference and thus reduced effectiveness. The estimated stability and control derivatives are plotted, and a discussion relates them to predicted values and maneuver quality.

  13. Search for vector-like quark production in the lepton+jets and dilepton+jets final states using 5.4 fb -1 of Run II data

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Caughron, Seth

    2011-01-01

    The Standard Model of particle physics provides an excellent description of particle interactions at energies up to ~1 TeV, but it is expected to fail above that scale. Multiple models developed to describe phenomena above the TeV scale predict the existence of very massive, vector-like quarks. A search for single electroweak production of such particles in pmore » $$\\bar{p}$$ collisions at a center-of-mass energy of 1.96 TeV is performed in the W+jets and Z+jets channels. The data were collected by the DØ detector at the Fermilab Tevatron Collider and correspond to an integrated luminosity of 5.4 fb -1. Events consistent with a heavy object decaying to a vector boson and a jet are selected. We observe no significant excess in comparison to the background prediction and set 95% confidence level upper limits on production cross sections for vector-like quarks decaying to W+jet and Z+jet. Assuming a vector-like quark -- standard model quark coupling parameter $$\\tilde{κ}$$ qQ of unity, we exclude vector-like quarks with mass below 693 GeV for decays to W+jet and mass below 449 GeV for decays to Z+jet. These represent the most sensitive limits to date.« less

  14. Design Specification for a Thrust-Vectoring, Actuated-Nose-Strake Flight Control Law for the High-Alpha Research Vehicle

    NASA Technical Reports Server (NTRS)

    Bacon, Barton J.; Carzoo, Susan W.; Davidson, John B.; Hoffler, Keith D.; Lallman, Frederick J.; Messina, Michael D.; Murphy, Patrick C.; Ostroff, Aaron J.; Proffitt, Melissa S.; Yeager, Jessie C.; hide

    1996-01-01

    Specifications for a flight control law are delineated in sufficient detail to support coding the control law in flight software. This control law was designed for implementation and flight test on the High-Alpha Research Vehicle (HARV), which is an F/A-18 aircraft modified to include an experimental multi-axis thrust-vectoring system and actuated nose strakes for enhanced rolling (ANSER). The control law, known as the HARV ANSER Control Law, was designed to utilize a blend of conventional aerodynamic control effectors, thrust vectoring, and actuated nose strakes to provide increased agility and good handling qualities throughout the HARV flight envelope, including angles of attack up to 70 degrees.

  15. Static internal performance of a single expansion ramp nozzle with multiaxis thrust vectoring capability

    NASA Technical Reports Server (NTRS)

    Capone, Francis J.; Schirmer, Alberto W.

    1993-01-01

    An investigation was conducted at static conditions in order to determine the internal performance characteristics of a multiaxis thrust vectoring single expansion ramp nozzle. Yaw vectoring was achieved by deflecting yaw flaps in the nozzle sidewall into the nozzle exhaust flow. In order to eliminate any physical interference between the variable angle yaw flap deflected into the exhaust flow and the nozzle upper ramp and lower flap which were deflected for pitch vectoring, the downstream corners of both the nozzle ramp and lower flap were cut off to allow for up to 30 deg of yaw vectoring. The effects of nozzle upper ramp and lower flap cutout, yaw flap hinge line location and hinge inclination angle, sidewall containment, geometric pitch vector angle, and geometric yaw vector angle were studied. This investigation was conducted in the static-test facility of the Langley 16-Foot Transonic Tunnel at nozzle pressure ratios up to 8.0.

  16. Novel, Post-Stall, Thrust-Vectored F-15 RPVs: Laboratory and Flight Tests

    DTIC Science & Technology

    1990-04-24

    Flight Tests Program Manager : Douglas Bowers 1ST-Year Report Principal Investigator: Benjamin 6al-Or April 24, 1990 DTIC.LECTE AUG201990 i/ E...constructed. The geometry, dimensions and preliminary wind-tunnel test data for such a design are provided In Appendix A. If funded, such a 3rd...Preliminary Calibration Flight Test Data Obtained from the Onboard Computer ........ 33 Talless, PST-RaNPAS, Roll-Yaw-Pitch, Thrust-Vectored, PST F-15 (Cf. ADp

  17. Design and test of a high power electromechanical actuator for thrust vector control

    NASA Technical Reports Server (NTRS)

    Cowan, J. R.; Myers, W. N.

    1992-01-01

    NASA-Marshall is involved in the development of electromechanical actuators (EMA) for thrust-vector control (TVC) system testing and implementation in spacecraft control/gimballing systems, with a view to the replacement of hydraulic hardware. TVC system control is furnished by solid state controllers and power supplies; a pair of resolvers supply position feedback to the controller for precise positioning. Performance comparisons between EMA and hydraulic TVC systems are performed.

  18. Design and test of a high power electromechanical actuator for thrust vector control

    NASA Astrophysics Data System (ADS)

    Cowan, J. R.; Myers, W. N.

    1992-07-01

    NASA-Marshall is involved in the development of electromechanical actuators (EMA) for thrust-vector control (TVC) system testing and implementation in spacecraft control/gimballing systems, with a view to the replacement of hydraulic hardware. TVC system control is furnished by solid state controllers and power supplies; a pair of resolvers supply position feedback to the controller for precise positioning. Performance comparisons between EMA and hydraulic TVC systems are performed.

  19. A Method for Integrating Thrust-Vectoring and Actuated Forebody Strakes with Conventional Aerodynamic Controls on a High-Performance Fighter Airplane

    NASA Technical Reports Server (NTRS)

    Lallman, Frederick J.; Davidson, John B.; Murphy, Patrick C.

    1998-01-01

    A method, called pseudo controls, of integrating several airplane controls to achieve cooperative operation is presented. The method eliminates conflicting control motions, minimizes the number of feedback control gains, and reduces the complication of feedback gain schedules. The method is applied to the lateral/directional controls of a modified high-performance airplane. The airplane has a conventional set of aerodynamic controls, an experimental set of thrust-vectoring controls, and an experimental set of actuated forebody strakes. The experimental controls give the airplane additional control power for enhanced stability and maneuvering capabilities while flying over an expanded envelope, especially at high angles of attack. The flight controls are scheduled to generate independent body-axis control moments. These control moments are coordinated to produce stability-axis angular accelerations. Inertial coupling moments are compensated. Thrust-vectoring controls are engaged according to their effectiveness relative to that of the aerodynamic controls. Vane-relief logic removes steady and slowly varying commands from the thrust-vectoring controls to alleviate heating of the thrust turning devices. The actuated forebody strakes are engaged at high angles of attack. This report presents the forward-loop elements of a flight control system that positions the flight controls according to the desired stability-axis accelerations. This report does not include the generation of the required angular acceleration commands by means of pilot controls or the feedback of sensed airplane motions.

  20. Static thrust-vectoring performance of nonaxisymmetric convergent-divergent nozzles with post-exit yaw vanes. M.S. Thesis - George Washington Univ., Aug. 1988

    NASA Technical Reports Server (NTRS)

    Foley, Robert J.; Pendergraft, Odis C., Jr.

    1991-01-01

    A static (wind-off) test was conducted in the Static Test Facility of the 16-ft transonic tunnel to determine the performance and turning effectiveness of post-exit yaw vanes installed on two-dimensional convergent-divergent nozzles. One nozzle design that was previously tested was used as a baseline, simulating dry power and afterburning power nozzles at both 0 and 20 degree pitch vectoring conditions. Vanes were installed on these four nozzle configurations to study the effects of vane deflection angle, longitudinal and lateral location, size, and camber. All vanes were hinged at the nozzle sidewall exit, and in addition, some were also hinged at the vane quarter chord (double-hinged). The vane concepts tested generally produced yaw thrust vectoring angles much less than the geometric vane angles, for (up to 8 percent) resultant thrust losses. When the nozzles were pitch vectored, yawing effectiveness decreased as the vanes were moved downstream. Thrust penalties and yawing effectiveness both decreased rapidly as the vanes were moved outboard (laterally). Vane length and height changes increased yawing effectiveness and thrust ratio losses, while using vane camber, and double-hinged vanes increased resultant yaw angles by 50 to 100 percent.

  1. Quiet Clean Short-Haul Experimental Engine (QCSEE) acoustic and aerodynamic tests on a scale model over-the-wing thrust reverser and forward thrust nozzle

    NASA Technical Reports Server (NTRS)

    Stimpert, D. L.

    1978-01-01

    An acoustic and aerodynamic test program was conducted on a 1/6.25 scale model of the Quiet, Clean, Short-Haul Experimental Engine (QCSEE) forward thrust over-the-wing (OTW) nozzle and OTW thrust reverser. In reverse thrust, the effect of reverser geometry was studied by parametric variations in blocker spacing, blocker height, lip angle, and lip length. Forward thrust nozzle tests determined the jet noise levels of the cruise and takeoff nozzles, the effect of opening side doors to achieve takeoff thrust, and scrubbing noise of the cruise and takeoff jet on a simulated wing surface. Velocity profiles are presented for both forward and reverse thrust nozzles. An estimate of the reverse thrust was made utilizing the measured centerline turning angle.

  2. Spectroscopy-based thrust sensor for high-speed gaseous flows

    NASA Technical Reports Server (NTRS)

    Hanson, Ronald K. (Inventor)

    1993-01-01

    A system and method for non-intrusively obtaining the thrust value of combustion by-products of a jet engine is disclosed herein. The system includes laser elements for inducing absorption for use in determining the axial velocity and density of the jet flow stream and elements for calculating the thrust value therefrom.

  3. Application of the scalar and vector potentials to the aerodynamics of jets

    NASA Technical Reports Server (NTRS)

    Russell, H. L.; Skifstad, J. G.

    1973-01-01

    The applicability of a method based on the Stokes potentials (vector and scalar potentials) to computations associated with the aerodynamics of jets was examined. The aerodynamic field near the nozzle could be represented and that the influence of a nonuniform velocity profile at the nozzle exit plane could be determined. Also computations were made for an axisymmetric jet exhausting into a quiescient atmosphere. The velocity at the axis of the jet, and the location of the half-velocity points along the jet yield accurate aerodynamic field computations. Inconsistencies among the different theoretical characterizations of jet flowfields are shown.

  4. Independent Orbiter Assessment (IOA): Analysis of the ascent thrust vector control actuator subsystem

    NASA Technical Reports Server (NTRS)

    Wilson, R. E.; Riccio, J. R.

    1986-01-01

    The results of the Independent Orbiter Assessment (IOA) of the Failure Modes and Effects Analysis (FMEA) and Critical Items List (CIL) are presented. The IOA approach features a top-down analysis of the hardware to determine failure modes, criticality, and potential critical items. To preserve independence, this analysis was accomplished without reliance upon the results contained within the NASA FMEA/CIL documentation. The independent analysis results for the Ascent Thrust Vector Control (ATVC) Actuator hardware are documented. The function of the Ascent Thrust Vector Control Actuators (ATVC) is to gimbal the main engines to provide for attitude and flight path control during ascent. During first stage flight, the SRB nozzles provide nearly all the steering. After SRB separation, the Orbiter is steered by gimbaling of its main engines. There are six electrohydraulic servoactuators, one pitch and one yaw for each of the three main engines. Each servoactuator is composed of four electrohydraulic servovalve assemblies, one second stage power spool valve assembly, one primary piston assembly and a switching valve. Each level of hardware was evaluated and analyzed for possible failure modes and effects. Criticality was assigned based upon the severity of the effect for each failure mode. Critical failures resulting in loss of ATVC were mainly due to loss of hydraulic fluid, fluid contamination and mechanical failures.

  5. Measured pressure distributions inside nonaxisymmetric nozzles with partially deployed thrust reversers

    NASA Technical Reports Server (NTRS)

    Green, Robert S.; Carson, George T., Jr.

    1987-01-01

    An investigation was conducted in the Langley 16-Foot Transonic Tunnel at static conditions to measure the pressure distributions inside a nonaxisymmetric nozzle with simultaneous partial thrust reversing (50-percent deployment) and thrust vectoring of the primary (forward-thrust) nozzle flow. Geometric forward-thrust-vector angles of 0 and 15 deg. were tested. Test data were obtained at static conditions while nozzle pressure ratio was varied from 2.0 to 4.0. Results indicate that, unlike the 0 deg. vector angle nozzle, a complicated, asymmetric exhaust flow pattern exists in the primary-flow exhaust duct of the 15 deg. vectored nozzle.

  6. Effects of internal yaw-vectoring devices on the static performance of a pitch-vectoring nonaxisymmetric convergent-divergent nozzle

    NASA Technical Reports Server (NTRS)

    Asbury, Scott C.

    1993-01-01

    An investigation was conducted in the static test facility of the Langley 16-Foot Transonic Tunnel to evaluate the internal performance of a nonaxisymmetric convergent divergent nozzle designed to have simultaneous pitch and yaw thrust vectoring capability. This concept utilized divergent flap deflection for thrust vectoring in the pitch plane and flow-turning deflectors installed within the divergent flaps for yaw thrust vectoring. Modifications consisting of reducing the sidewall length and deflecting the sidewall outboard were investigated as means to increase yaw-vectoring performance. This investigation studied the effects of multiaxis (pitch and yaw) thrust vectoring on nozzle internal performance characteristics. All tests were conducted with no external flow, and nozzle pressure ratio was varied from 2.0 to approximately 13.0. The results indicate that this nozzle concept can successfully generate multiaxis thrust vectoring. Deflection of the divergent flaps produced resultant pitch vector angles that, although dependent on nozzle pressure ratio, were nearly equal to the geometric pitch vector angle. Losses in resultant thrust due to pitch vectoring were small or negligible. The yaw deflectors produced resultant yaw vector angles up to 21 degrees that were controllable by varying yaw deflector rotation. However, yaw deflector rotation resulted in significant losses in thrust ratios and, in some cases, nozzle discharge coefficient. Either of the sidewall modifications generally reduced these losses and increased maximum resultant yaw vector angle. During multiaxis (simultaneous pitch and yaw) thrust vectoring, little or no cross coupling between the thrust vectoring processes was observed.

  7. Thrust and Propulsive Efficiency from an Instructive Viewpoint

    ERIC Educational Resources Information Center

    Kaufman, Richard D.

    2010-01-01

    In a typical engineering or physics curriculum, the momentum equation is used for the determination of jet engine thrust. Even a simple thrust analysis requires a heavy emphasis on mathematics that can cause students and engineers to lose a physical perspective on thrust. This article provides for this physical understanding using only static…

  8. Performance characteristics of a variable-area vane nozzle for vectoring an ASTOVL exhaust jet up to 45 deg

    NASA Technical Reports Server (NTRS)

    Mcardle, Jack G.; Esker, Barbara S.

    1993-01-01

    Many conceptual designs for advanced short-takeoff, vertical landing (ASTOVL) aircraft need exhaust nozzles that can vector the jet to provide forces and moments for controlling the aircraft's movement or attitude in flight near the ground. A type of nozzle that can both vector the jet and vary the jet flow area is called a vane nozzle. Basically, the nozzle consists of parallel, spaced-apart flow passages formed by pairs of vanes (vanesets) that can be rotated on axes perpendicular to the flow. Two important features of this type of nozzle are the abilities to vector the jet rearward up to 45 degrees and to produce less harsh pressure and velocity footprints during vertical landing than does an equivalent single jet. A one-third-scale model of a generic vane nozzle was tested with unheated air at the NASA Lewis Research Center's Powered Lift Facility. The model had three parallel flow passages. Each passage was formed by a vaneset consisting of a long and a short vane. The longer vanes controlled the jet vector angle, and the shorter controlled the flow area. Nozzle performance for three nominal flow areas (basic and plus or minus 21 percent of basic area), each at nominal jet vector angles from -20 deg (forward of vertical) to +45 deg (rearward of vertical) are presented. The tests were made with the nozzle mounted on a model tailpipe with a blind flange on the end to simulate a closed cruise nozzle, at tailpipe-to-ambient pressure ratios from 1.8 to 4.0. Also included are jet wake data, single-vaneset vector performance for long/short and equal-length vane designs, and pumping capability. The pumping capability arises from the subambient pressure developed in the cavities between the vanesets, which could be used to aspirate flow from a source such as the engine compartment. Some of the performance characteristics are compared with characteristics of a single-jet nozzle previously reported.

  9. Static internal performance of a two-dimensional convergent-divergent nozzle with thrust vectoring

    NASA Technical Reports Server (NTRS)

    Bare, E. Ann; Reubush, David E.

    1987-01-01

    A parametric investigation of the static internal performance of multifunction two-dimensional convergent-divergent nozzles has been made in the static test facility of the Langley 16-Foot Transonic Tunnel. All nozzles had a constant throat area and aspect ratio. The effects of upper and lower flap angles, divergent flap length, throat approach angle, sidewall containment, and throat geometry were determined. All nozzles were tested at a thrust vector angle that varied from 5.60 tp 23.00 deg. The nozzle pressure ratio was varied up to 10 for all configurations.

  10. The development of H-II rocket solid rocket booster thrust vector control system

    NASA Astrophysics Data System (ADS)

    Nagai, Hirokazu; Fukushima, Yukio; Kazama, Hiroo; Asai, Tatsuro; Okaya, Shunichi; Watanabe, Yasushi; Muramatsu, Shoji

    The development of the thrust-vector-control (TVC) system for the two solid rocket boosters (SRBs) of the H-II rocket, which was started in 1984 and completed in 1989, is described. Special attention is given to the system's design, the trade-off studies, and the evaluation of the SRB-TVC system performance, as well as to problems that occurred in the course of the system's development and to the countermeasures that were taken. Schematic diagrams are presented for the H-II rocket, the SRB, and the SRB-TVC system configurations.

  11. Editorial on Future Jet Technologies

    NASA Astrophysics Data System (ADS)

    Gal-Or, Benjamin

    2014-12-01

    The jet engine is the prime flight controller in post-stall flight domains where conventional flight control fails, or when the engine prevents catastrophes in training, combat, loss of all airframe hydraulics (the engine retains its own hydraulics), loss of one engine, pilot errors, icing on the wings, landing gear and runway issues in takeoff and landing and in bad-whether recoveries. The scientific term for this revolutionary technology is "jet-steering", and in engineering practice - "thrust vectoring", or "TV". Jet-Steering in advanced fighter aircraft designs is integrated with stealth technology. The resulting classified Thrust-Vectoring-Stealth ("TVS") technology has generated a second jet-revolution by which all Air-&-Sea-Propulsion Science and R&D are now being reassessed. Classified F-22, X-47B/C and RQ-180 TVS-vehicles stand at the front of this revolution. But recent transfers of such sensitive technologies to South Korea and Japan [1-5], have raised various fundamental issues that are evaluated by this editorial-review. One, and perhaps a key conclusion presented here, means that both South Korea and Japan may have missed one of their air-&-sea defenses: To develop and field low-cost unmanned fleets of jet-drones, some for use with expensive, TVS-fighter aircraft in highly congested areas. In turn, the U.S., EU, Russia and China, are currently developing such fleets at various TVS levels and sizes. China, for instance, operates at least 15,000 drones ("UAVs") by 2014 in the civilian sector alone. All Chinese drones have been developed by at least 230 developers/manufacturers [1-16]. Mobile telecommunication of safe links between flyers and combat drones ("UCAVs") at increasingly deep penetrations into remote, congested areas, can gradually be purchased-developed-deployed and then operated by extant cader of tens of thousands "National Champion Flyers" who have already mastered the operation of mini-drones in free-to-all sport clubs under national

  12. Aircraft Engine Thrust Estimator Design Based on GSA-LSSVM

    NASA Astrophysics Data System (ADS)

    Sheng, Hanlin; Zhang, Tianhong

    2017-08-01

    In view of the necessity of highly precise and reliable thrust estimator to achieve direct thrust control of aircraft engine, based on support vector regression (SVR), as well as least square support vector machine (LSSVM) and a new optimization algorithm - gravitational search algorithm (GSA), by performing integrated modelling and parameter optimization, a GSA-LSSVM-based thrust estimator design solution is proposed. The results show that compared to particle swarm optimization (PSO) algorithm, GSA can find unknown optimization parameter better and enables the model developed with better prediction and generalization ability. The model can better predict aircraft engine thrust and thus fulfills the need of direct thrust control of aircraft engine.

  13. Implementation of the Orbital Maneuvering Systems Engine and Thrust Vector Control for the European Service Module

    NASA Technical Reports Server (NTRS)

    Millard, Jon

    2014-01-01

    The European Space Agency (ESA) has entered into a partnership with the National Aeronautics and Space Administration (NASA) to develop and provide the Service Module (SM) for the Orion Multipurpose Crew Vehicle (MPCV) Program. The European Service Module (ESM) will provide main engine thrust by utilizing the Space Shuttle Program Orbital Maneuvering System Engine (OMS-E). Thrust Vector Control (TVC) of the OMS-E will be provided by the Orbital Maneuvering System (OMS) TVC, also used during the Space Shuttle Program. NASA will be providing the OMS-E and OMS TVC to ESA as Government Furnished Equipment (GFE) to integrate into the ESM. This presentation will describe the OMS-E and OMS TVC and discuss the implementation of the hardware for the ESM.

  14. Transverse jet shear layer instabilities and their control

    NASA Astrophysics Data System (ADS)

    Karagozian, Ann

    2013-11-01

    The jet in crossflow, or transverse jet, is a canonical flowfield that has relevance to engineering systems ranging from dilution jets and film cooling for gas turbine engines to thrust vector control and fuel injection in high speed aerospace vehicles to environmental control of effluent from chimney and smokestack plumes. Over the years, our UCLA Energy and Propulsion Research Lab's studies on this flowfield have focused on the dynamics of the vorticity associated with equidensity and variable density jets in crossflow, including the stability characteristics of the jet's upstream shear layer. A range of different experimental diagnostics have been used to study the jet's upstream shear layer, whereby a transition from convectively unstable behavior at high jet-to-crossflow momentum flux ratios to absolutely unstable flow at low momentum flux and/or density ratios is identified. These differences in shear layer stability characteristics have a profound effect on how one employs external excitation to control jet penetration, spread, and mixing, depending on the flow regime and specific engineering application. These control strategies, and challenges for future research directions, will be identified in this presentation.

  15. Development of a two-dimensional dual pendulum thrust stand for Hall thrusters.

    PubMed

    Nagao, N; Yokota, S; Komurasaki, K; Arakawa, Y

    2007-11-01

    A two-dimensional dual pendulum thrust stand was developed to measure thrust vectors [axial and horizontal (transverse) direction thrusts] of a Hall thruster. A thruster with a steering mechanism is mounted on the inner pendulum, and thrust is measured from the displacement between inner and outer pendulums, by which a thermal drift effect is canceled out. Two crossover knife-edges support each pendulum arm: one is set on the other at a right angle. They enable the pendulums to swing in two directions. Thrust calibration using a pulley and weight system showed that the measurement errors were less than 0.25 mN (1.4%) in the main thrust direction and 0.09 mN (1.4%) in its transverse direction. The thrust angle of the thrust vector was measured with the stand using the thruster. Consequently, a vector deviation from the main thrust direction of +/-2.3 degrees was measured with the error of +/-0.2 degrees under the typical operating conditions for the thruster.

  16. A Determinate Model of Thrust-Augmenting Ejectors

    NASA Astrophysics Data System (ADS)

    Whitley, N.; Krothapalli, A.; van Dommelen, L.

    1996-01-01

    A theoretical analysis of the compressible flow through a constant-area jet-engine ejector in which a primary jet mixes with ambient fluid from a uniform free stream is pursued. The problem is reduced to a determinate mathematical one by prescribing the ratios of stagnation properties between the primary and secondary flows. For some selections of properties and parameters more than one solution is possible and the meaning of these solutions is discussed by means of asymptotic expansions. Our results further show that while under stationary conditions the thrust-augmentation ratio assumes a value of 2 in the large area-ratio limit, for a free-stream Mach number greater than 0.6 very little thrust augmentation is left. Due to the assumptions made, the analysis provides idealized values for the thrust-augmentation ratio and the mass flux entrainment factor.

  17. Electromechanical actuation for thrust vector control applications

    NASA Technical Reports Server (NTRS)

    Roth, Mary Ellen

    1990-01-01

    At present, actuation systems for the Thrust Vector Control (TVC) for launch vehicles are hydraulic systems. The Advanced Launch System (ALS), a joint initiative between NASA and the Air Force, is a launch vehicle that is designed to be cost effective, highly reliable and operationally efficient with a goal of reducing the cost per pound to orbit. As part of this initiative, an electromechanical actuation system is being developed as an attractive alternative to the hydraulic systems used today. NASA-Lewis is developing and demonstrating an Induction Motor Controller Actuation System with a 40 hp peak rating. The controller will integrate 20 kHz resonant link Power Management and Distribution (PMAD) technology and Pulse Population Modulation (PPM) techniques to implement Field Oriented Vector Control (FOVC) of a new advanced induction motor. Through PPM, multiphase variable frequency, variable voltage waveforms can be synthesized from the 20 kHz source. FOVC shows that varying both the voltage and frequency and their ratio (V/F), permits independent control of both torque and speed while operating at maximum efficiency at any point on the torque-speed curve. The driver and the FOVC will be microprocessor controlled. For increased system reliability, a Built-in Test (BITE) capability will be included. This involves introducing testability into the design of a system such that testing is calibrated and exercised during the design, manufacturing, maintenance and prelaunch activities. An actuator will be integrated with the motor controller for performance testing of the EMA TVC system. The design and fabrication of the motor controller is being done by General Dynamics Space Systems Division. The University of Wisconsin-Madison will assist in the design of the advanced induction motor and in the implementation of the FOVC theory. A 75 hp electronically controlled dynamometer will be used to test the motor controller in all four quadrants of operation using flight type

  18. Thrust Augmentation with Mixer/Ejector Systems

    NASA Technical Reports Server (NTRS)

    Presz, Walter M., Jr.; Reynolds, Gary; Hunter, Craig

    2002-01-01

    Older commercial aircraft often exceed FAA (Federal Aviation Administration) sideline noise regulations. The major problem is the jet noise associated with the high exhaust velocities of the low bypass ratio engines on such aircraft. Mixer/ejector exhaust systems can provide a simple means of reducing the jet noise on these aircraft by mixing cool ambient air with the high velocity engine gases before they are exhausted to ambient. This paper presents new information on thrust performance predictions, and thrust augmentation capabilities of mixer/ejectors. Results are presented from the recent development program of the patented Alternating Lobe Mixer Ejector Concept (ALMEC) suppressor system for the Gulfstream GII, GIIB and GIII aircraft. Mixer/ejector performance procedures are presented which include classical control volume analyses, compound compressible flow theory, lobed nozzle loss correlations and state of the art computational fluid dynamic predictions. The mixer/ejector thrust predictions are compared to subscale wind tunnel test model data and actual aircraft flight test measurements. The results demonstrate that a properly designed mixer/ejector noise suppressor can increase effective engine bypass ratio and generate large thrust gains at takeoff conditions with little or no thrust loss at cruise conditions. The cruise performance obtained for such noise suppressor systems is shown to be a strong function of installation effects on the aircraft.

  19. A Simple Model of Pulsed Ejector Thrust Augmentation

    NASA Technical Reports Server (NTRS)

    Wilson, Jack; Deloof, Richard L. (Technical Monitor)

    2003-01-01

    A simple model of thrust augmentation from a pulsed source is described. In the model it is assumed that the flow into the ejector is quasi-steady, and can be calculated using potential flow techniques. The velocity of the flow is related to the speed of the starting vortex ring formed by the jet. The vortex ring properties are obtained from the slug model, knowing the jet diameter, speed and slug length. The model, when combined with experimental results, predicts an optimum ejector radius for thrust augmentation. Data on pulsed ejector performance for comparison with the model was obtained using a shrouded Hartmann-Sprenger tube as the pulsed jet source. A statistical experiment, in which ejector length, diameter, and nose radius were independent parameters, was performed at four different frequencies. These frequencies corresponded to four different slug length to diameter ratios, two below cut-off, and two above. Comparison of the model with the experimental data showed reasonable agreement. Maximum pulsed thrust augmentation is shown to occur for a pulsed source with slug length to diameter ratio equal to the cut-off value.

  20. A Novel Method for Vertical Acceleration Noise Suppression of a Thrust-Vectored VTOL UAV.

    PubMed

    Li, Huanyu; Wu, Linfeng; Li, Yingjie; Li, Chunwen; Li, Hangyu

    2016-12-02

    Acceleration is of great importance in motion control for unmanned aerial vehicles (UAVs), especially during the takeoff and landing stages. However, the measured acceleration is inevitably polluted by severe noise. Therefore, a proper noise suppression procedure is required. This paper presents a novel method to reduce the noise in the measured vertical acceleration for a thrust-vectored tail-sitter vertical takeoff and landing (VTOL) UAV. In the new procedure, a Kalman filter is first applied to estimate the UAV mass by using the information in the vertical thrust and measured acceleration. The UAV mass is then used to compute an estimate of UAV vertical acceleration. The estimated acceleration is finally fused with the measured acceleration to obtain the minimum variance estimate of vertical acceleration. By doing this, the new approach incorporates the thrust information into the acceleration estimate. The method is applied to the data measured in a VTOL UAV takeoff experiment. Two other denoising approaches developed by former researchers are also tested for comparison. The results demonstrate that the new method is able to suppress the acceleration noise substantially. It also maintains the real-time performance in the final estimated acceleration, which is not seen in the former denoising approaches. The acceleration treated with the new method can be readily used in the motion control applications for UAVs to achieve improved accuracy.

  1. A Novel Method for Vertical Acceleration Noise Suppression of a Thrust-Vectored VTOL UAV

    PubMed Central

    Li, Huanyu; Wu, Linfeng; Li, Yingjie; Li, Chunwen; Li, Hangyu

    2016-01-01

    Acceleration is of great importance in motion control for unmanned aerial vehicles (UAVs), especially during the takeoff and landing stages. However, the measured acceleration is inevitably polluted by severe noise. Therefore, a proper noise suppression procedure is required. This paper presents a novel method to reduce the noise in the measured vertical acceleration for a thrust-vectored tail-sitter vertical takeoff and landing (VTOL) UAV. In the new procedure, a Kalman filter is first applied to estimate the UAV mass by using the information in the vertical thrust and measured acceleration. The UAV mass is then used to compute an estimate of UAV vertical acceleration. The estimated acceleration is finally fused with the measured acceleration to obtain the minimum variance estimate of vertical acceleration. By doing this, the new approach incorporates the thrust information into the acceleration estimate. The method is applied to the data measured in a VTOL UAV takeoff experiment. Two other denoising approaches developed by former researchers are also tested for comparison. The results demonstrate that the new method is able to suppress the acceleration noise substantially. It also maintains the real-time performance in the final estimated acceleration, which is not seen in the former denoising approaches. The acceleration treated with the new method can be readily used in the motion control applications for UAVs to achieve improved accuracy. PMID:27918422

  2. Development of a two-dimensional dual pendulum thrust stand for Hall thrusters

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Nagao, N.; Yokota, S.; Komurasaki, K.

    A two-dimensional dual pendulum thrust stand was developed to measure thrust vectors (axial and horizontal (transverse) direction thrusts) of a Hall thruster. A thruster with a steering mechanism is mounted on the inner pendulum, and thrust is measured from the displacement between inner and outer pendulums, by which a thermal drift effect is canceled out. Two crossover knife-edges support each pendulum arm: one is set on the other at a right angle. They enable the pendulums to swing in two directions. Thrust calibration using a pulley and weight system showed that the measurement errors were less than 0.25 mN (1.4%)more » in the main thrust direction and 0.09 mN (1.4%) in its transverse direction. The thrust angle of the thrust vector was measured with the stand using the thruster. Consequently, a vector deviation from the main thrust direction of {+-}2.3 deg. was measured with the error of {+-}0.2 deg. under the typical operating conditions for the thruster.« less

  3. Quantitative evaluation of a thrust vector controlled transport at the conceptual design phase

    NASA Astrophysics Data System (ADS)

    Ricketts, Vincent Patrick

    The impetus to innovate, to push the bounds and break the molds of evolutionary design trends, often comes from competition but sometimes requires catalytic political legislature. For this research endeavor, the 'catalyzing legislation' comes in response to the rise in cost of fossil fuels and the request put forth by NASA on aircraft manufacturers to show reduced aircraft fuel consumption of +60% within 30 years. This necessitates that novel technologies be considered to achieve these values of improved performance. One such technology is thrust vector control (TVC). The beneficial characteristic of thrust vector control technology applied to the traditional tail-aft configuration (TAC) commercial transport is its ability to retain the operational advantage of this highly evolved aircraft type like cabin evacuation, ground operation, safety, and certification. This study explores if the TVC transport concept offers improved flight performance due to synergistically reducing the traditional empennage size, overall resulting in reduced weight and drag, and therefore reduced aircraft fuel consumption. In particular, this study explores if the TVC technology in combination with the reduced empennage methodology enables the TAC aircraft to synergistically evolve while complying with current safety and certification regulation. This research utilizes the multi-disciplinary parametric sizing software, AVD Sizing, developed by the Aerospace Vehicle Design (AVD) Laboratory. The sizing software is responsible for visualizing the total system solution space via parametric trades and is capable of determining if the TVC technology can enable the TAC aircraft to synergistically evolve, showing marked improvements in performance and cost. This study indicates that the TVC plus reduced empennage methodology shows marked improvements in performance and cost.

  4. Thrust reverser analysis for implementation in the Aviation Environmental Design Tool (AEDT)

    DOT National Transportation Integrated Search

    2007-06-01

    This letter report presents an updated implementation for thrust reversers in AEDT. Currently, thrust reverser is applied to all STANDARD approach profiles in the Integrated Noise Mode (lNM) as 60% of the max rated thrust for jets and 40% for props o...

  5. Vector-boson-tagged jet production in heavy ion collisions at energies available at the CERN Large Hadron Collider [Vector boson-tagged jet production in heavy ion collisions at the LHC

    DOE PAGES

    Kang, Zhong -Bo; Vitev, Ivan Mateev; Xing, Hongxi

    2017-07-25

    Here, vector-boson-tagged jet production in collisions of heavy nuclei opens new opportunities to study parton shower formation and propagation in strongly interacting matter. It has been argued to provide a golden channel that can constrain the energy loss of jets in the quark-gluon plasma created in heavy ion reactions. We present theoretical results for isolated-photon-tagged and Z 0-boson-tagged jet production in Pb + Pb collisions with √s NN = 5.02TeV at the LHC. Specifically, we evaluate the transverse momentum imbalance x JV distribution and nuclear modification factor I AA of tagged jets and compare our theoretical calculations to recent experimentalmore » measurements by ATLAS and CMS collaborations. Our analysis, which includes both collisional and radiative energy losses, sheds light on their relative importance versus the strength of jet-medium interactions and helps quantify the amount of out-of-cone radiation of predominantly prompt quark-initiated jets.« less

  6. Design development of the Apollo command and service module thrust vector attitude control systems

    NASA Technical Reports Server (NTRS)

    Peters, W. H.

    1978-01-01

    Development of the Apollo thrust vector control digital autopilot (TVC DAP) was summarized. This is the control system that provided pitch and yaw attitude control during velocity change maneuvers using the main rocket engine on the Apollo service module. A list of ten primary functional requirements for this control system are presented, each being subordinate to a more general requirement appearing earlier on the list. Development process functions were then identified and the essential information flow paths were explored. This provided some visibility into the particular NASA/contractor interface, as well as relationships between the many individual activities.

  7. Flight Measurements of the Effect of a Controllable Thrust Reverser on the Flight Characteristics of a Single-Engine Jet Airplane

    NASA Technical Reports Server (NTRS)

    Anderson, Seth B.; Cooper, George E.; Faye, Alan E., Jr.

    1959-01-01

    A flight investigation was undertaken to determine the effect of a fully controllable thrust reverser on the flight characteristics of a single-engine jet airplane. Tests were made using a cylindrical target-type reverser actuated by a hydraulic cylinder through a "beep-type" cockpit control mounted at the base of the throttle. The thrust reverser was evaluated as an in-flight decelerating device, as a flight path control and airspeed control in landing approach, and as a braking device during the ground roll. Full deflection of the reverser for one reverser configuration resulted in a reverse thrust ratio of as much as 85 percent, which at maximum engine power corresponded to a reversed thrust of 5100 pounds. Use of the reverser in landing approach made possible a wide selection of approach angles, a large reduction in approach speed at steep approach angles, improved control of flight path angle, and more accuracy in hitting a given touchdown point. The use of the reverser as a speed brake at lower airspeeds was compromised by a longitudinal trim change. At the lower airspeeds and higher engine powers there was insufficient elevator power to overcome the nose-down trim change at full reverser deflection.

  8. Re-Educating Jet-Engine-Researchers to Stay Relevant

    NASA Astrophysics Data System (ADS)

    Gal-Or, Benjamin

    2016-06-01

    To stay relevantly supported, jet-engine researchers, designers and operators should follow changing uses of small and large jet engines, especially those anticipated to be used by/in the next generation, JET-ENGINE-STEERED ("JES") fleets of jet drones but fewer, JES-Stealth-Fighter/Strike Aircraft. In addition, some diminishing returns from isolated, non-integrating, jet-engine component studies, vs. relevant, supersonic, shock waves control in fluidic-JES-side-effects on compressor stall dynamics within Integrated Propulsion Flight Control ("IPFC"), and/or mechanical JES, constitute key relevant methods that currently move to China, India, South Korea and Japan. The central roles of the jet engine as primary or backup flight controller also constitute key relevant issues, especially under post stall conditions involving induced engine-stress while participating in crash prevention or minimal path-time maneuvers to target. And when proper instructors are absent, self-study of the JES-STVS REVOLUTION is an updating must, where STVS stands for wing-engine-airframe-integrated, embedded stealthy-jet-engine-inlets, restructured engines inside Stealth, Tailless, canard-less, Thrust Vectoring IFPC Systems. Anti-terror and Airliners Super-Flight-Safety are anticipated to overcome US legislation red-tape that obstructs JES-add-on-emergency-kits-use.

  9. Weak vector boson production with many jets at the LHC √{s }=13 TeV

    NASA Astrophysics Data System (ADS)

    Anger, F. R.; Febres Cordero, F.; Höche, S.; Maître, D.

    2018-05-01

    Signatures with an electroweak vector boson and many jets play a crucial role at the Large Hadron Collider, both in the measurement of Standard-Model parameters and in searches for new physics. Precise predictions for these multiscale processes are therefore indispensable. We present next-to-leading order QCD predictions for W±/Z +jets at √{s }=13 TeV , including up to five/four jets in the final state. All production channels are included, and leptonic decays of the vector bosons are considered at the amplitude level. We assess theoretical uncertainties arising from renormalization- and factorization-scale dependence by considering fixed-order dynamical scales based on the HT variable as well as on the MiNLO procedure. We also explore uncertainties associated with different choices of parton-distribution functions. We provide event samples that can be explored through publicly available n -tuple sets, generated with BlackHat in combination with Sherpa.

  10. Comparison of gaseous exhaust indices of the F109 turbofan using three different blends of petroleum-based Jet-A and camelina-based Jet-A

    NASA Astrophysics Data System (ADS)

    Kozak, Brian John

    This research project focused on the collection and comparison of gaseous exhaust emissions of the F109 turbofan engine using petroleum-based Jet-A and two different blends of camelina-based Jet-A. Simulated landing and takeoff cycles were used to collect gaseous exhaust emissions. Unburned hydrocarbon (HC), nitrogen oxide (NOx), and carbon moNOxide (CO) exhaust indices (EIm) were calculated using ICAO Annex 16 Volume II formulae. Statistical analyses were performed on the Elm data. There was no significant difference in HC EIm and CO EI m among the three fuels at takeoff thrust. There were significant differences among the fuels for NOx EIm. 50% Jet-A 50% camelina produced the highest NOx EIm, then 75% Jet-A 25% camelina and finally Jet-A. At climb thrust, both blends of camelina fuel produced higher NOx EIm but no difference in CO EIm and HC EIm as Jet-A. At approach thrust, both blends of camelina fuel produced higher NOx EIm, lower CO EIm, and no difference in HC EIm as Jet-A. At idle thrust, there was no significant difference among the fuels for NOx EIm. There were significant differences among the fuels for HC EIm. Jet-A and 50% Jet-A 50% both produced higher HC EIm as 75% Jet-A 25% camelina. There were significant differences among the fuels for CO EI m. Jet-A produced the highest CO EIm, then 75% Jet-A 25% camelina and finally 50% Jet-A 50% camelina.

  11. Efficient Optimization of Low-Thrust Spacecraft Trajectories

    NASA Technical Reports Server (NTRS)

    Lee, Seungwon; Fink, Wolfgang; Russell, Ryan; Terrile, Richard; Petropoulos, Anastassios; vonAllmen, Paul

    2007-01-01

    A paper describes a computationally efficient method of optimizing trajectories of spacecraft driven by propulsion systems that generate low thrusts and, hence, must be operated for long times. A common goal in trajectory-optimization problems is to find minimum-time, minimum-fuel, or Pareto-optimal trajectories (here, Pareto-optimality signifies that no other solutions are superior with respect to both flight time and fuel consumption). The present method utilizes genetic and simulated-annealing algorithms to search for globally Pareto-optimal solutions. These algorithms are implemented in parallel form to reduce computation time. These algorithms are coupled with either of two traditional trajectory- design approaches called "direct" and "indirect." In the direct approach, thrust control is discretized in either arc time or arc length, and the resulting discrete thrust vectors are optimized. The indirect approach involves the primer-vector theory (introduced in 1963), in which the thrust control problem is transformed into a co-state control problem and the initial values of the co-state vector are optimized. In application to two example orbit-transfer problems, this method was found to generate solutions comparable to those of other state-of-the-art trajectory-optimization methods while requiring much less computation time.

  12. Preliminary Investigation on Battery Sizing Investigation for Thrust Vector Control on Ares I and Ares V Launch Vehicles

    NASA Technical Reports Server (NTRS)

    Miller, Thomas B.

    2011-01-01

    An investigation into the merits of battery powered Electro Hydrostatic Actuation (EHA) for Thrust Vector Control (TVC) of the Ares I and Ares V launch vehicles is described. A top level trade study was conducted to ascertain the technical merits of lithium-ion (Li-ion) and thermal battery performance to determine the preferred choice of an energy storage system chemistry that provides high power discharge capability for a relatively short duration.

  13. Soft-Collinear Mode for Jet Rates in Soft-Collinear Effective Theory

    DOE PAGES

    Chien, Yang-Ting; Lee, Christopher; Hornig, Andrew

    2016-01-29

    We propose the addition of a new "soft-collinear" mode to soft collinear effective theory (SCET) below the usual soft scale to factorize and resum logarithms of jet radii R in jet cross sections. We consider exclusive 2-jet cross sections in e +e - collisions with an energy veto Λ on additional jets. The key observation is that there are actually two pairs of energy scales whose ratio is R: the transverse momentum QR of the energetic particles inside jets and their total energy Q, and the transverse momentum ΛR of soft particles that are cut out of the jet cones and their energy Λ. The soft-collinear mode is necessary to factorize and resum logarithms of the latter hierarchy. We show how this factorization occurs in the jet thrust cross section for cone and k T-type algorithms at O(α s) and using the thrust cone algorithm at O(αmore » $$2\\atop{s}$$). We identify the presence of hard-collinear, in-jet soft, global (veto) soft, and soft-collinear modes in the jet thrust cross section. We also observe here that the in-jet soft modes measured with thrust are actually the "csoft" modes of the theory SCET +. We dub the new theory with both csoft and soft-collinear modes "SCET ++". We go on to explain the relation between the "unmeasured" jet function appearing in total exclusive jet cross sections and the hard-collinear and csoft functions in measured jet thrust cross sections. We do not resum logs that are non-global in origin, arising from the ratio of the scales of soft radiation whose thrust is measured at Q$${{\\tau}}$$/R and of the soft-collinear radiation at 2ΛR. Their resummation would require the introduction of additional operators beyond those we consider here. The steps we outline here are a necessary part of summing logs of R that are global in nature and have not been factorized and resummed beyond leading-log level previously.« less

  14. Soft-Collinear Mode for Jet Rates in Soft-Collinear Effective Theory

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Chien, Yang-Ting; Lee, Christopher; Hornig, Andrew

    We propose the addition of a new "soft-collinear" mode to soft collinear effective theory (SCET) below the usual soft scale to factorize and resum logarithms of jet radii R in jet cross sections. We consider exclusive 2-jet cross sections in e +e - collisions with an energy veto Λ on additional jets. The key observation is that there are actually two pairs of energy scales whose ratio is R: the transverse momentum QR of the energetic particles inside jets and their total energy Q, and the transverse momentum ΛR of soft particles that are cut out of the jet cones and their energy Λ. The soft-collinear mode is necessary to factorize and resum logarithms of the latter hierarchy. We show how this factorization occurs in the jet thrust cross section for cone and k T-type algorithms at O(α s) and using the thrust cone algorithm at O(αmore » $$2\\atop{s}$$). We identify the presence of hard-collinear, in-jet soft, global (veto) soft, and soft-collinear modes in the jet thrust cross section. We also observe here that the in-jet soft modes measured with thrust are actually the "csoft" modes of the theory SCET +. We dub the new theory with both csoft and soft-collinear modes "SCET ++". We go on to explain the relation between the "unmeasured" jet function appearing in total exclusive jet cross sections and the hard-collinear and csoft functions in measured jet thrust cross sections. We do not resum logs that are non-global in origin, arising from the ratio of the scales of soft radiation whose thrust is measured at Q$${{\\tau}}$$/R and of the soft-collinear radiation at 2ΛR. Their resummation would require the introduction of additional operators beyond those we consider here. The steps we outline here are a necessary part of summing logs of R that are global in nature and have not been factorized and resummed beyond leading-log level previously.« less

  15. A lifting surface theory for thrust augmenting ejectors

    NASA Technical Reports Server (NTRS)

    Bevilaqua, P. M.

    1977-01-01

    The circulation theory of airfoil lift has been applied to calculate the performance of thrust augmenting ejectors. The ejector shroud is considered to be 'flying' in the secondary velocity field induced by the entrainment of the primary jet, so that the augmenting thrust is viewed as analogous to the lift on an airfoil. Vortex lattice methods are utilized to compute the thrust augmentation from the force on the flaps. The augmentation is shown to be a function of the length and shape of the flaps, as well as their position and orientation. Predictions of this new theory are compared with the results of classical methods of calculating the augmentation by integration of the stream thrust.

  16. Axisymmetric and non-axisymmetric exhaust jet induced effects on a V/STOL vehicle design. Part 3: Experimental technique

    NASA Technical Reports Server (NTRS)

    Schnell, W. C.

    1982-01-01

    The jet induced effects of several exhaust nozzle configurations (axisymmetric, and vectoring/modulating varients) on the aeropropulsive performance of a twin engine V/STOL fighter design was determined. A 1/8 scale model was tested in an 11 ft transonic tunnel at static conditions and over a range of Mach Numbers from 0.4 to 1.4. The experimental aspects of the static and wind-on programs are discussed. Jet effects test techniques in general, fow through balance calibrations and tare force corrections, ASME nozzle thrust and mass flow calibrations, test problems and solutions are emphasized.

  17. Thrust Measurement of Dielectric Barrier Discharge (DBD) Plasma Actuators

    NASA Astrophysics Data System (ADS)

    Ashpis, David E.; Laun, Matthew C.

    2013-11-01

    DBD plasma actuators generate a wall-jet that can be used for active flow control. We used an analytical balance to measure the thrust generated by the actuator, it is a common metric of its performance without external flow. We found that the measured force is afflicted by several problems; it drifts in time, not always repeatable, is unstable, and depends on the manner the voltage is applied. We report results of investigations of these issues. Tests were conducted on an actuator constructed of 1/4 inch thick high-density polyethylene (HDPE) dielectric with 100 mm long offset electrodes, with applied voltages up to 48 kV p-p and frequencies from 32 Hz to 2.5 kHz, and pure Sine and Trapezoidal waveforms. The relative humidity was in the range of 51-55%, corresponding to moisture range of 10,500 to13,000 ppm mass. Force readings were up to 500 mg, (approximately 50 mN/m). We found that the measured force is the net of the positive thrust generated by the wall-jet and an ``anti-thrust'' acting in the opposite direction. We propose a correction procedure that yields the plasma-generated thrust. The correction is based on voltage-dependent anti-thrust measured in the low frequency range of 20-40 Hz. We found that adjacent objects in a test setup affect the measured thrust, and verified it by comparing experiments with and without a metal enclosure, grounded and ungrounded. Uncorrected thrust varied by up to approximately +/-100%, and the corrected thrust variations were up to approximately 30%. Supported by NASA's FAP/Aerospace Sciences Project.

  18. Static Performance of Six Innovative Thrust Reverser Concepts for Subsonic Transport Applications: Summary of the NASA Langley Innovative Thrust Reverser Test Program

    NASA Technical Reports Server (NTRS)

    Asbury, Scott C.; Yetter, Jeffrey A.

    2000-01-01

    The NASA Langley Configuration Aerodynamics Branch has conducted an experimental investigation to study the static performance of innovative thrust reverser concepts applicable to high-bypass-ratio turbofan engines. Testing was conducted on a conventional separate-flow exhaust system configuration, a conventional cascade thrust reverser configuration, and six innovative thrust reverser configurations. The innovative thrust reverser configurations consisted of a cascade thrust reverser with porous fan-duct blocker, a blockerless thrust reverser, two core-mounted target thrust reversers, a multi-door crocodile thrust reverser, and a wing-mounted thrust reverser. Each of the innovative thrust reverser concepts offer potential weight savings and/or design simplifications over a conventional cascade thrust reverser design. Testing was conducted in the Jet-Exit Test Facility at NASA Langley Research Center using a 7.9%-scale exhaust system model with a fan-to-core bypass ratio of approximately 9.0. All tests were conducted with no external flow and cold, high-pressure air was used to simulate core and fan exhaust flows. Results show that the innovative thrust reverser concepts achieved thrust reverser performance levels which, when taking into account the potential for system simplification and reduced weight, may make them competitive with, or potentially more cost effective than current state-of-the-art thrust reverser systems.

  19. Mission Capability Gains from Multi-Mode Propulsion Thrust Profile Variations for a Plane Change Maneuver

    DTIC Science & Technology

    2010-12-29

    propellant mass [kg] msc = mass of the spacecraft [kg] MMP = multi-mode propulsion   = position in the Geocentric Equatorial Reference...thrust burn time [s] Tsc = thrust of the spacecraft [N] = vector between current and final velocity vector   = velocity vector in the Geocentric ...Equatorial Reference Frame of spacecraft in intended orbit [km/s]   = velocity vector in the Geocentric Equatorial Reference Frame of spacecraft in

  20. Results of solar electric thrust vector control system design, development and tests

    NASA Technical Reports Server (NTRS)

    Fleischer, G. E.

    1973-01-01

    Efforts to develop and test a thrust vector control system TVCS for a solar-energy-powered ion engine array are described. The results of solar electric propulsion system technology (SEPST) III real-time tests of present versions of TVCS hardware in combination with computer-simulated attitude dynamics of a solar electric multi-mission spacecraft (SEMMS) Phase A-type spacecraft configuration are summarized. Work on an improved solar electric TVCS, based on the use of a state estimator, is described. SEPST III tests of TVCS hardware have generally proved successful and dynamic response of the system is close to predictions. It appears that, if TVCS electronic hardware can be effectively replaced by control computer software, a significant advantage in control capability and flexibility can be gained in future developmental testing, with practical implications for flight systems as well. Finally, it is concluded from computer simulations that TVCS stabilization using rate estimation promises a substantial performance improvement over the present design.

  1. Search for dark matter in proton-proton collisions at 8 TeV with missing transverse momentum and vector boson tagged jets

    DOE PAGES

    Khachatryan, Vardan

    2016-12-16

    A search is presented for an excess of events with large missing transverse momentum in association with at least one highly energetic jet, in a data sample of proton-proton collisions at a centre-of-mass energy of 8 TeV. The data correspond to an integrated luminosity of 19.7 inverse femtobarns collected by the CMS experiment at the LHC. The results are interpreted using a set of simplified models for the production of dark matter via a scalar, pseudoscalar, vector, or axial vector mediator. Additional sensitivity is achieved by tagging events consistent with the jets originating from a hadronically decaying vector boson. Thismore » search uses jet substructure techniques to identify hadronically decaying vector bosons in both Lorentz-boosted and resolved scenarios. This analysis yields improvements of 80% in terms of excluded signal cross sections with respect to the previous CMS analysis using the same data set. No significant excess with respect to the standard model expectation is observed and limits are placed on the parameter space of the simplified models. As a result, mediator masses between 80 and 400 GeV in the scalar and pseudoscalar models, and up to 1.5 TeV in the vector and axial vector models, are excluded.« less

  2. Search for dark matter in proton-proton collisions at 8 TeV with missing transverse momentum and vector boson tagged jets

    NASA Astrophysics Data System (ADS)

    CMS Collaboration; Khachatryan, V.; Sirunyan, A. M.; Tumasyan, A.; Adam, W.; Asilar, E.; Bergauer, T.; Brandstetter, J.; Brondolin, E.; Dragicevic, M.; Erö, J.; Flechl, M.; Friedl, M.; Frühwirth, R.; Ghete, V. M.; Hartl, C.; Hörmann, N.; Hrubec, J.; Jeitler, M.; König, A.; Krätschmer, I.; Liko, D.; Matsushita, T.; Mikulec, I.; Rabady, D.; Rad, N.; Rahbaran, B.; Rohringer, H.; Schieck, J.; Strauss, J.; Treberer-Treberspurg, W.; Waltenberger, W.; Wulz, C.-E.; Mossolov, V.; Shumeiko, N.; Suarez Gonzalez, J.; Alderweireldt, S.; De Wolf, E. A.; Janssen, X.; Lauwers, J.; Van De Klundert, M.; Van Haevermaet, H.; Van Mechelen, P.; Van Remortel, N.; Van Spilbeeck, A.; Abu Zeid, S.; Blekman, F.; D'Hondt, J.; Daci, N.; De Bruyn, I.; Deroover, K.; Heracleous, N.; Lowette, S.; Moortgat, S.; Moreels, L.; Olbrechts, A.; Python, Q.; Tavernier, S.; Van Doninck, W.; Van Mulders, P.; Van Parijs, I.; Brun, H.; Caillol, C.; Clerbaux, B.; De Lentdecker, G.; Delannoy, H.; Fasanella, G.; Favart, L.; Goldouzian, R.; Grebenyuk, A.; Karapostoli, G.; Lenzi, T.; Léonard, A.; Luetic, J.; Maerschalk, T.; Marinov, A.; Randle-conde, A.; Seva, T.; Vander Velde, C.; Vanlaer, P.; Yonamine, R.; Zenoni, F.; Zhang, F.; Cimmino, A.; Cornelis, T.; Dobur, D.; Fagot, A.; Garcia, G.; Gul, M.; Poyraz, D.; Salva, S.; Schöfbeck, R.; Tytgat, M.; Van Driessche, W.; Yazgan, E.; Zaganidis, N.; Bakhshiansohi, H.; Beluffi, C.; Bondu, O.; Brochet, S.; Bruno, G.; Caudron, A.; De Visscher, S.; Delaere, C.; Delcourt, M.; Forthomme, L.; Francois, B.; Giammanco, A.; Jafari, A.; Jez, P.; Komm, M.; Lemaitre, V.; Magitteri, A.; Mertens, A.; Musich, M.; Nuttens, C.; Piotrzkowski, K.; Quertenmont, L.; Selvaggi, M.; Vidal Marono, M.; Wertz, S.; Beliy, N.; Aldá Júnior, W. L.; Alves, F. L.; Alves, G. A.; Brito, L.; Hensel, C.; Moraes, A.; Pol, M. E.; Rebello Teles, P.; Belchior Batista Das Chagas, E.; Carvalho, W.; Chinellato, J.; Custódio, A.; Da Costa, E. M.; Da Silveira, G. G.; De Jesus Damiao, D.; De Oliveira Martins, C.; Fonseca De Souza, S.; Huertas Guativa, L. M.; Malbouisson, H.; Matos Figueiredo, D.; Mora Herrera, C.; Mundim, L.; Nogima, H.; Prado Da Silva, W. L.; Santoro, A.; Sznajder, A.; Tonelli Manganote, E. J.; Vilela Pereira, A.; Ahuja, S.; Bernardes, C. A.; Dogra, S.; Fernandez Perez Tomei, T. R.; Gregores, E. M.; Mercadante, P. G.; Moon, C. S.; Novaes, S. F.; Padula, Sandra S.; Romero Abad, D.; Ruiz Vargas, J. C.; Aleksandrov, A.; Hadjiiska, R.; Iaydjiev, P.; Rodozov, M.; Stoykova, S.; Sultanov, G.; Vutova, M.; Dimitrov, A.; Glushkov, I.; Litov, L.; Pavlov, B.; Petkov, P.; Fang, W.; Ahmad, M.; Bian, J. G.; Chen, G. M.; Chen, H. S.; Chen, M.; Chen, Y.; Cheng, T.; Jiang, C. H.; Leggat, D.; Liu, Z.; Romeo, F.; Shaheen, S. M.; Spiezia, A.; Tao, J.; Wang, C.; Wang, Z.; Zhang, H.; Zhao, J.; Ban, Y.; Chen, G.; Li, Q.; Liu, S.; Mao, Y.; Qian, S. J.; Wang, D.; Xu, Z.; Avila, C.; Cabrera, A.; Chaparro Sierra, L. F.; Florez, C.; Gomez, J. P.; González Hernández, C. F.; Ruiz Alvarez, J. D.; Sanabria, J. C.; Godinovic, N.; Lelas, D.; Puljak, I.; Ribeiro Cipriano, P. M.; Antunovic, Z.; Kovac, M.; Brigljevic, V.; Ferencek, D.; Kadija, K.; Micanovic, S.; Sudic, L.; Susa, T.; Attikis, A.; Mavromanolakis, G.; Mousa, J.; Nicolaou, C.; Ptochos, F.; Razis, P. A.; Rykaczewski, H.; Finger, M.; Finger, M.; Carrera Jarrin, E.; Abdelalim, A. 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M.; Gunnellini, P.; Harb, A.; Hauk, J.; Hempel, M.; Jung, H.; Kalogeropoulos, A.; Karacheban, O.; Kasemann, M.; Keaveney, J.; Kieseler, J.; Kleinwort, C.; Korol, I.; Krücker, D.; Lange, W.; Lelek, A.; Leonard, J.; Lipka, K.; Lobanov, A.; Lohmann, W.; Mankel, R.; Melzer-Pellmann, I.-A.; Meyer, A. B.; Mittag, G.; Mnich, J.; Mussgiller, A.; Ntomari, E.; Pitzl, D.; Placakyte, R.; Raspereza, A.; Roland, B.; Sahin, M. Ö.; Saxena, P.; Schoerner-Sadenius, T.; Seitz, C.; Spannagel, S.; Stefaniuk, N.; Trippkewitz, K. D.; Van Onsem, G. P.; Walsh, R.; Wissing, C.; Blobel, V.; Centis Vignali, M.; Draeger, A. 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J.; Ulrich, R.; Wagner-Kuhr, J.; Wayand, S.; Weber, M.; Weiler, T.; Williamson, S.; Wöhrmann, C.; Wolf, R.; Anagnostou, G.; Daskalakis, G.; Geralis, T.; Giakoumopoulou, V. A.; Kyriakis, A.; Loukas, D.; Topsis-Giotis, I.; Agapitos, A.; Kesisoglou, S.; Panagiotou, A.; Saoulidou, N.; Tziaferi, E.; Evangelou, I.; Flouris, G.; Foudas, C.; Kokkas, P.; Loukas, N.; Manthos, N.; Papadopoulos, I.; Paradas, E.; Filipovic, N.; Bencze, G.; Hajdu, C.; Hidas, P.; Horvath, D.; Sikler, F.; Veszpremi, V.; Vesztergombi, G.; Zsigmond, A. J.; Beni, N.; Czellar, S.; Karancsi, J.; Makovec, A.; Molnar, J.; Szillasi, Z.; Bartók, M.; Raics, P.; Trocsanyi, Z. L.; Ujvari, B.; Bahinipati, S.; Choudhury, S.; Mal, P.; Mandal, K.; Nayak, A.; Sahoo, D. K.; Sahoo, N.; Swain, S. K.; Bansal, S.; Beri, S. B.; Bhatnagar, V.; Chawla, R.; Bhawandeep, U.; Kalsi, A. K.; Kaur, A.; Kaur, M.; Kumar, R.; Mehta, A.; Mittal, M.; Singh, J. B.; Walia, G.; Kumar, Ashok; Bhardwaj, A.; Choudhary, B. C.; Garg, R. 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M.; Fahim, A.; Khakzad, M.; Mohammadi Najafabadi, M.; Naseri, M.; Paktinat Mehdiabadi, S.; Rezaei Hosseinabadi, F.; Safarzadeh, B.; Zeinali, M.; Felcini, M.; Grunewald, M.; Abbrescia, M.; Calabria, C.; Caputo, C.; Colaleo, A.; Creanza, D.; Cristella, L.; De Filippis, N.; De Palma, M.; Fiore, L.; Iaselli, G.; Maggi, G.; Maggi, M.; Miniello, G.; My, S.; Nuzzo, S.; Pompili, A.; Pugliese, G.; Radogna, R.; Ranieri, A.; Selvaggi, G.; Silvestris, L.; Venditti, R.; Verwilligen, P.; Abbiendi, G.; Battilana, C.; Bonacorsi, D.; Braibant-Giacomelli, S.; Brigliadori, L.; Campanini, R.; Capiluppi, P.; Castro, A.; Cavallo, F. R.; Chhibra, S. S.; Codispoti, G.; Cuffiani, M.; Dallavalle, G. M.; Fabbri, F.; Fanfani, A.; Fasanella, D.; Giacomelli, P.; Grandi, C.; Guiducci, L.; Marcellini, S.; Masetti, G.; Montanari, A.; Navarria, F. L.; Perrotta, A.; Rossi, A. M.; Rovelli, T.; Siroli, G. 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M.; Lanza, G.; Lista, L.; Meola, S.; Paolucci, P.; Sciacca, C.; Thyssen, F.; Azzi, P.; Bacchetta, N.; Benato, L.; Bisello, D.; Boletti, A.; Carlin, R.; Carvalho Antunes De Oliveira, A.; Checchia, P.; Dall'Osso, M.; De Castro Manzano, P.; Dorigo, T.; Dosselli, U.; Gasparini, F.; Gasparini, U.; Gozzelino, A.; Lacaprara, S.; Margoni, M.; Meneguzzo, A. T.; Pazzini, J.; Pozzobon, N.; Ronchese, P.; Simonetto, F.; Torassa, E.; Zanetti, M.; Zotto, P.; Zucchetta, A.; Zumerle, G.; Braghieri, A.; Magnani, A.; Montagna, P.; Ratti, S. P.; Re, V.; Riccardi, C.; Salvini, P.; Vai, I.; Vitulo, P.; Alunni Solestizi, L.; Bilei, G. M.; Ciangottini, D.; Fanò, L.; Lariccia, P.; Leonardi, R.; Mantovani, G.; Menichelli, M.; Saha, A.; Santocchia, A.; Androsov, K.; Azzurri, P.; Bagliesi, G.; Bernardini, J.; Boccali, T.; Castaldi, R.; Ciocci, M. A.; Dell'Orso, R.; Donato, S.; Fedi, G.; Giassi, A.; Grippo, M. T.; Ligabue, F.; Lomtadze, T.; Martini, L.; Messineo, A.; Palla, F.; Rizzi, A.; SavoyNavarro, A.; Spagnolo, P.; Tenchini, R.; Tonelli, G.; Venturi, A.; Verdini, P. G.; Barone, L.; Cavallari, F.; Cipriani, M.; D'imperio, G.; Del Re, D.; Diemoz, M.; Gelli, S.; Jorda, C.; Longo, E.; Margaroli, F.; Meridiani, P.; Organtini, G.; Paramatti, R.; Preiato, F.; Rahatlou, S.; Rovelli, C.; Santanastasio, F.; Amapane, N.; Arcidiacono, R.; Argiro, S.; Arneodo, M.; Bartosik, N.; Bellan, R.; Biino, C.; Cartiglia, N.; Cenna, F.; Costa, M.; Covarelli, R.; Degano, A.; Demaria, N.; Finco, L.; Kiani, B.; Mariotti, C.; Maselli, S.; Migliore, E.; Monaco, V.; Monteil, E.; Obertino, M. M.; Pacher, L.; Pastrone, N.; Pelliccioni, M.; Pinna Angioni, G. L.; Ravera, F.; Romero, A.; Ruspa, M.; Sacchi, R.; Shchelina, K.; Sola, V.; Solano, A.; Staiano, A.; Traczyk, P.; Belforte, S.; Casarsa, M.; Cossutti, F.; Della Ricca, G.; La Licata, C.; Schizzi, A.; Zanetti, A.; Kim, D. H.; Kim, G. N.; Kim, M. S.; Lee, S.; Lee, S. W.; Oh, Y. D.; Sekmen, S.; Son, D. C.; Yang, Y. C.; Lee, A.; Brochero Cifuentes, J. A.; Kim, T. J.; Cho, S.; Choi, S.; Go, Y.; Gyun, D.; Ha, S.; Hong, B.; Jo, Y.; Kim, Y.; Lee, B.; Lee, K.; Lee, K. S.; Lee, S.; Lim, J.; Park, S. K.; Roh, Y.; Almond, J.; Kim, J.; Oh, S. B.; Seo, S. h.; Yang, U. K.; Yoo, H. D.; Yu, G. B.; Choi, M.; Kim, H.; Kim, H.; Kim, J. H.; Lee, J. S. H.; Park, I. C.; Ryu, G.; Ryu, M. S.; Choi, Y.; Goh, J.; Hwang, C.; Lee, J.; Yu, I.; Dudenas, V.; Juodagalvis, A.; Vaitkus, J.; Ahmed, I.; Ibrahim, Z. A.; Komaragiri, J. R.; Md Ali, M. A. B.; Mohamad Idris, F.; Wan Abdullah, W. A. T.; Yusli, M. N.; Zolkapli, Z.; Castilla-Valdez, H.; De La Cruz-Burelo, E.; Heredia-De La Cruz, I.; Hernandez-Almada, A.; Lopez-Fernandez, R.; Magaña Villalba, R.; Mejia Guisao, J.; Sanchez-Hernandez, A.; Carrillo Moreno, S.; Oropeza Barrera, C.; Vazquez Valencia, F.; Carpinteyro, S.; Pedraza, I.; Salazar Ibarguen, H. A.; Uribe Estrada, C.; Morelos Pineda, A.; Krofcheck, D.; Butler, P. H.; Ahmad, A.; Ahmad, M.; Hassan, Q.; Hoorani, H. R.; Khan, W. A.; Shah, M. A.; Shoaib, M.; Waqas, M.; Bialkowska, H.; Bluj, M.; Boimska, B.; Frueboes, T.; Górski, M.; Kazana, M.; Nawrocki, K.; Romanowska-Rybinska, K.; Szleper, M.; Zalewski, P.; Bunkowski, K.; Byszuk, A.; Doroba, K.; Kalinowski, A.; Konecki, M.; Krolikowski, J.; Misiura, M.; Olszewski, M.; Walczak, M.; Bargassa, P.; Beirão Da Cruz E Silva, C.; Di Francesco, A.; Faccioli, P.; Ferreira Parracho, P. G.; Gallinaro, M.; Hollar, J.; Leonardo, N.; Lloret Iglesias, L.; Nemallapudi, M. V.; Rodrigues Antunes, J.; Seixas, J.; Toldaiev, O.; Vadruccio, D.; Varela, J.; Vischia, P.; Afanasiev, S.; Bunin, P.; Gavrilenko, M.; Golutvin, I.; Gorbunov, I.; Kamenev, A.; Karjavin, V.; Lanev, A.; Malakhov, A.; Matveev, V.; Moisenz, P.; Palichik, V.; Perelygin, V.; Shmatov, S.; Shulha, S.; Skatchkov, N.; Smirnov, V.; Voytishin, N.; Zarubin, A.; Chtchipounov, L.; Golovtsov, V.; Ivanov, Y.; Kim, V.; Kuznetsova, E.; Murzin, V.; Oreshkin, V.; Sulimov, V.; Vorobyev, A.; Andreev, Yu.; Dermenev, A.; Gninenko, S.; Golubev, N.; Karneyeu, A.; Kirsanov, M.; Krasnikov, N.; Pashenkov, A.; Tlisov, D.; Toropin, A.; Epshteyn, V.; Gavrilov, V.; Lychkovskaya, N.; Popov, V.; Pozdnyakov, I.; Safronov, G.; Spiridonov, A.; Toms, M.; Vlasov, E.; Zhokin, A.; Bylinkin, A.; Chistov, R.; Danilov, M.; Rusinov, V.; Andreev, V.; Azarkin, M.; Dremin, I.; Kirakosyan, M.; Leonidov, A.; Rusakov, S. V.; Terkulov, A.; Baskakov, A.; Belyaev, A.; Boos, E.; Dubinin, M.; Dudko, L.; Ershov, A.; Gribushin, A.; Klyukhin, V.; Kodolova, O.; Lokhtin, I.; Miagkov, I.; Obraztsov, S.; Petrushanko, S.; Savrin, V.; Snigirev, A.; Blinov, V.; Skovpen, Y.; Azhgirey, I.; Bayshev, I.; Bitioukov, S.; Elumakhov, D.; Kachanov, V.; Kalinin, A.; Konstantinov, D.; Krychkine, V.; Petrov, V.; Ryutin, R.; Sobol, A.; Troshin, S.; Tyurin, N.; Uzunian, A.; Volkov, A.; Adzic, P.; Cirkovic, P.; Devetak, D.; Dordevic, M.; Milosevic, J.; Rekovic, V.; Alcaraz Maestre, J.; Barrio Luna, M.; Calvo, E.; Cerrada, M.; Chamizo Llatas, M.; Colino, N.; De La Cruz, B.; Delgado Peris, A.; Escalante Del Valle, A.; Fernandez Bedoya, C.; Fernández Ramos, J. P.; Flix, J.; Fouz, M. C.; Garcia-Abia, P.; Gonzalez Lopez, O.; Goy Lopez, S.; Hernandez, J. M.; Josa, M. I.; Navarro De Martino, E.; Pérez-Calero Yzquierdo, A.; Puerta Pelayo, J.; Quintario Olmeda, A.; Redondo, I.; Romero, L.; Soares, M. S.; de Trocóniz, J. F.; Missiroli, M.; Moran, D.; Cuevas, J.; Fernandez Menendez, J.; Gonzalez Caballero, I.; González Fernández, J. R.; Palencia Cortezon, E.; Sanchez Cruz, S.; Suárez Andrés, I.; Vizan Garcia, J. M.; Cabrillo, I. J.; Calderon, A.; Castiñeiras De Saa, J. R.; Curras, E.; Fernandez, M.; Garcia-Ferrero, J.; Gomez, G.; Lopez Virto, A.; Marco, J.; Martinez Rivero, C.; Matorras, F.; Piedra Gomez, J.; Rodrigo, T.; Ruiz-Jimeno, A.; Scodellaro, L.; Trevisani, N.; Vila, I.; Vilar Cortabitarte, R.; Abbaneo, D.; Auffray, E.; Auzinger, G.; Bachtis, M.; Baillon, P.; Ball, A. H.; Barney, D.; Bloch, P.; Bocci, A.; Bonato, A.; Botta, C.; Camporesi, T.; Castello, R.; Cepeda, M.; Cerminara, G.; D'Alfonso, M.; d'Enterria, D.; Dabrowski, A.; Daponte, V.; David, A.; De Gruttola, M.; De Guio, F.; De Roeck, A.; Di Marco, E.; Dobson, M.; Dorney, B.; du Pree, T.; Duggan, D.; Dünser, M.; Dupont, N.; Elliott-Peisert, A.; Fartoukh, S.; Franzoni, G.; Fulcher, J.; Funk, W.; Gigi, D.; Gill, K.; Girone, M.; Glege, F.; Gulhan, D.; Gundacker, S.; Guthoff, M.; Hammer, J.; Harris, P.; Hegeman, J.; Innocente, V.; Janot, P.; Kirschenmann, H.; Knünz, V.; Kornmayer, A.; Kortelainen, M. J.; Kousouris, K.; Krammer, M.; Lecoq, P.; Lourenço, C.; Lucchini, M. T.; Malgeri, L.; Mannelli, M.; Martelli, A.; Meijers, F.; Mersi, S.; Meschi, E.; Moortgat, F.; Morovic, S.; Mulders, M.; Neugebauer, H.; Orfanelli, S.; Orsini, L.; Pape, L.; Perez, E.; Peruzzi, M.; Petrilli, A.; Petrucciani, G.; Pfeiffer, A.; Pierini, M.; Racz, A.; Reis, T.; Rolandi, G.; Rovere, M.; Ruan, M.; Sakulin, H.; Sauvan, J. B.; Schäfer, C.; Schwick, C.; Seidel, M.; Sharma, A.; Silva, P.; Simon, M.; Sphicas, P.; Steggemann, J.; Stoye, M.; Takahashi, Y.; Tosi, M.; Treille, D.; Triossi, A.; Tsirou, A.; Veckalns, V.; Veres, G. I.; Wardle, N.; Zagozdzinska, A.; Zeuner, W. D.; Bertl, W.; Deiters, K.; Erdmann, W.; Horisberger, R.; Ingram, Q.; Kaestli, H. C.; Kotlinski, D.; Langenegger, U.; Rohe, T.; Bachmair, F.; Bäni, L.; Bianchini, L.; Casal, B.; Dissertori, G.; Dittmar, M.; Donegà, M.; Eller, P.; Grab, C.; Heidegger, C.; Hits, D.; Hoss, J.; Kasieczka, G.; Lecomte, P.; Lustermann, W.; Mangano, B.; Marionneau, M.; Martinez Ruiz del Arbol, P.; Masciovecchio, M.; Meinhard, M. T.; Meister, D.; Micheli, F.; Musella, P.; Nessi-Tedaldi, F.; Pandolfi, F.; Pata, J.; Pauss, F.; Perrin, G.; Perrozzi, L.; Quittnat, M.; Rossini, M.; Schönenberger, M.; Starodumov, A.; Tavolaro, V. R.; Theofilatos, K.; Wallny, R.; Aarrestad, T. K.; Amsler, C.; Caminada, L.; Canelli, M. F.; De Cosa, A.; Galloni, C.; Hinzmann, A.; Hreus, T.; Kilminster, B.; Lange, C.; Ngadiuba, J.; Pinna, D.; Rauco, G.; Robmann, P.; Salerno, D.; Yang, Y.; Candelise, V.; Doan, T. H.; Jain, Sh.; Khurana, R.; Konyushikhin, M.; Kuo, C. M.; Lin, W.; Lu, Y. J.; Pozdnyakov, A.; Yu, S. S.; Kumar, Arun; Chang, P.; Chang, Y. H.; Chang, Y. W.; Chao, Y.; Chen, K. F.; Chen, P. H.; Dietz, C.; Fiori, F.; Hou, W.-S.; Hsiung, Y.; Liu, Y. F.; Lu, R.-S.; Miñano Moya, M.; Paganis, E.; Psallidas, A.; Tsai, J. f.; Tzeng, Y. M.; Asavapibhop, B.; Singh, G.; Srimanobhas, N.; Suwonjandee, N.; Adiguzel, A.; Cerci, S.; Damarseckin, S.; Demiroglu, Z. S.; Dozen, C.; Dumanoglu, I.; Girgis, S.; Gokbulut, G.; Guler, Y.; Gurpinar, E.; Hos, I.; Kangal, E. E.; Kara, O.; Kiminsu, U.; Oglakci, M.; Onengut, G.; Ozdemir, K.; Sunar Cerci, D.; Tali, B.; Topakli, H.; Turkcapar, S.; Zorbakir, I. S.; Zorbilmez, C.; Bilin, B.; Bilmis, S.; Isildak, B.; Karapinar, G.; Yalvac, M.; Zeyrek, M.; Gülmez, E.; Kaya, M.; Kaya, O.; Yetkin, E. A.; Yetkin, T.; Cakir, A.; Cankocak, K.; Sen, S.; Grynyov, B.; Levchuk, L.; Sorokin, P.; Aggleton, R.; Ball, F.; Beck, L.; Brooke, J. J.; Burns, D.; Clement, E.; Cussans, D.; Flacher, H.; Goldstein, J.; Grimes, M.; Heath, G. P.; Heath, H. F.; Jacob, J.; Kreczko, L.; Lucas, C.; Newbold, D. M.; Paramesvaran, S.; Poll, A.; Sakuma, T.; Seif El Nasr-storey, S.; Smith, D.; Smith, V. J.; Bell, K. W.; Belyaev, A.; Brew, C.; Brown, R. M.; Calligaris, L.; Cieri, D.; Cockerill, D. J. A.; Coughlan, J. A.; Harder, K.; Harper, S.; Olaiya, E.; Petyt, D.; Shepherd-Themistocleous, C. H.; Thea, A.; Tomalin, I. R.; Williams, T.; Baber, M.; Bainbridge, R.; Buchmuller, O.; Bundock, A.; Burton, D.; Casasso, S.; Citron, M.; Colling, D.; Corpe, L.; Dauncey, P.; Davies, G.; De Wit, A.; Della Negra, M.; Di Maria, R.; Dunne, P.; Elwood, A.; Futyan, D.; Haddad, Y.; Hall, G.; Iles, G.; James, T.; Lane, R.; Laner, C.; Lucas, R.; Lyons, L.; Magnan, A.-M.; Malik, S.; Mastrolorenzo, L.; Nash, J.; Nikitenko, A.; Pela, J.; Penning, B.; Pesaresi, M.; Raymond, D. M.; Richards, A.; Rose, A.; Seez, C.; Summers, S.; Tapper, A.; Uchida, K.; Vazquez Acosta, M.; Virdee, T.; Wright, J.; Zenz, S. C.; Cole, J. E.; Hobson, P. R.; Khan, A.; Kyberd, P.; Leslie, D.; Reid, I. D.; Symonds, P.; Teodorescu, L.; Turner, M.; Borzou, A.; Call, K.; Dittmann, J.; Hatakeyama, K.; Liu, H.; Pastika, N.; Charaf, O.; Cooper, S. I.; Henderson, C.; Rumerio, P.; Arcaro, D.; Avetisyan, A.; Bose, T.; Gastler, D.; Rankin, D.; Richardson, C.; Rohlf, J.; Sulak, L.; Zou, D.; Benelli, G.; Berry, E.; Cutts, D.; Garabedian, A.; Hakala, J.; Heintz, U.; Hogan, J. M.; Jesus, O.; Laird, E.; Landsberg, G.; Mao, Z.; Narain, M.; Piperov, S.; Sagir, S.; Spencer, E.; Syarif, R.; Breedon, R.; Breto, G.; Burns, D.; Calderon De La Barca Sanchez, M.; Chauhan, S.; Chertok, M.; Conway, J.; Conway, R.; Cox, P. T.; Erbacher, R.; Flores, C.; Funk, G.; Gardner, M.; Ko, W.; Lander, R.; Mclean, C.; Mulhearn, M.; Pellett, D.; Pilot, J.; Ricci-Tam, F.; Shalhout, S.; Smith, J.; Squires, M.; Stolp, D.; Tripathi, M.; Wilbur, S.; Yohay, R.; Cousins, R.; Everaerts, P.; Florent, A.; Hauser, J.; Ignatenko, M.; Saltzberg, D.; Takasugi, E.; Valuev, V.; Weber, M.; Burt, K.; Clare, R.; Ellison, J.; Gary, J. W.; Hanson, G.; Heilman, J.; Jandir, P.; Kennedy, E.; Lacroix, F.; Long, O. R.; Malberti, M.; Olmedo Negrete, M.; Paneva, M. I.; Shrinivas, A.; Wei, H.; Wimpenny, S.; Yates, B. R.; Branson, J. G.; Cerati, G. B.; Cittolin, S.; Derdzinski, M.; Gerosa, R.; Holzner, A.; Klein, D.; Krutelyov, V.; Letts, J.; Macneill, I.; Olivito, D.; Padhi, S.; Pieri, M.; Sani, M.; Sharma, V.; Simon, S.; Tadel, M.; Vartak, A.; Wasserbaech, S.; Welke, C.; Wood, J.; Würthwein, F.; Yagil, A.; Zevi Della Porta, G.; Bhandari, R.; Bradmiller-Feld, J.; Campagnari, C.; Dishaw, A.; Dutta, V.; Flowers, K.; Franco Sevilla, M.; Geffert, P.; George, C.; Golf, F.; Gouskos, L.; Gran, J.; Heller, R.; Incandela, J.; Mccoll, N.; Mullin, S. D.; Ovcharova, A.; Richman, J.; Stuart, D.; Suarez, I.; West, C.; Yoo, J.; Anderson, D.; Apresyan, A.; Bendavid, J.; Bornheim, A.; Bunn, J.; Chen, Y.; Duarte, J.; Lawhorn, J. M.; Mott, A.; Newman, H. B.; Pena, C.; Spiropulu, M.; Vlimant, J. R.; Xie, S.; Zhu, R. Y.; Andrews, M. B.; Azzolini, V.; Carlson, B.; Ferguson, T.; Paulini, M.; Russ, J.; Sun, M.; Vogel, H.; Vorobiev, I.; Cumalat, J. P.; Ford, W. T.; Jensen, F.; Johnson, A.; Krohn, M.; Mulholland, T.; Stenson, K.; Wagner, S. R.; Alexander, J.; Chaves, J.; Chu, J.; Dittmer, S.; Mcdermott, K.; Mirman, N.; Nicolas Kaufman, G.; Patterson, J. R.; Rinkevicius, A.; Ryd, A.; Skinnari, L.; Soffi, L.; Tan, S. M.; Tao, Z.; Thom, J.; Tucker, J.; Wittich, P.; Zientek, M.; Winn, D.; Abdullin, S.; Albrow, M.; Apollinari, G.; Banerjee, S.; Bauerdick, L. A. T.; Beretvas, A.; Berryhill, J.; Bhat, P. C.; Bolla, G.; Burkett, K.; Butler, J. N.; Cheung, H. W. K.; Chlebana, F.; Cihangir, S.; Cremonesi, M.; Elvira, V. D.; Fisk, I.; Freeman, J.; Gottschalk, E.; Gray, L.; Green, D.; Grünendahl, S.; Gutsche, O.; Hare, D.; Harris, R. M.; Hasegawa, S.; Hirschauer, J.; Hu, Z.; Jayatilaka, B.; Jindariani, S.; Johnson, M.; Joshi, U.; Klima, B.; Kreis, B.; Lammel, S.; Linacre, J.; Lincoln, D.; Lipton, R.; Liu, T.; Lopes De Sá, R.; Lykken, J.; Maeshima, K.; Magini, N.; Marraffino, J. M.; Maruyama, S.; Mason, D.; McBride, P.; Merkel, P.; Mrenna, S.; Nahn, S.; Newman-Holmes, C.; O'Dell, V.; Pedro, K.; Prokofyev, O.; Rakness, G.; Ristori, L.; Sexton-Kennedy, E.; Soha, A.; Spalding, W. J.; Spiegel, L.; Stoynev, S.; Strobbe, N.; Taylor, L.; Tkaczyk, S.; Tran, N. V.; Uplegger, L.; Vaandering, E. W.; Vernieri, C.; Verzocchi, M.; Vidal, R.; Wang, M.; Weber, H. A.; Whitbeck, A.; Acosta, D.; Avery, P.; Bortignon, P.; Bourilkov, D.; Brinkerhoff, A.; Carnes, A.; Carver, M.; Curry, D.; Das, S.; Field, R. D.; Furic, I. K.; Konigsberg, J.; Korytov, A.; Ma, P.; Matchev, K.; Mei, H.; Milenovic, P.; Mitselmakher, G.; Rank, D.; Shchutska, L.; Sperka, D.; Thomas, L.; Wang, J.; Wang, S.; Yelton, J.; Linn, S.; Markowitz, P.; Martinez, G.; Rodriguez, J. L.; Ackert, A.; Adams, J. R.; Adams, T.; Askew, A.; Bein, S.; Diamond, B.; Hagopian, S.; Hagopian, V.; Johnson, K. F.; Khatiwada, A.; Prosper, H.; Santra, A.; Weinberg, M.; Baarmand, M. M.; Bhopatkar, V.; Colafranceschi, S.; Hohlmann, M.; Noonan, D.; Roy, T.; Yumiceva, F.; Adams, M. R.; Apanasevich, L.; Berry, D.; Betts, R. R.; Bucinskaite, I.; Cavanaugh, R.; Evdokimov, O.; Gauthier, L.; Gerber, C. E.; Hofman, D. J.; Kurt, P.; O'Brien, C.; Sandoval Gonzalez, I. D.; Turner, P.; Varelas, N.; Wang, H.; Wu, Z.; Zakaria, M.; Zhang, J.; Bilki, B.; Clarida, W.; Dilsiz, K.; Durgut, S.; Gandrajula, R. P.; Haytmyradov, M.; Khristenko, V.; Merlo, J.-P.; Mermerkaya, H.; Mestvirishvili, A.; Moeller, A.; Nachtman, J.; Ogul, H.; Onel, Y.; Ozok, F.; Penzo, A.; Snyder, C.; Tiras, E.; Wetzel, J.; Yi, K.; Anderson, I.; Blumenfeld, B.; Cocoros, A.; Eminizer, N.; Fehling, D.; Feng, L.; Gritsan, A. V.; Maksimovic, P.; Osherson, M.; Roskes, J.; Sarica, U.; Swartz, M.; Xiao, M.; Xin, Y.; You, C.; Al-bataineh, A.; Baringer, P.; Bean, A.; Bowen, J.; Bruner, C.; Castle, J.; Kenny, R. P.; Kropivnitskaya, A.; Majumder, D.; Mcbrayer, W.; Murray, M.; Sanders, S.; Stringer, R.; Tapia Takaki, J. D.; Wang, Q.; Ivanov, A.; Kaadze, K.; Khalil, S.; Makouski, M.; Maravin, Y.; Mohammadi, A.; Saini, L. K.; Skhirtladze, N.; Toda, S.; Lange, D.; Rebassoo, F.; Wright, D.; Anelli, C.; Baden, A.; Baron, O.; Belloni, A.; Calvert, B.; Eno, S. C.; Ferraioli, C.; Gomez, J. A.; Hadley, N. J.; Jabeen, S.; Kellogg, R. G.; Kolberg, T.; Kunkle, J.; Lu, Y.; Mignerey, A. C.; Shin, Y. H.; Skuja, A.; Tonjes, M. B.; Tonwar, S. C.; Abercrombie, D.; Allen, B.; Apyan, A.; Barbieri, R.; Baty, A.; Bi, R.; Bierwagen, K.; Brandt, S.; Busza, W.; Cali, I. A.; Demiragli, Z.; Di Matteo, L.; Gomez Ceballos, G.; Goncharov, M.; Hsu, D.; Iiyama, Y.; Innocenti, G. M.; Klute, M.; Kovalskyi, D.; Krajczar, K.; Lai, Y. S.; Lee, Y.-J.; Levin, A.; Luckey, P. D.; Marini, A. C.; Mcginn, C.; Mironov, C.; Narayanan, S.; Niu, X.; Paus, C.; Roland, C.; Roland, G.; Salfeld-Nebgen, J.; Stephans, G. S. F.; Sumorok, K.; Tatar, K.; Varma, M.; Velicanu, D.; Veverka, J.; Wang, J.; Wang, T. W.; Wyslouch, B.; Yang, M.; Zhukova, V.; Benvenuti, A. C.; Chatterjee, R. M.; Evans, A.; Finkel, A.; Gude, A.; Hansen, P.; Kalafut, S.; Kao, S. C.; Kubota, Y.; Lesko, Z.; Mans, J.; Nourbakhsh, S.; Ruckstuhl, N.; Rusack, R.; Tambe, N.; Turkewitz, J.; Acosta, J. G.; Oliveros, S.; Avdeeva, E.; Bartek, R.; Bloom, K.; Bose, S.; Claes, D. R.; Dominguez, A.; Fangmeier, C.; Gonzalez Suarez, R.; Kamalieddin, R.; Knowlton, D.; Kravchenko, I.; Malta Rodrigues, A.; Meier, F.; Monroy, J.; Siado, J. E.; Snow, G. R.; Stieger, B.; Alyari, M.; Dolen, J.; George, J.; Godshalk, A.; Harrington, C.; Iashvili, I.; Kaisen, J.; Kharchilava, A.; Kumar, A.; Parker, A.; Rappoccio, S.; Roozbahani, B.; Alverson, G.; Barberis, E.; Baumgartel, D.; Hortiangtham, A.; Massironi, A.; Morse, D. M.; Nash, D.; Orimoto, T.; Teixeira De Lima, R.; Trocino, D.; Wang, R.-J.; Wood, D.; Bhattacharya, S.; Hahn, K. A.; Kubik, A.; Kumar, A.; Low, J. F.; Mucia, N.; Odell, N.; Pollack, B.; Schmitt, M. H.; Sung, K.; Trovato, M.; Velasco, M.; Dev, N.; Hildreth, M.; Hurtado Anampa, K.; Jessop, C.; Karmgard, D. J.; Kellams, N.; Lannon, K.; Marinelli, N.; Meng, F.; Mueller, C.; Musienko, Y.; Planer, M.; Reinsvold, A.; Ruchti, R.; Smith, G.; Taroni, S.; Valls, N.; Wayne, M.; Wolf, M.; Woodard, A.; Alimena, J.; Antonelli, L.; Brinson, J.; Bylsma, B.; Durkin, L. S.; Flowers, S.; Francis, B.; Hart, A.; Hill, C.; Hughes, R.; Ji, W.; Liu, B.; Luo, W.; Puigh, D.; Winer, B. L.; Wulsin, H. W.; Cooperstein, S.; Driga, O.; Elmer, P.; Hardenbrook, J.; Hebda, P.; Luo, J.; Marlow, D.; Medvedeva, T.; Mei, K.; Mooney, M.; Olsen, J.; Palmer, C.; Piroué, P.; Stickland, D.; Tully, C.; Zuranski, A.; Malik, S.; Barker, A.; Barnes, V. E.; Folgueras, S.; Gutay, L.; Jha, M. K.; Jones, M.; Jung, A. W.; Jung, K.; Miller, D. H.; Neumeister, N.; Radburn-Smith, B. C.; Shi, X.; Sun, J.; Svyatkovskiy, A.; Wang, F.; Xie, W.; Xu, L.; Parashar, N.; Stupak, J.; Adair, A.; Akgun, B.; Chen, Z.; Ecklund, K. M.; Geurts, F. J. M.; Guilbaud, M.; Li, W.; Michlin, B.; Northup, M.; Padley, B. P.; Redjimi, R.; Roberts, J.; Rorie, J.; Tu, Z.; Zabel, J.; Betchart, B.; Bodek, A.; de Barbaro, P.; Demina, R.; Duh, Y. t.; Ferbel, T.; Galanti, M.; Garcia-Bellido, A.; Han, J.; Hindrichs, O.; Khukhunaishvili, A.; Lo, K. H.; Tan, P.; Verzetti, M.; Chou, J. P.; Contreras-Campana, E.; Gershtein, Y.; Gómez Espinosa, T. A.; Halkiadakis, E.; Heindl, M.; Hidas, D.; Hughes, E.; Kaplan, S.; Kunnawalkam Elayavalli, R.; Kyriacou, S.; Lath, A.; Nash, K.; Saka, H.; Salur, S.; Schnetzer, S.; Sheffield, D.; Somalwar, S.; Stone, R.; Thomas, S.; Thomassen, P.; Walker, M.; Foerster, M.; Heideman, J.; Riley, G.; Rose, K.; Spanier, S.; Thapa, K.; Bouhali, O.; Celik, A.; Dalchenko, M.; De Mattia, M.; Delgado, A.; Dildick, S.; Eusebi, R.; Gilmore, J.; Huang, T.; Juska, E.; Kamon, T.; Mueller, R.; Pakhotin, Y.; Patel, R.; Perloff, A.; Perniè, L.; Rathjens, D.; Rose, A.; Safonov, A.; Tatarinov, A.; Ulmer, K. A.; Akchurin, N.; Cowden, C.; Damgov, J.; Dragoiu, C.; Dudero, P. R.; Faulkner, J.; Kunori, S.; Lamichhane, K.; Lee, S. W.; Libeiro, T.; Undleeb, S.; Volobouev, I.; Wang, Z.; Delannoy, A. G.; Greene, S.; Gurrola, A.; Janjam, R.; Johns, W.; Maguire, C.; Melo, A.; Ni, H.; Sheldon, P.; Tuo, S.; Velkovska, J.; Xu, Q.; Arenton, M. W.; Barria, P.; Cox, B.; Goodell, J.; Hirosky, R.; Ledovskoy, A.; Li, H.; Neu, C.; Sinthuprasith, T.; Sun, X.; Wang, Y.; Wolfe, E.; Xia, F.; Clarke, C.; Harr, R.; Karchin, P. E.; Lamichhane, P.; Sturdy, J.; Belknap, D. A.; Dasu, S.; Dodd, L.; Duric, S.; Gomber, B.; Grothe, M.; Herndon, M.; Hervé, A.; Klabbers, P.; Lanaro, A.; Levine, A.; Long, K.; Loveless, R.; Ojalvo, I.; Perry, T.; Pierro, G. A.; Polese, G.; Ruggles, T.; Savin, A.; Sharma, A.; Smith, N.; Smith, W. H.; Taylor, D.; Woods, N.

    2016-12-01

    A search is presented for an excess of events with large missing transverse momentum in association with at least one highly energetic jet, in a data sample of proton-proton collisions at a centre-of-mass energy of 8 TeV. The data correspond to an integrated luminosity of 19.7 fb-1 collected by the CMS experiment at the LHC. The results are interpreted using a set of simplified models for the production of dark matter via a scalar, pseudoscalar, vector, or axial vector mediator. Additional sensitivity is achieved by tagging events consistent with the jets originating from a hadronically decaying vector boson. This search uses jet substructure techniques to identify hadronically decaying vector bosons in both Lorentz-boosted and resolved scenarios. This analysis yields improvements of 80% in terms of excluded signal cross sections with respect to the previous CMS analysis using the same data set. No significant excess with respect to the standard model expectation is observed and limits are placed on the parameter space of the simplified models. Mediator masses between 80 and 400 GeV in the scalar and pseudoscalar models, and up to 1.5 TeV in the vector and axial vector models, are excluded. [Figure not available: see fulltext.

  3. Spreading Characteristics and Thrust of Jets from Asymmetric Nozzles

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.

    1995-01-01

    The spreading characteristics of jets from several asymmetric nozzles are studied in comparison to those of an axisymmetric jet, over the Mach number (M(sub J)) range of 0.3 to 1.96. The effect of tabs in two cases, the axisymmetric nozzle fitted with four tabs and a rectangular nozzle fitted with two large tabs, is also included in the comparison. Compared to the axisymmetric jet, the asymmetric jets spread only slightly faster at subsonic conditions, while at supersonic conditions, when screech occurs, they spread much faster. Screech profoundly increases the spreading of all jets. The effect varies in the different stages of screech, and the corresponding unsteady flowfield characteristics are documented via phase-averaged measurement of the fluctuating total pressure. An organization and intensification of the azimuthal vortical structures under the screeching condition is believed to be responsible for the increased spreading. Curiously, the jet from a 'lobed mixer' nozzle spreads much less at supersonic conditions compared to all other cases. This is due to the absence of screech with this nozzle. Jet spreading for the two tab configurations, on the other hand, is significantly more than any of the no-tab cases. This is true in the subsonic regime, as well as in the supersonic regime in spite of the fact that screech is essentially eliminated by the tabs. The dynamics of the streamwise vortex pairs produced by the tabs cause the most efficient jet spreading thus far observed in the study.

  4. A wind tunnel investigation of the wake near the trailing edge of a deflected externally blown flap. [on a jet powered STOL transport aircraft

    NASA Technical Reports Server (NTRS)

    Johnson, W. G., Jr.; Kardas, G. E.

    1974-01-01

    The model tested was a general research model of a swept-wing, jet-powered STOL transport with externally blown flaps. The model was tested with four engine simulators mounted on pylons under the wing. Tests were conducted in the V/STOL tunnel over an angle of attack range of 0 deg to 16 deg and a thrust coefficient range from 0 to approximately 4 at a Reynolds number of 0.461 x 1 million based on the wing reference chord. The results of this investigation are presented primarily as plots of the individual velocity vectors obtained from the wake survey. These data are used to extend an earlier analysis to isolate the effects of the engine thrust on the behavior of the flow at the flap trailing edge. Results of a comparison with a jet-flap theory are also shown.

  5. Entrainment and thrust augmentation in pulsatile ejector flows

    NASA Technical Reports Server (NTRS)

    Sarohia, V.; Bernal, L.; Bui, T.

    1981-01-01

    This study comprised direct thrust measurements, flow visualization by use of a spark shadowgraph technique, and mean and fluctuating velocity measurements with a pitot tube and linearized constant temperature hot-wire anemometry respectively. A gain in thrust of as much as 10 to 15% was observed for the pulsatile ejector flow as compared to the steady flow configuration. From the velocity profile measurements, it is concluded that this enhanced augmentation for pulsatile flow as compared to a nonpulsatile one was accomplished by a corresponding increased entrainment by the primary jet flow. It is also concluded that the augmentation and total entrainment by a constant area ejector critically depends upon the inlet geometry of the ejector. Experiments were performed to evaluate the influence of primary jet to ejector area ratio, ejector length, and presence of a diffuser on pulsatile ejector performance.

  6. Hydrodynamic aspects of thrust generation in gymnotiform swimming

    NASA Astrophysics Data System (ADS)

    Shirgaonkar, Anup A.; Curet, Oscar M.; Patankar, Neelesh A.; Maciver, Malcolm A.

    2008-11-01

    The primary propulsor in gymnotiform swimmers is a fin running along most of the ventral midline of the fish. The fish propagates traveling waves along this ribbon fin to generate thrust. This unique mode of thrust generation gives these weakly electric fish great maneuverability cluttered spaces. To understand the mechanical basis of gymnotiform propulsion, we investigated the hydrodynamics of a model ribbon-fin of an adult black ghost knifefish using high-resolution numerical experiments. We found that the principal mechanism of thrust generation is a central jet imparting momentum to the fluid with associated vortex rings near the free edge of the fin. The high-fidelity simulations also reveal secondary vortex rings potentially useful in rapid sideways maneuvers. We obtained the scaling of thrust with respect to the traveling wave kinematic parameters. Using a fin-plate model for a fish, we also discuss improvements to Lighthill's inviscid theory for gymnotiform and balistiform modes in terms of thrust magnitude, viscous drag on the body, and momentum enhancement.

  7. Statistical error model for a solar electric propulsion thrust subsystem

    NASA Technical Reports Server (NTRS)

    Bantell, M. H.

    1973-01-01

    The solar electric propulsion thrust subsystem statistical error model was developed as a tool for investigating the effects of thrust subsystem parameter uncertainties on navigation accuracy. The model is currently being used to evaluate the impact of electric engine parameter uncertainties on navigation system performance for a baseline mission to Encke's Comet in the 1980s. The data given represent the next generation in statistical error modeling for low-thrust applications. Principal improvements include the representation of thrust uncertainties and random process modeling in terms of random parametric variations in the thrust vector process for a multi-engine configuration.

  8. Kadenancy effect, acoustical resonance effect valveless pulse jet engine

    NASA Astrophysics Data System (ADS)

    Ismail, Rafis Suizwan; Jailani, Azrol; Haron, Muhammad Adli

    2017-09-01

    A pulse jet engine is a tremendously simple device, as far as moving parts are concerned, that is capable of using a range of fuels, an ignition device, and the ambient air to run an open combustion cycle at rates commonly exceeding 100 Hz. The pulse jet engine was first recognized as a worthy device for aeronautics applications with the introduction of the German V-1 Rocket, also known as the "Buzz Bomb." Although pulse jets are somewhat inefficient compared to other jet engines in terms of fuel usage, they have an exceptional thrust to weight ratio if the proper materials are chosen for its construction. For this reason, many hobbyists have adopted pulse jet engines for a propulsive device in RC planes, go-karts, and other recreational applications. The concept behind the design and function of propulsion devices are greatly inspired by the Newton's second and third laws. These laws quantitatively described thrust as a reaction force. Basically, whenever a mass is accelerated or expelled from one direction by a system, such a mass will exert the same force which will be equal in magnitude, however that will be opposite in direction over the same system. Thrust is that force utilized over a facade in a direction normal and perpendicular to the facade which is known as the thrust. This is the simplest explanation of the concept, on which propulsion devices functions. In mechanical engineering, any force that is orthogonal to the main load is generally referred to as thrust [1].

  9. The application of parameter estimation to flight measurements to obtain lateral-directional stability derivatives of an augmented jet-flap STOL airplane

    NASA Technical Reports Server (NTRS)

    Stephenson, J. D.

    1983-01-01

    Flight experiments with an augmented jet flap STOL aircraft provided data from which the lateral directional stability and control derivatives were calculated by applying a linear regression parameter estimation procedure. The tests, which were conducted with the jet flaps set at a 65 deg deflection, covered a large range of angles of attack and engine power settings. The effect of changing the angle of the jet thrust vector was also investigated. Test results are compared with stability derivatives that had been predicted. The roll damping derived from the tests was significantly larger than had been predicted, whereas the other derivatives were generally in agreement with the predictions. Results obtained using a maximum likelihood estimation procedure are compared with those from the linear regression solutions.

  10. Transonic Performance Characteristics of Several Jet Noise Suppressors

    NASA Technical Reports Server (NTRS)

    Schmeer, James W.; Salters, Leland B., Jr.; Cassetti, Marlowe D.

    1960-01-01

    An investigation of the transonic performance characteristics of several noise-suppressor configurations has been conducted in the Langley 16-foot transonic tunnel. The models were tested statically and over a Mach number range from 0.70 to 1.05 at an angle of attack of 0 deg. The primary jet total-pressure ratio was varied from 1.0 (jet off) to about 4.5. The effect of secondary air flow on the performance of two of the configurations was investigated. A hydrogen peroxide turbojet-engine simulator was used to supply the hot-jet exhaust. An 8-lobe afterbody with centerbody, short shroud, and secondary air had the highest thrust-minus-drag coefficients of the six noise-suppressor configurations tested. The 12-tube and 12-lobe afterbodies had the lowest internal losses. The presence of an ejector shroud partially shields the external pressure distribution of the 8-lobe after-body from the influence of the primary jet. A ring-airfoil shroud increased the static thrust of the annular nozzle but generally decreased the thrust minus drag at transonic Mach numbers.

  11. Measurement of surface shear stress vector beneath high-speed jet flow using liquid crystal coating

    NASA Astrophysics Data System (ADS)

    Wang, Cheng-Peng; Zhao, Ji-Song; Jiao, Yun; Cheng, Ke-Ming

    2018-05-01

    The shear-sensitive liquid crystal coating (SSLCC) technique is investigated in the high-speed jet flow of a micro-wind-tunnel. An approach to measure surface shear stress vector distribution using the SSLCC technique is established, where six synchronous cameras are used to record the coating color at different circumferential view angles. Spatial wall shear stress vector distributions on the test surface are obtained at different velocities. The results are encouraging and demonstrate the great potential of the SSLCC technique in high-speed wind-tunnel measurement.

  12. Jet Spreading Increase by Passive Control and Associated Performance Penalty

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.

    1999-01-01

    This paper reviews the effects of 'screech', 'asymmetric nozzle shaping', 'tabs' and 'overexpansion' on the spreading of free jets. Corresponding thrust penalty for the tabs and overexpanded condition are also evaluated. The asymmetric shapes include rectangular ones with varying aspect ratio. Tabs investigated are triangular shaped 'delta-tabs' placed at the exit of a convergent circular nozzle. The effect of overexpansion is examined with circular convergent-divergent (C-D) nozzles. Tabs and overexpansion are found to yield the largest increase in jet spreading. Each, however, involves a performance penalty, i.e., a loss in thrust coefficient. Variation of the size of four delta-tabs show that there exists an optimum size for which the gain in jet spreading is the maximum per unit loss in thrust coefficient. With the C-D nozzles, the minimum in thrust coefficient is expected near the beginning of the overexpanded regime based on idealized flow calculations. The maximum increase in jet spreading, however, is found to occur at higher pressure ratios well into the overexpanded regime. The optimum benefit with the overexpanded flow, in terms of gain in spreading for unit penalty, is found to be comparable to the optimum tab case.

  13. Study of Jet-Propulsion System Comprising Blower, Burner, and Nozzle

    NASA Technical Reports Server (NTRS)

    Hall, Eldon W

    1944-01-01

    A study was made of the performance of a jet-propulsion system composed of an engine-driven blower, a combustion chamber, and a discharge nozzle. A simplified analysis is made of this system for the purpose of showing in concise form the effect of the important design variables and operating conditions on jet thrust, thrust horsepower, and fuel consumption. Curves are presented that permit a rapid evaluation of the performance of this system for a range of operating conditions. The performance for an illustrative case of a power plant of the type under consideration id discussed in detail. It is shown that for a given airplane velocity the jet thrust horsepower depends mainly on the blower power and the amount of fuel burned in the jet; the higher the thrust horsepower is for a given blower power, the higher the fuel consumption per thrust horsepower. Within limits the amount of air pumped has only a secondary effect on the thrust horsepower and efficiency. A lower limit on air flow for a given fuel flow occurs where the combustion-chamber temperature becomes excessive on the basis of the strength of the structure. As the air-flow rate is increased, an upper limit is reached where, for a given blower power, fuel-flow rate, and combustion-chamber size, further increase in air flow causes a decrease in power and efficiency. This decrease in power is caused by excessive velocity through the combustion chamber, attended by an excessive pressure drop caused by momentum changes occurring during combustion.

  14. Ultra-High Bypass Ratio Jet Noise

    NASA Technical Reports Server (NTRS)

    Low, John K. C.

    1994-01-01

    The jet noise from a 1/15 scale model of a Pratt and Whitney Advanced Ducted Propulsor (ADP) was measured in the United Technology Research Center anechoic research tunnel (ART) under a range of operating conditions. Conditions were chosen to match engine operating conditions. Data were obtained at static conditions and at wind tunnel Mach numbers of 0.2, 0.27, and 0.35 to simulate inflight effects on jet noise. Due to a temperature dependence of the secondary nozzle area, the model nozzle secondary to primary area ratio varied from 7.12 at 100 percent thrust to 7.39 at 30 percent thrust. The bypass ratio varied from 10.2 to 11.8 respectively. Comparison of the data with predictions using the current Society of Automotive Engineers (SAE) Jet Noise Prediction Method showed that the current prediction method overpredicted the ADP jet noise by 6 decibels. The data suggest that a simple method of subtracting 6 decibels from the SAE Coaxial Jet Noise Prediction for the merged and secondary flow source components would result in good agreement between predicted and measured levels. The simulated jet noise flight effects with wind tunnel Mach numbers up to 0.35 produced jet noise inflight noise reductions up to 12 decibels. The reductions in jet noise levels were across the entire jet noise spectra, suggesting that the inflight effects affected all source noise components.

  15. Twin jet shielding. [for aircraft noise reduction

    NASA Technical Reports Server (NTRS)

    Parthasarathy, S. P.; Cuffel, R. F.; Massier, P. F.

    1979-01-01

    For an over-the-wing/under-the-wing engine configuration on an airplane, the noise produced by the upper jet flow is partially reflected by the lower jet. An analysis has been performed which can be used to predict the distribution of perceived noise levels along the ground plane at take-off for an airplane which is designed to take advantage of the over/under shielding concept. Typical contours of PNL, the shielding benefit in the shadow zone, and the EPNL values at 3.5 nautical miles from brake release as well as EPNL values at sideline at 0.35 nautical miles have been calculated. This has been done for a range of flow parameters characteristic of engines producing inverted velocity profile jets suitable for use in a supersonic cruise vehicle. Reductions up to 6.0 EPNdB in community noise levels can be realized when the over engines are operated at higher thrust and the lower engines simultaneously operated with reduced thrust keeping the total thrust constant.

  16. Performance characteristics of a wedge nozzle installed on an F-18 propulsion wind tunnel model

    NASA Technical Reports Server (NTRS)

    Petit, J. E.; Capone, F. J.

    1979-01-01

    The results of two-dimensional wedge non-axisymmetric nozzle (2D-AIN) tests to determine its performance relative to the baseline axisymmetric nozzle using an F-18 jet effects wind tunnel model are presented. Configurations and test conditions simulated forward thrust-minus drag, thrust vectoring/induced lift, and thrust reversing flight conditions from Mach .6 to 1.20 and attack angles up to 10 degrees. Results of the model test program indicate that non-axisymmetric nozzles can be installed on a twin engine fighter aircraft model with equivalent thrust minus drag performance as the baseline axisymmetric nozzles. Thrust vectoring capability of the non-axisymmetric nozzles provided significant jet-induced lift on the nozzle/aftbody and horizontal tail surfaces. Thrust reversing panels deployed from the 2D-AIN centerbody wedge were very effective for static and inflight operation

  17. Preliminary performance of a vertical-attitude takeoff and landing, supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system

    NASA Technical Reports Server (NTRS)

    Robins, A. W.; Beissner, F. L., Jr.; Domack, C. S.; Swanson, E. E.

    1985-01-01

    A performance study was made of a vertical attitude takeoff and landing (VATOL), supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system. Those characteristics considered were aerodynamics, weight, balance, and performance. Preliminary results indicate that high levels of supersonic aerodynamic performance can be achieved. Further, with the assumption of an advanced (1985 technology readiness) low bypass ratio turbofan engine and advanced structures, excellent mission performance capability is indicated.

  18. A new concept for a hubless rotary jet

    NASA Technical Reports Server (NTRS)

    Garris, C. A.; Toh, K. H.; Xie, L.

    1991-01-01

    The 'hubless rotary-jet' thrust augmentor primary-stream configuration is proposed as a way of overcoming problems encountered with hubbed rotary-jet ejectors while retaining sufficient geometrical simplicity to facilitate performance characterization and prediction via such commercially available CFD methods as FLOTRAN, as well as verification via LDV mapping. The present discussion is conducted with a view to the contributions of more realistic performance models incorporating turbulent mixing and compressibility. Attention is given to thrust augmentation ratio vs. spin angles for various area ratios with and without mixing.

  19. Static, noise, and transition tests of a combined-surface-blowing V/STOL lift/propulsion system

    NASA Technical Reports Server (NTRS)

    Schoen, A. H.; Kolesar, C. E.; Schaeffer, E. G.

    1977-01-01

    Efficient thrust vectoring and high levels of circulatory lift were obtained in tests of a half model V/STOL airplane by using a type of externally blown jet flap in which the jet exhaust from wing-mounted cruise fans is directed over both upper and lower surfaces of a flapped wing. Approximately 90% thrust recovery with 87 deg of thrust vectoring was achieved under static conditions using 89 deg of trailing edge flap deflection. The approximately 10% loss appears to be associated primarily with pressure losses due to the flap brackets or slot entries. The jet induced lift was shown to be 55% of the theoretical value for a fullspan jet-flapped wing, even though only 27.5% of the wingspan was immersed in the jet. Steady rate of descent capability in excess of 1,000 feet per minute is predicted. The possibility of significant aerodynamic-noise cancelling when blowing over both surfaces at high velocities is indicated.

  20. Transient flow thrust prediction for an ejector propulsion concept

    NASA Technical Reports Server (NTRS)

    Drummond, Colin K.

    1989-01-01

    A method for predicting transient thrust augmenting ejector characteristics is introduced. The analysis blends classic self-similar turbulent jet descriptions with a mixing region control volume analysis to predict transient effects in a new way. Details of the theoretical foundation, the solution algorithm, and sample calculations are given.

  1. Recent development of a jet-diffuser ejector

    NASA Technical Reports Server (NTRS)

    Alperin, M.; Wu, J. J.

    1980-01-01

    The paper considers thrust augmenting ejectors in which the processes of mixing and diffusion are partly carried out downstream of the ejector solid surfaces. A jet sheet surrounding the periphery of a widely diverging diffuser prevents separation and forms a gaseous, curved surface to provide effective diffuser ratio and additional length for mixing of primary and induced flows. Three-dimensional potential flow methods achieved a large reduction in the length of the associated solid surface; primary nozzle design further reduced the volume required by the jet-diffuser ejectors, resulting in thrust augmentation in excess of two, and an overall length of about 2 1/2 times the throat width.

  2. Simulation of the Transverse Injection of a Pulsed Jet from the Surface of a Flat Plate into a Supersonic Flow

    NASA Astrophysics Data System (ADS)

    Volkov, K. N.; Emelyanov, V. N.; Yakovchuk, M. S.

    2017-11-01

    The transverse injection of a pulsed jet into a supersonic flow for thrust vectoring in solid rocket motors is investigated. The gas flow through the injection nozzle is controlled by a piston which performs reciprocating motion. Reynolds-averaged Navier-Stokes equations and the ( k- ɛ) turbulence model equations are discretized using the finite volume method and moving grids. The pressure distributions on the plate surface obtained using various approaches to the description of the flow field and difference schemes are compared. The solution obtained for the case of injection of a pulsed jet is compared with the solution for the case where a valve prevents gas flow through the injection nozzle. The dependence of the control force produced by gas injection on time is investigated.

  3. Exhaust-stack nozzle area and shape for individual cylinder exhaust-gas jet-propulsion system

    NASA Technical Reports Server (NTRS)

    Pinkel, Benjamin; Turner, Richard; Voss, Fred; Humble, Leroy V

    1943-01-01

    This report presents the results of an investigation conducted on the effect of exhaust-stack nozzle area, shape, and length on engine power, jet thrust, and gain in net thrust (engine propeller plus jet). Single-cylinder engine data were obtained using three straight stacks 25, 44, and 108 inches in length; an S-shaped stack, a 90 degree bend, a 180 degree bend, and a short straight stack having a closed branch faired into it. Each stack was fitted with nozzles varying in exit area from 0.91 square inch to the unrestricted area of the stack of 4.20 square inches. The engine was generally operated over a range of engine speeds from 1300 to 2100 r.p.m, inlet-manifold pressures from 22 to 30 inches of mercury absolute, and a fuel-air ratio of 0.08. The loss in engine power, the jet thrust, and the gain in net thrust are correlated in terms of several simple parameters. An example is given for determining the optimum nozzle area and the overall net thrust.

  4. Calibration for Thrust and Airflow Measurements in the CE-22 Advanced Nozzle Test Facility

    NASA Technical Reports Server (NTRS)

    Werner, Roger A.; Wolter, John D.

    2010-01-01

    CE-22 facility procedures and measurements for thrust and airflow calibration obtained with choked-flow ASME nozzles are presented. Six calibration nozzles are used at an inlet total pressure from 20 to 48 psia. Throat areas are from 9.9986 to 39.986 sq. in.. Throat Reynolds number varies from 1.8 to 7.9 million. Nozzle gross thrust coefficient (CFG) uncertainty is 0.25 to 0.75 percent, with smaller uncertainly generally for larger nozzles and higher inlet total pressure. Nozzle discharge coefficient (CDN) uncertainty is 0.15 percent or less for all the data. ASME nozzle calibrations need to be done before and after research model testing to achieve these uncertainties. In addition, facility capability in terms of nozzle pressure ratio (NPR) and nozzle airflow are determined. Nozzle pressure ratio of 50 or more is obtainable at 40 psia for throat areas between 20 and 30 sq. in.. Also presented are results for two of the ASME nozzles vectored at 10deg, a dead-weight check of the vertical (perpendicular to the jet axis) force measurement, a calibration of load cell forces for the effects of facility tank deflection with tank pressure, and the calibration of the metric-break labyrinth seal.

  5. An experimental study of a three-dimensional thrust augmenting ejector using laser Doppler velocimetry

    NASA Technical Reports Server (NTRS)

    Storms, Bruce Lowell

    1989-01-01

    Flow field measurements were obtained in a three-dimensional thrust augmenting ejector using laser Doppler velocimetry and hot wire anemometry. The primary nozzle, segmented into twelve slots of aspect ratio 3.0, was tested at a pressure ratio of 1.15. Results are presented on the mean velocity, turbulence intensity, and Reynolds stress progressions in the mixing chamber of the constant area ejector. The segmented nozzle was found to produce streamwise vortices that may increase the mixing efficiency of the ejector flow field. Compared to free jet results, the jet development is reduced by the presence of the ejector walls. The resulting thrust augmentation ratio of this ejector was also calculated to be 1.34.

  6. Computational Issues Associated with Temporally Deforming Geometries Such as Thrust Vectoring Nozzles

    NASA Technical Reports Server (NTRS)

    Boyalakuntla, Kishore; Soni, Bharat K.; Thornburg, Hugh J.; Yu, Robert

    1996-01-01

    During the past decade, computational simulation of fluid flow around complex configurations has progressed significantly and many notable successes have been reported, however, unsteady time-dependent solutions are not easily obtainable. The present effort involves unsteady time dependent simulation of temporally deforming geometries. Grid generation for a complex configuration can be a time consuming process and temporally varying geometries necessitate the regeneration of such grids for every time step. Traditional grid generation techniques have been tried and demonstrated to be inadequate to such simulations. Non-Uniform Rational B-splines (NURBS) based techniques provide a compact and accurate representation of the geometry. This definition can be coupled with a distribution mesh for a user defined spacing. The present method greatly reduces cpu requirements for time dependent remeshing, facilitating the simulation of more complex unsteady problems. A thrust vectoring nozzle has been chosen to demonstrate the capability as it is of current interest in the aerospace industry for better maneuverability of fighter aircraft in close combat and in post stall regimes. This current effort is the first step towards multidisciplinary design optimization which involves coupling the aerodynamic heat transfer and structural analysis techniques. Applications include simulation of temporally deforming bodies and aeroelastic problems.

  7. Viscid/inviscid interaction analysis of thrust augmenting ejectors

    NASA Technical Reports Server (NTRS)

    Bevilacqua, P. M.; Dejoode, A. D.

    1979-01-01

    A method was developed for calculating the static performance of thrust augmenting ejectors by matching a viscous solution for the flow through the ejector to an inviscid solution for the flow outside the ejector. A two dimensional analysis utilizing a turbulence kinetic energy model is used to calculate the rate of entrainment by the jets. Vortex panel methods are then used with the requirement that the ejector shroud must be a streamline of the flow induced by the jets to determine the strength of circulation generated around the shroud. In effect, the ejector shroud is considered to be flying in the velocity field of the jets. The solution is converged by iterating between the rate of entrainment and the strength of the circulation. This approach offers the advantage of including external influences on the flow through the ejector. Comparisons with data are presented for an ejector having a single central nozzle and Coanda jet on the walls. The accuracy of the matched solution is found to be especially sensitive to the jet flap effect of the flow just downstream of the ejector exit.

  8. Static Performance of a Wing-Mounted Thrust Reverser Concept

    NASA Technical Reports Server (NTRS)

    Asbury, Scott C.; Yetter, Jeffrey A.

    1998-01-01

    An experimental investigation was conducted in the Jet-Exit Test Facility at NASA Langley Research Center to study the static aerodynamic performance of a wing-mounted thrust reverser concept applicable to subsonic transport aircraft. This innovative engine powered thrust reverser system is designed to utilize wing-mounted flow deflectors to produce aircraft deceleration forces. Testing was conducted using a 7.9%-scale exhaust system model with a fan-to-core bypass ratio of approximately 9.0, a supercritical left-hand wing section attached via a pylon, and wing-mounted flow deflectors attached to the wing section. Geometric variations of key design parameters investigated for the wing-mounted thrust reverser concept included flow deflector angle and chord length, deflector edge fences, and the yaw mount angle of the deflector system (normal to the engine centerline or parallel to the wing trailing edge). All tests were conducted with no external flow and high pressure air was used to simulate core and fan engine exhaust flows. Test results indicate that the wing-mounted thrust reverser concept can achieve overall thrust reverser effectiveness levels competitive with (parallel mount), or better than (normal mount) a conventional cascade thrust reverser system. By removing the thrust reverser system from the nacelle, the wing-mounted concept offers the nacelle designer more options for improving nacelle aero dynamics and propulsion-airframe integration, simplifying nacelle structural designs, reducing nacelle weight, and improving engine maintenance access.

  9. Engine inlet distortion in a 9.2 percent scaled vectored thrust STOVL model in ground effect

    NASA Technical Reports Server (NTRS)

    Johns, Albert L.; Neiner, George; Flood, J. D.; Amuedo, K. C.; Strock, T. W.

    1989-01-01

    Advanced Short Takeoff/Vertical Landing (STOVL) aircraft which can operate from remote locations, damaged runways, and small air capable ships are being pursued for deployment around the turn of the century. To achieve this goal, a cooperative program has been defined for testing in the NASA Lewis 9- by 15-foot Low Speed Wind Tunnel (LSWT) to establish a database for hot gas ingestion, one of the technologies critical to STOVL. This paper presents results showing the engine inlet distortions (both temperature and pressure) in a 9.2 percent scale Vectored Thrust STOVL model in ground effects. Results are shown for the forward nozzle splay angles of 0, -6, and 18 deg. The model support system had 4 deg of freedom, heated high pressure air for nozzle flow, and a suction system exhaust for inlet flow. The headwind (freestream) velocity was varied from 8 to 23 kn.

  10. Comparative jet wake structure and swimming performance of salps.

    PubMed

    Sutherland, Kelly R; Madin, Laurence P

    2010-09-01

    Salps are barrel-shaped marine invertebrates that swim by jet propulsion. Morphological variations among species and life-cycle stages are accompanied by differences in swimming mode. The goal of this investigation was to compare propulsive jet wakes and swimming performance variables among morphologically distinct salp species (Pegea confoederata, Weelia (Salpa) cylindrica, Cyclosalpa sp.) and relate swimming patterns to ecological function. Using a combination of in situ dye visualization and particle image velocimetry (PIV) measurements, we describe properties of the jet wake and swimming performance variables including thrust, drag and propulsive efficiency. Locomotion by all species investigated was achieved via vortex ring propulsion. The slow-swimming P. confoederata produced the highest weight-specific thrust (T=53 N kg(-1)) and swam with the highest whole-cycle propulsive efficiency (eta(wc)=55%). The fast-swimming W. cylindrica had the most streamlined body shape but produced an intermediate weight-specific thrust (T=30 N kg(-1)) and swam with an intermediate whole-cycle propulsive efficiency (eta(wc)=52%). Weak swimming performance variables in the slow-swimming C. affinis, including the lowest weight-specific thrust (T=25 N kg(-1)) and lowest whole-cycle propulsive efficiency (eta(wc)=47%), may be compensated by low energetic requirements. Swimming performance variables are considered in the context of ecological roles and evolutionary relationships.

  11. Jet noise suppression by porous plug nozzles

    NASA Technical Reports Server (NTRS)

    Bauer, A. B.; Kibens, V.; Wlezien, R. W.

    1982-01-01

    Jet noise suppression data presented earlier by Maestrello for porous plug nozzles were supplemented by the testing of a family of nozzles having an equivalent throat diameter of 11.77 cm. Two circular reference nozzles and eight plug nozzles having radius ratios of either 0.53 or 0.80 were tested at total pressure ratios of 1.60 to 4.00. Data were taken both with and without a forward motion or coannular flow jet, and some tests were made with a heated jet. Jet thrust was measured. The data were analyzed to show the effects of suppressor geometry on nozzle propulsive efficiency and jet noise. Aerodynamic testing of the nozzles was carried out in order to study the physical features that lead to the noise suppression. The aerodynamic flow phenomena were examined by the use of high speed shadowgraph cinematography, still shadowgraphs, extensive static pressure probe measurements, and two component laser Doppler velocimeter studies. The different measurement techniques correlated well with each other and demonstrated that the porous plug changes the shock cell structure of a standard nozzle into a series of smaller, periodic cell structures without strong shock waves. These structures become smaller in dimension and have reduced pressure variations as either the plug diameter or the porosity is increased, changes that also reduce the jet noise and decrease thrust efficiency.

  12. Friction losses in a lubricated thrust-loaded cageless angular-contract bearing

    NASA Technical Reports Server (NTRS)

    Townsend, D. P.; Allen, C. W.; Zaretsky, E. V.

    1973-01-01

    The NASA spinning torque apparatus was modified to measure the spinning torque on a cageless ball thrust bearing. Friction torque was measured for thrust loads varying from 44.5 to 403 newtons (10 to 90 lb) at speeds of 1000, 2000, and 3000 rpm. Tests were conducted with di-2-ethylhexyl sebacate and a synthetic paraffinic oil. These tests were run with either oil jet lubrication or with a thin surface film of lubricant only. An analytical model which included rolling resistance was developed and extended from previous models for spinning torque and lubricant rheology. The model was extended by the inclusion of rolling resistance. The computed values were in fair agreement with the experimental results and confirmed previous hypotheses that a thin lubricant film gives minimum bearing torque and an oil jet flow of a viscous lubricant will result in considerable rolling torque in addition to the torque due to ball spin.

  13. Cold-flow acoustic evaluation of a small scale, divergent, lobed nozzle for supersonic jet noise suppression

    NASA Technical Reports Server (NTRS)

    Huff, R. G.; Groesbeck, D. E.

    1975-01-01

    A supersonic jet noise suppressor was tested with cold flow for acoustic and thrust characteristics at nozzle- to atmospheric-pressure ratios of 1.5 to 4.0. Jet noise suppression and spectral characteristics of the divergent, lobed, suppressor (DLS) nozzle with and without an ejector are presented. Suppression was obtained at nozzle pressure ratios of 2.5 to 4.0. The largest, maximum-lobe, sound pressure level suppression with a hard-wall ejector was 14.6 decibels at a nozzle pressure ratio of 3.5. The thrust loss was 2 percent. In general, low-frequency jet noise was suppressed, leaving higher frequencies essentially unchanged. Without the ejector the nozzle showed a thrust loss of 11 percent together with slightly poorer noise suppression.

  14. Jet Crackle

    DTIC Science & Technology

    2015-06-23

    DISTRIBUTION/AVAILABILITY STATEMENT DISTRIBUTION A 13. SUPPLEMENTARY NOTES 14. ABSTRACT Fighter jets and other aircraft with high specific thrust engines...interim, memorandum, master’s thesis , progress, quarterly, research, special, group study, etc. 3. DATES COVERED. Indicate the time during which the...State the type of report, such as final, technical, interim, memorandum, master’s thesis , progress, quarterly, research, special, group study, etc

  15. Optimization of a Fully-Pulsed Jet in a Fluid of Similar Density

    NASA Astrophysics Data System (ADS)

    Krueger, Paul S.; Gharib, Morteza

    1998-11-01

    In a previous work, Gharib et al.(Morteza Gharib, Edmond Rambod, Karim Shariff, "A Universal Time Scale for Vortex Ring Formation," JFM, vol. 360, pp. 121-140, 1998) have studied vortex rings generated through impulsively started jets using a piston/cylinder arrangement. This work showed that the vortex ring that formed at the leading edge of the jet reached a maximum strength for a piston stroke to diameter ratio (L/D) of approximately 4 for a wide range of piston motions and jet exit boundaries. This result suggests interesting consequences for a fully-pulsed jet, which is simply a series of impulsively started jets strung together. Specifically, the thrust of the present investigation is to study how the physical behavior of a fully-pulsed jet varies as both L/D and the pulsing frequency of the jet (rate at which pulses are ejected) are varied. To this end, a piston/cylinder arrangement with a stepper motor is used to generate a fully-pulsed jet with different L/D and pulsing frequency (f) combinations. The thrust produced by these various jets is measured directly and used as a gauge of the effectiveness of the pulsed jet. Combinations of L/D and f leading to optimization of the pulsed jet will be presented.

  16. Application of Diagnostic Analysis Tools to the Ares I Thrust Vector Control System

    NASA Technical Reports Server (NTRS)

    Maul, William A.; Melcher, Kevin J.; Chicatelli, Amy K.; Johnson, Stephen B.

    2010-01-01

    The NASA Ares I Crew Launch Vehicle is being designed to support missions to the International Space Station (ISS), to the Moon, and beyond. The Ares I is undergoing design and development utilizing commercial-off-the-shelf tools and hardware when applicable, along with cutting edge launch technologies and state-of-the-art design and development. In support of the vehicle s design and development, the Ares Functional Fault Analysis group was tasked to develop an Ares Vehicle Diagnostic Model (AVDM) and to demonstrate the capability of that model to support failure-related analyses and design integration. One important component of the AVDM is the Upper Stage (US) Thrust Vector Control (TVC) diagnostic model-a representation of the failure space of the US TVC subsystem. This paper first presents an overview of the AVDM, its development approach, and the software used to implement the model and conduct diagnostic analysis. It then uses the US TVC diagnostic model to illustrate details of the development, implementation, analysis, and verification processes. Finally, the paper describes how the AVDM model can impact both design and ground operations, and how some of these impacts are being realized during discussions of US TVC diagnostic analyses with US TVC designers.

  17. Altitude-chamber performance of British Rolls-Royce Nene II engine III : 18.00-inch-diameter jet nozzle

    NASA Technical Reports Server (NTRS)

    Grey, Ralph E; Brightwell, Virginia L; Barson, Zelmar; NACA

    1950-01-01

    An altitude-chamber investigation of British Rolls-Royce Nene II turbojet engine was conducted over range of altitudes from sea level to 65,000 feet and ram pressure ratios from 1.10 to 3.50, using an 18.00-inch-diameter jet nozzle. The 18.00-inch-diameter jet nozzle gave slightly lower values of net-thrust specific fuel consumption than either the 18.41- or the standard 18.75-inch-diameter jet nozzles at high flight speeds. At low flight speeds, the 18.41-inch-diameter jet nozzle gave the lowest value of net-thrust specific fuel consumption.

  18. Low Speed Wind Tunnel Tests on a One-Seventh Scale Model of the H.126 Jet Flap Aircraft

    NASA Technical Reports Server (NTRS)

    Laub, G. H.

    1975-01-01

    Low speed wind tunnel tests were performed on a one-seventh scale model of the British H.126 jet flap research aircraft over a range of jet momentum coefficients. The primary objective was to compare model aerodynamic characteristics with those of the aircraft, with the intent to provide preliminary data needed towards establishing small-to-full scale correlating techniques on jet flap V/STOL aircraft configurations. Lift and drag coefficients from the model and aircraft tests were found to be in reasonable agreement. The pitching moment coefficient and trim condition correlation was poor. A secondary objective was to evaluate a modified thrust nozzle having thrust reversal capability. The results showed there was a considerable loss of lift in the reverse thrust operational mode because of increased nozzle-wing flow interference. A comparison between the model simulated H.126 wing jet efflux and the model uniform pressure distribution wing jet efflux indicated no more than 5% loss in weight flow rate.

  19. A computational model for three-dimensional incompressible wall jets with large cross flow

    NASA Technical Reports Server (NTRS)

    Murphy, W. D.; Shankar, V.; Malmuth, N. D.

    1979-01-01

    A computational model for the flow field of three dimensional incompressible wall jets prototypic of thrust augmenting ejectors with large cross flow is presented. The formulation employs boundary layer equations in an orthogonal curvilinear coordinate system. Simulation of laminar as well as turbulen wall jets is reported. Quantification of jet spreading, jet growth, nominal separation, and jet shrink effects due to corss flow are discussed.

  20. Independent Orbiter Assessment (IOA): Assessment of the ascent thrust vector control actuator subsystem FMEA/CIL

    NASA Technical Reports Server (NTRS)

    Wilson, R. E.

    1988-01-01

    The results of the Independent Orbiter Assessment (IOA) of the Failure Modes and Effects Analysis (FMEA) and Critical Items List (CIL) are presented. The IOA effort first completed an analysis of the Ascent Thrust Vector Control Actuator (ATVD) hardware, generating draft failure modes and potential critical items. To preserve independence, this analysis was accomplished without reliance upon the results contained within the NASA FMEA/CIL documentation. The IOA results were then compared to the NASA FMEA/CIL baseline with proposed Post 51-L updates included. A resolution of each discrepancy from the comparison is provided through additional analysis as required. This report documents the results of that comparison for the Orbiter ATVC hardware. The IOA product for the ATVC actuator analysis consisted of 25 failure mode worksheets that resulted in 16 potential critical items being identified. Comparison was made to the NASA baseline which consisted of 21 FMEAs and 13 CIL items. This comparison produced agreement on all CIL items. Based on the Pre 51-L baseline, all non-CIL FMEAs were also in agreement.

  1. Experimental results for a two-dimensional supersonic inlet used as a thrust deflecting nozzle

    NASA Technical Reports Server (NTRS)

    Johns, Albert L.; Burstadt, Paul L.

    1984-01-01

    Nearly all supersonic V/STOL aircraft concepts are dependent on the thrust deflecting capability of a nozzle. In one unique concept, referred to as the reverse flow dual fan, not only is there a thrust deflecting nozzle for the fan and core engine exit flow, but because of the way the propulsion system operates during vertical takeoff and landing, the supersonic inlet is also used as a thrust deflecting nozzle. This paper presents results of an experimental study to evaluate the performance of a supersonic inlet used as a thrust deflecting nozzle for this reverse flow dual fan concept. Results are presented in terms of nozzle thrust coefficient and thrust vector angle for a number of inlet/nozzle configurations. Flow visualization and nozzle exit flow survey results are also shown.

  2. Theoretical Study of Turbulent Mixing in Inclined Ducted Jets.

    DTIC Science & Technology

    Jet mixing flow, * Thrust augmentation , Curved profiles, Short takeoff aircraft, Flow fields, Ducts, Ejectors , Mathematical models, Secondary flow, Theory, Angles, Problem solving, Incompressible flow

  3. Solar electric propulsion thrust subsystem development

    NASA Technical Reports Server (NTRS)

    Masek, T. D.

    1973-01-01

    The Solar Electric Propulsion System developed under this program was designed to demonstrate all the thrust subsystem functions needed on an unmanned planetary vehicle. The demonstration included operation of the basic elements, power matching input and output voltage regulation, three-axis thrust vector control, subsystem automatic control including failure detection and correction capability (using a PDP-11 computer), operation of critical elements in thermal-vacuum-, zero-gravity-type propellant storage, and data outputs from all subsystem elements. The subsystem elements, functions, unique features, and test setup are described. General features and capabilities of the test-support data system are also presented. The test program culminated in a 1500-h computer-controlled, system-functional demonstration. This included simultaneous operation of two thruster/power conditioner sets. The results of this testing phase satisfied all the program goals.

  4. Static performance of vectoring/reversing non-axisymmetric nozzles

    NASA Technical Reports Server (NTRS)

    Willard, C. M.; Capone, F. J.; Konarski, M.; Stevens, H. L.

    1977-01-01

    An experimental program sponsored by the Air Force Flight Dynamics Laboratory is currently in progress to determine the internal and installed performance characteristics of five different thrust vectoring/reversing non-axisymmetric nozzle concepts for tactical fighter aircraft applications. Internal performance characteristics for the five non-axisymmetric nozzles and an advanced technology axisymmetric baseline nozzle were determined in static tests conducted in January 1977 at the NASA-Langley Research Center. The non-axisymmetric nozzle models were tested at thrust deflection angles of up to 30 degrees from horizontal at throat areas associated with both dry and afterburning power. In addition, dry power reverse thrust geometries were tested for three of the concepts. The best designs demonstrated internal performance levels essentially equivalent to the baseline axisymmetric nozzle at unvectored conditions. The best designs also gave minimum performance losses due to vectoring, and reverse thrust levels up to 50% of maximum dry power forward thrust. The installed performance characteristics will be established based on wind tunnel testing to be conducted at Arnold Engineering Development Center in the fall of 1977.

  5. Noise generated by a flight weight, air flow control valve in a vertical takeoff and landing aircraft thrust vectoring system

    NASA Technical Reports Server (NTRS)

    Huff, Ronald G.

    1989-01-01

    Tests were conducted in the NASA Lewis Research Center's Powered Lift Facility to experimentally evaluate the noise generated by a flight weight, 12 in. butterfly valve installed in a proposed vertical takeoff and landing thrust vectoring system. Fluctuating pressure measurements were made in the circular duct upstream and downstream of the valve. This data report presents the results of these tests. The maximum overall sound pressure level is generated in the duct downstream of the valve and reached a value of 180 dB at a valve pressure ratio of 2.8. At the higher valve pressure ratios the spectra downstream of the valve is broad banded with its maximum at 1000 Hz.

  6. Jet propulsion for airplanes

    NASA Technical Reports Server (NTRS)

    Buckingham, Edgar

    1924-01-01

    This report is a description of a method of propelling airplanes by the reaction of jet propulsion. Air is compressed and mixed with fuel in a combustion chamber, where the mixture burns at constant pressure. The combustion products issue through a nozzle, and the reaction of that of the motor-driven air screw. The computations are outlined and the results given by tables and curves. The relative fuel consumption and weight of machinery for the jet, decrease as the flying speed increases; but at 250 miles per hour the jet would still take about four times as much fuel per thrust horsepower-hour as the air screw, and the power plant would be heavier and much more complicated. Propulsion by the reaction of a simple jet can not compete with air screw propulsion at such flying speeds as are now in prospect.

  7. The effects of the stellar wind and orbital motion on the jets of high-mass microquasars

    NASA Astrophysics Data System (ADS)

    Bosch-Ramon, V.; Barkov, M. V.

    2016-05-01

    Context. High-mass microquasar jets propagate under the effect of the wind from the companion star, and the orbital motion of the binary system. The stellar wind and the orbit may be dominant factors determining the jet properties beyond the binary scales. Aims: This is an analytical study, performed to characterise the effects of the stellar wind and the orbital motion on the jet properties. Methods: Accounting for the wind thrust transferred to the jet, we derive analytical estimates to characterise the jet evolution under the impact of the stellar wind. We include the Coriolis force effect, induced by orbital motion and enhanced by the wind's presence. Large-scale evolution of the jet is sketched, accounting for wind-to-jet thrust transfer, total energy conservation, and wind-jet flow mixing. Results: If the angle of the wind-induced jet bending is larger than its half-opening angle, the following is expected: (I) a strong recollimation shock; (II) bending against orbital motion, caused by Coriolis forces and enhanced by the wind presence; and (III) non-ballistic helical propagation further away. Even if disrupted, the jet can re-accelerate due to ambient pressure gradients, but wind entrainment can weaken this acceleration. On large scales, the opening angle of the helical structure is determined by the wind-jet thrust relation, and the wind-loaded jet flow can be rather slow. Conclusions: The impact of stellar winds on high-mass microquasar jets can yield non-ballistic helical jet trajectories, jet partial disruption and wind mixing, shocks, and possibly non-thermal emission. Among other observational diagnostics, such as radiation variability at any band, the radio morphology on milliarcsecond scales can be informative on the wind-jet interaction.

  8. Preliminary Characterization of the Altair Lunar Lander Slosh Dynamics and Some Implications for the Thrust Vector Control Design

    NASA Technical Reports Server (NTRS)

    Lee, Allan Y.; Strahan, Alan; Tanimoto, Rebekah; Casillas, Arturo

    2010-01-01

    This paper describes a conceptual design of the Thrust Vector Control (TVC) system and preliminary modeling of propellant slosh, for the Altair Lunar Lander. Altair is a vehicle element of the NASA Constellation Program aimed at returning humans to the moon. Guidance, Navigation, and Control (GN&C) is the measurement and control of spacecraft position, velocity, and attitude in support of mission objectives. One key GN&C function is the commanding of effectors that control attitude and impart delta V on the vehicle, utilizing both reaction control system (RCS) thrusters and throttling and TVC gimbaling of the vehicle main engine. Both the Altair descent and ascent modules carry fuel tanks. During thrusting maneuvers, the sloshing of liquid fuels in partially filled tanks can interact with the controlled system in such a way as to cause the overall system to be unstable. These fuel tanks must be properly placed, relative to the spacecraft's c.m., to avoid any unstable interactions. Following this will be a discussion of propellant slosh modeling work performed for the present vehicle configuration, including slosh frequency and participatory fluid mass predictions. Knowing the range of slosh mode frequencies over mission phases, the TVC bandwidth must be carefully selected so as not to excite the slosh modes at those frequencies. The likely need to increase the damping factor of slosh modes via baffles will also be discussed. To conclude, a discussion of operations procedures aimed at minimizing TVC-slosh interactions will be given.

  9. Jet noise suppressor nozzle development for augmentor wing jet STOL research aircraft (C-8A Buffalo)

    NASA Technical Reports Server (NTRS)

    Harkonen, D. L.; Marks, C. C.; Okeefe, J. V.

    1974-01-01

    Noise and performance test results are presented for a full-scale advanced design rectangular array lobe jet suppressor nozzle (plain wall and corrugated). Flight design and installation considerations are also discussed. Noise data are presented in terms of peak PNLT (perceived noise level, tone corrected) suppression relative to the existing airplane and one-third octave-band spectra. Nozzle performance is presented in terms of velocity coefficient. Estimates of the hot thrust available during emergency (engine out) with the suppressor nozzle installed are compared with the current thrust levels produced by the round convergent nozzles.

  10. Low-Thrust Many-Revolution Trajectory Optimization via Differential Dynamic Programming and a Sundman Transformation

    NASA Technical Reports Server (NTRS)

    Aziz, Jonathan D.; Parker, Jeffrey S.; Scheeres, Daniel J.; Englander, Jacob A.

    2017-01-01

    Low-thrust trajectories about planetary bodies characteristically span a high count of orbital revolutions. Directing the thrust vector over many revolutions presents a challenging optimization problem for any conventional strategy. This paper demonstrates the tractability of low-thrust trajectory optimization about planetary bodies by applying a Sundman transformation to change the independent variable of the spacecraft equations of motion to the eccentric anomaly and performing the optimization with differential dynamic programming. Fuel-optimal geocentric transfers are shown in excess of 1000 revolutions while subject to Earths J2 perturbation and lunar gravity.

  11. Attitude control study for a large flexible spacecraft using a Solar Electric Propulsion System (SEPS)

    NASA Technical Reports Server (NTRS)

    Tolivar, A. F.; Key, R. W.

    1980-01-01

    The attitude control performance of the solar electric propulsion system (SEPS) was evaluated. A thrust vector control system for powered flight control was examined along with a gas jet reaction control system, and a reaction wheel system, both of which have been proposed for nonpowered flight control. Comprehensive computer simulations of each control system were made and evaluated using a 30 mode spacecraft model. Results obtained indicate that thrust vector control and reaction wheel systems offer acceptable smooth proportional control. The gas jet control system is shown to be risky for a flexible structure such as SEPS, and is therefore, not recommended as a primary control method.

  12. Aeropropulsive characteristics of twin nonaxisymmetric vectoring nozzles installed with forward-swept and aft-swept wings. [in the Langley 16 Foot Transonic Tunnel

    NASA Technical Reports Server (NTRS)

    Capone, F. J.

    1981-01-01

    An investigation was conducted in the Langley 16 Foot Transonic Tunnel to determine the aeropropulsive characteristics of a single expansion ramp nozzle (SERN) and a two dimensional convergent divergent nozzle (2-D C-D) installed with both an aft swept and a forward swept wing. The SERN was tested in both an upright and an inverted position. The effects of thrust vectoring at nozzle vector angles from -5 deg to 20 deg were studied. This investigation was conducted at Mach numbers from 0.40 to 1.20 and angles of attack from -2.0 deg to 16 deg. Nozzle pressure ratio was varied from 1.0 (jet off) to about 9.0. Reynolds number based on the wing mean geometric chord varied from about 3 million to 4.8 million, depending upon free stream number.

  13. Scaled Lunar Module Jet Erosion Experiments

    NASA Technical Reports Server (NTRS)

    Land, Norman S.; Scholl, Harland F.

    1966-01-01

    An experimental research program was conducted on the erosion of particulate surfaces by a jet exhaust. These experiments were scaled to represent the lunar module (LM) during landing. A conical cold-gas nozzle simulating the lunar module nozzle was utilized. The investigation was conducted within a large vacuum chamber by using gravel or glass beads as a simulated soil. The effects of thrust, descent speed, nozzle terminal height, particle size on crater size, and visibility during jet erosion were determined.

  14. V+jets Background and Systematic Uncertainties in Top Quark Analyses

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Adomeit, Stefanie; Peters, Reinhild Yvonne

    2014-12-01

    Vector boson production in association with jets is an important process to test perturbative quantum chromodynamics and also a background process in top quark analyses. Measurements on vector boson production in association with light and heavy flavour jets are presented, performed by the D0 and CDF collaborations at the Tevatron as well as the ATLAS and CMS experiments at LHC. Techniques applied in top quark analyses to estimate the vector boson+jets background are also discussed.

  15. Ejector Noise Suppression with Auxiliary Jet Injection

    NASA Technical Reports Server (NTRS)

    Berman, Charles H.; Andersen, Otto P., Jr.

    1997-01-01

    An experimental program to reduce aircraft jet turbulence noise investigated the interaction of small auxiliary jets with a larger main jet. Significant reductions in the far field jet noise were obtained over a range of auxiliary jet pressures and flow rates when used in conjunction with an acoustically lined ejector. While the concept is similar to that of conventional ejector suppressors that use mechanical mixing devices, the present approach should improve thrust and lead to lower weight and less complex noise suppression systems since no hardware needs to be located in the main jet flow. A variety of auxiliary jet and ejector configurations and operating conditions were studied. The best conditions tested produced peak to peak noise reductions ranging from 11 to 16 dB, depending on measurement angle, for auxiliary jet mass flows that were 6.6% of the main jet flow with ejectors that were 8 times the main jet diameter in length. Much larger reductions in noise were found at the original peak frequencies of the unsuppressed jet over a range of far field measurement angles.

  16. In-flight thrust determination on a real-time basis

    NASA Technical Reports Server (NTRS)

    Ray, R. J.; Carpenter, T.; Sandlin, T.

    1984-01-01

    A real time computer program was implemented on a F-15 jet fighter to monitor in-flight engine performance of a Digital Electronic Engine Controlled (DEES) F-100 engine. The application of two gas generator methods to calculate in-flight thrust real time is described. A comparison was made between the actual results and those predicted by an engine model simulation. The percent difference between the two methods was compared to the predicted uncertainty based on instrumentation and model uncertainty and agreed closely with the results found during altitude facility testing. Data was obtained from acceleration runs of various altitudes at maximum power settings with and without afterburner. Real time in-flight thrust measurement was a major advancement to flight test productivity and was accomplished with no loss in accuracy over previous post flight methods.

  17. Distinguishing thrust sequences in gravity-driven fold and thrust belts

    NASA Astrophysics Data System (ADS)

    Alsop, G. I.; Weinberger, R.; Marco, S.

    2018-04-01

    Piggyback or foreland-propagating thrust sequences, where younger thrusts develop in the footwalls of existing thrusts, are generally assumed to be the typical order of thrust development in most orogenic settings. However, overstep or 'break-back' sequences, where later thrusts develop above and in the hangingwalls of earlier thrusts, may potentially form during cessation of movement in gravity-driven mass transport deposits (MTDs). In this study, we provide a detailed outcrop-based analysis of such an overstep thrust sequence developed in an MTD in the southern Dead Sea Basin. Evidence that may be used to discriminate overstep thrusting from piggyback thrust sequences within the gravity-driven fold and thrust belt includes upright folds and forethrusts that are cut by younger overlying thrusts. Backthrusts form ideal markers that are also clearly offset and cut by overlying younger forethrusts. Portions of the basal detachment to the thrust system are folded and locally imbricated in footwall synclines below forethrust ramps, and these geometries also support an overstep sequence. However, new 'short-cut' basal detachments develop below these synclines, indicating that movement continued on the basal detachment rather than it being abandoned as in classic overstep sequences. Further evidence for 'synchronous thrusting', where movement on more than one thrust occurs at the same time, is provided by displacement patterns on sequences of thrust ramp imbricates that systematically increases downslope towards the toe of the MTD. Older thrusts that initiate downslope in the broadly overstep sequence continue to move and therefore accrue greater displacements during synchronous thrusting. Our study provides a template to help distinguish different thrust sequences in both orogenic settings and gravity-driven surficial systems, with displacement patterns potentially being imaged in seismic sections across offshore MTDs.

  18. A flight investigation of the stability, control, and handling qualities of an augmented jet flap STOL airplane

    NASA Technical Reports Server (NTRS)

    Vomaske, R. F.; Innis, R. C.; Swan, B. E.; Grossmith, S. W.

    1978-01-01

    The stability, control, and handling qualities of an augmented jet flap STOL airplane are presented. The airplane is an extensively modified de Havilland Buffalo military transport. The modified airplane has two fan-jet engines which provide vectorable thrust and compressed air for the augmentor jet flap and Boundary-Layer Control (BLC). The augmentor and BLC air is cross ducted to minimize asymmetric moments produced when one engine is inoperative. The modifications incorporated in the airplane include a Stability Augmentation System (SAS), a powered elevator, and a powered lateral control system. The test gross weight of the airplane was between 165,000 and 209,000 N (37,000 and 47,000 lb). Stability, control, and handling qualities are presented for the airspeed range of 40 to 180 knots. The lateral-directional handling qualities are considered satisfactory for the normal operating range of 65 to 160 knots airspeed when the SAS is functioning. With the SAS inoperative, poor turn coordination and spiral instability are primary deficiencies contributing to marginal handling qualities in the landing approach. The powered elevator control system enhanced the controllability in pitch, particularly in the landing flare and stall recovery.

  19. Tests of a D vented thrust deflecting nozzle behind a simulated turbofan engine

    NASA Technical Reports Server (NTRS)

    Watson, T. L.

    1982-01-01

    A D vented thrust deflecting nozzle applicable to subsonic V/STOL aircraft was tested behind a simulated turbofan engine in the verticle thrust stand. Nozzle thrust, fan operating characteristics, nozzle entrance conditions, and static pressures were measured. Nozzle performance was measured for variations in exit area and thrust deflection angle. Six core nozzle configurations, the effect of core exit axial location, mismatched core and fan stream nozzle pressure ratios, and yaw vane presence were evaluated. Core nozzle configuration affected performance at normal and engine out operating conditions. Highest vectored nozzle performance resulted for a given exit area when core and fan stream pressure were equal. Its is concluded that high nozzle performance can be maintained at both normal and engine out conditions through control of the nozzle entrance Mach number with a variable exit area.

  20. A study to estimate and compare the total particulate matter emission indices (EIN) between traditional jet fuel and two blends of Jet A/Camelina biofuel used in a high by-pass turbofan engine: A case study of Honeywell TFE-109 engine

    NASA Astrophysics Data System (ADS)

    Shila, Jacob Joshua Howard

    The aviation industry is expected to grow at an annual rate of 5% until the year 2031 according to Boeing Outlook Report of 2012. Although the aerospace manufacturers have introduced new aircraft and engines technologies to reduce the emissions generated by aircraft engines, about 15% of all aircraft in 2032 will be using the older technologies. Therefore, agencies such as the National Aeronautics and Astronautics Administration (NASA), Federal Aviation Administration (FAA), the Environmental Protection Agency (EPA) among others together with some academic institutions have been working to characterize both physical and chemical characteristics of the aircraft particulate matter emissions to further understand their effects to the environment. The International Civil Aviation Organization (ICAO) is also working to establish an inventory with Particulate Matter emissions for all the aircraft turbine engines for certification purposes. This steps comes as a result of smoke measurements not being sufficient to provide detailed information on the effects of Particulate Matter (PM) emissions as far as the health and environmental concerns. The use of alternative fuels is essential to reduce the impacts of emissions released by Jet engines since alternative aviation fuels have been studied to lower particulate matter emissions in some types of engines families. The purpose of this study was to determine whether the emission indices of the biofuel blended fuels were lower than the emission indices of the traditional jet fuel at selected engine thrust settings. The biofuel blends observed were 75% Jet A-25% Camelina blend biofuel, and 50% Jet A-50% Jet A blend biofuel. The traditional jet fuel in this study was the Jet A fuel. The results of this study may be useful in establishing a baseline for aircraft engines' PM inventory. Currently the International Civil Aviation Organization (ICAO) engines emissions database contains only gaseous emissions data for only the TFE 731

  1. Thrust Augmentation of a Turbojet Engine at Simulated Flight Conditions by Introduction of a Water-Alcohol Mixture into the Compressor

    NASA Technical Reports Server (NTRS)

    Useller, James W.; Auble, Carmon M.; Harvey, Ray W., Sr.

    1952-01-01

    An investigation was conducted at simulated high-altitude flight conditions to evaluate the use of compressor evaporative cooling as a means of turbojet-engine thrust augmentation. Comparison of the performance of the engine with water-alcohol injection at the compressor inlet, at the sixth stage of the compressor, and at the sixth and ninth stages was made. From consideration of the thrust increases achieved, the interstage injection of the coolant was considered more desirable preferred over the combined sixth- and ninth-stage injection because of its relative simplicity. A maximum augmented net-thrust ratio of 1.106 and a maximum augmented jet-thrust ratio of 1.062 were obtained at an augmented liquid ratio of 2.98 and an engine-inlet temperature of 80 F. At lower inlet temperatures (-40 to 40 F), the maximum augmented net-thrust ratios ranged from 1.040 to 1.076 and the maximum augmented jet-thrust ratios ranged from 1.027 to 1.048, depending upon the inlet temperature. The relatively small increase in performance at the lower inlet-air temperatures can be partially attributed to the inadequate evaporation of the water-alcohol mixture, but the more significant limitation was believed to be caused by the negative influence of the liquid coolant on engine- component performance. In general, it is concluded that the effectiveness of the injection of a coolant into the compressor as a means of thrust augmentation is considerably influenced by the design characteristics of the components of the engine being used.

  2. Static investigation of several yaw vectoring concepts on nonaxisymmetric nozzles

    NASA Technical Reports Server (NTRS)

    Mason, M. L.; Berrier, B. L.

    1985-01-01

    A test has been conducted in the static test facility of the Langley 16-Foot Transonic Tunnel to determine the flow-turning capability and the effects on nozzle internal performance of several yaw vectoring concepts. Nonaxisymmetric convergent-divergent nozzles with throat areas simulating dry and afterburning power settings and single expansion ramp nozzles with a throat area simulating a dry power setting were modified for yaw thrust vectoring. Forward-thrust and pitch-vectored nozzle configurations were tested with each yaw vectoring concept. Four basic yaw vectoring concepts were investigated on the nonaxisymmetric convergent-divergent nozzles: (1) translating sidewall; (2) downstream (of throat) flaps; (3) upstream (of throat) port/flap; and (4) powered rudder. Selected combinations of the rudder with downstream flaps or upstream port/flap were also tested. A single yaw vectoring concept, post-exit flaps, was investigated on the single expansion ramp nozzles. All testing was conducted at static (no external flow) conditions and nozzle pressure ratios varied from 2.0 up to 10.0.

  3. Workshop on Jet Exhaust Noise Reduction for Tactical Aircraft - NASA Perspective

    NASA Technical Reports Server (NTRS)

    Huff, Dennis L.; Henderson, Brenda S.

    2007-01-01

    Jet noise from supersonic, high performance aircraft is a significant problem for takeoff and landing operations near air bases and aircraft carriers. As newer aircraft with higher thrust and performance are introduced, the noise tends to increase due to higher jet exhaust velocities. Jet noise has been a subject of research for over 55 years. Commercial subsonic aircraft benefit from changes to the engine cycle that reduce the exhaust velocities and result in significant noise reduction. Most of the research programs over the past few decades have concentrated on commercial aircraft. Progress has been made by introducing new engines with design features that reduce the noise. NASA has recently started a new program called "Fundamental Aeronautics" where three projects (subsonic fixed wing, subsonic rotary wing, and supersonics) address aircraft noise. For the supersonics project, a primary goal is to understand the underlying physics associated with jet noise so that improved noise prediction tools and noise reduction methods can be developed for a wide range of applications. Highlights from the supersonics project are presented including prediction methods for broadband shock noise, flow measurement methods, and noise reduction methods. Realistic expectations are presented based on past history that indicates significant jet noise reduction cannot be achieved without major changes to the engine cycle. NASA s past experience shows a few EPNdB (effective perceived noise level in decibels) can be achieved using low noise design features such as chevron nozzles. Minimal thrust loss can be expected with these nozzles (< 0.5%) and they may be retrofitted on existing engines. In the long term, it is desirable to use variable cycle engines that can be optimized for lower jet noise during takeoff operations and higher thrust for operational performance. It is also suggested that noise experts be included early in the design process for engine nozzle systems to participate

  4. Low-Thrust Many-Revolution Trajectory Optimization via Differential Dynamic Programming and a Sundman Transformation

    NASA Astrophysics Data System (ADS)

    Aziz, Jonathan D.; Parker, Jeffrey S.; Scheeres, Daniel J.; Englander, Jacob A.

    2018-01-01

    Low-thrust trajectories about planetary bodies characteristically span a high count of orbital revolutions. Directing the thrust vector over many revolutions presents a challenging optimization problem for any conventional strategy. This paper demonstrates the tractability of low-thrust trajectory optimization about planetary bodies by applying a Sundman transformation to change the independent variable of the spacecraft equations of motion to an orbit angle and performing the optimization with differential dynamic programming. Fuel-optimal geocentric transfers are computed with the transfer duration extended up to 2000 revolutions. The flexibility of the approach to higher fidelity dynamics is shown with Earth's J 2 perturbation and lunar gravity included for a 500 revolution transfer.

  5. Low-Thrust Many-Revolution Trajectory Optimization via Differential Dynamic Programming and a Sundman Transformation

    NASA Astrophysics Data System (ADS)

    Aziz, Jonathan D.; Parker, Jeffrey S.; Scheeres, Daniel J.; Englander, Jacob A.

    2018-06-01

    Low-thrust trajectories about planetary bodies characteristically span a high count of orbital revolutions. Directing the thrust vector over many revolutions presents a challenging optimization problem for any conventional strategy. This paper demonstrates the tractability of low-thrust trajectory optimization about planetary bodies by applying a Sundman transformation to change the independent variable of the spacecraft equations of motion to an orbit angle and performing the optimization with differential dynamic programming. Fuel-optimal geocentric transfers are computed with the transfer duration extended up to 2000 revolutions. The flexibility of the approach to higher fidelity dynamics is shown with Earth's J 2 perturbation and lunar gravity included for a 500 revolution transfer.

  6. Development of Intake Swirl Generators for Turbo Jet Engine Testing

    DTIC Science & Technology

    1987-03-01

    As a test object a Larxac 04 turbofan engine was chosen which is used as propulsion in the Alpha Jet aircraft . This twospool engine features a two...a__ OPI: !’fIC-TID N .18.1 DEVELOPMENT OF NAR 8WZRL GENERATORS FOR TURBO JET ENGINE TU TING by H.P. Gensmlor*, W. Meyer**, L. Fottner*** Dipl.-Ing...at the Universitit der Bundeswehr MUnchen. The test facility is designed for turbo jet engines up to an maximum thrust of 30kN and a maximum mass

  7. Future Jet Technologies. Part B. F-35 Future Risks v. JS-Education of Pilots & Engineers

    NASA Astrophysics Data System (ADS)

    Gal-Or, Benjamin

    2011-09-01

    Design of “Next-Generation” airframes based on supermarket-jet-engine-components is nowadays passé. A novel integration methodology [Gal-Or, “Editorial-Review, Part A”, 2011, Gal-Or, “Vectored Propulsion, Supermaneuverability and Robot Aircraft”, Springer Verlag, Gal-Or, Int'l. J. of Thermal and Fluid Sciences 7: 1-6, 1998, “Introduction”, 2011] is nowadays in. For advanced fighter aircraft it begins with JS-based powerplant, which takes up to three times longer to mature vis-à-vis the airframe, unless “committee's design” enforces a dormant catastrophe. Jet Steering (JS) or Thrust Vectoring Flight Control, is a classified, integrated engine-airframe technology aimed at maximizing post-stall-maneuverability, flight safety, efficiency and flight envelopes of manned and unmanned air vehicles, especially in the “impossible-to-fly”, post-stall flight domains where the 100+ years old, stall-spin-limited, Conventional Flight Control fails. Worldwide success in adopting the post-stall, JS-revolution, opens a new era in aviation, with unprecedented design variables identified here for a critical review of F-35 future risks v. future fleets of jet-steered, pilotless vehicles, like the X-47B/C. From the educational point of view, it is also instructive to comprehend the causes of long, intensive opposition to adopt post-stall, JS ideas. A review of such debates may also curb a future opposition to adopt more advanced, JS-based technologies, tests, strategies, tactics and missions within the evolving air, marine and land applications of JS. Most important, re-education of pilots and engineers requires adding post-stall, JS-based studies to curriculum & R&D.

  8. Expanded R&D by Jet-engine-steering Revolution

    NASA Astrophysics Data System (ADS)

    Gal-Or, Benjamin

    2017-11-01

    Since 1987 [1,2,3,4,5] the global jet engine community is facing the historical fact that jet engine steering is gradually replacing canards and the common, often dangerous and obsolete, aerodynamic-only flight control - a fact that (i) has already affected the defense-industrial complex in the US, Russia, China, Japan, S-Korea and India, (ii) has integrated the traditional jet-engine components R&D with advanced aero-electro-physics, stealth technology, thrust vectoring aerodynamics and material science. Moreover, this military revolution is historically due to expand into the civil transport jets domain, [6,7,8,9]. The historical aim of the JES-Revolution remains the same: Replace the common, stall-spin sensitive canards [6] and Aerodynamic-Only-Obsolete-Flight Control ("AOOF Control"). Invented about 100 years ago for propeller-driven air vehicles, it has already been partially replaced for failure to function in WVR-combat post-stall domain, and for the following reasons: In comparison with complete Tail-Less, Canard-Less, Stealth-JES (Figure 5 and References [1,2,3,4,5,6]), the common AOOF Control increases drag, weight, fuel consumption, complexity, cost, and reduces flight safety, stealth, [Low Detectability] and provides zero post-stall, WVR air combat capability while its CANARDS KILL LD & REDUCE JES. Examples of stealth fighter aircraft that have already replaced canards and AOOF-Control where JES provides at least 64 to 0 KILL-RATIO advantage over AOOF-Controlled conventional fighter aircraft: The U.S. JES F-22 and, apparently, the Russian JES-Su-T-50 & 35S, China 2016-J-31, Indian HAL AMCA & FGFA, Japanese JES IHHI ATD-X, S-Korean JES KF-X. Cf. X-44 in Figure 5. Consequently, the jet engine is no longer defined as providing only brute force forward. Instead, it successfully competes with and wins over the wrong, dominating AOOF-Control, at least as a backup flight control whose sole factual domain is currently a well-established, primary flight

  9. An analysis of cross-coupling of a multicomponent jet engine test stand using finite element modeling techniques

    NASA Technical Reports Server (NTRS)

    Schweikhard, W. G.; Singnoi, W. N.

    1985-01-01

    A two axis thrust measuring system was analyzed by using a finite a element computer program to determine the sensitivities of the thrust vectoring nozzle system to misalignment of the load cells and applied loads, and the stiffness of the structural members. Three models were evaluated: (1) the basic measuring element and its internal calibration load cells; (2) the basic measuring element and its external load calibration equipment; and (3) the basic measuring element, external calibration load frame and the altitude facility support structure. Alignment of calibration loads was the greatest source of error for multiaxis thrust measuring systems. Uniform increases or decreases in stiffness of the members, which might be caused by the selection of the materials, have little effect on the accuracy of the measurements. It is found that the POLO-FINITE program is a viable tool for designing and analyzing multiaxis thrust measurement systems. The response of the test stand to step inputs that might be encountered with thrust vectoring tests was determined. The dynamic analysis show a potential problem for measuring the dynamic response characteristics of thrust vectoring systems because of the inherently light damping of the test stand.

  10. Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

    NASA Technical Reports Server (NTRS)

    Huff, Dennis L.; Henderson, Brenda S.; Berton, Jeffrey J.; Seidel, Jonathan A.

    2016-01-01

    A systems analysis was performed with experimental jet noise data, engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASAs N+2 goals for noise and performance. Model scale data from offset jets was used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called programmed lapse rate was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable range performance; one is a standard mixed-flow turbofan with a single-stage fan, and the other is a three-stream variable-cycle engine with a multi-stage fan. The engine with a single-stage fan has a lower specific thrust and is 8 to 10 EPNdB quieter for takeoff. Offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced and the bypass-to-core area ratio increases. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10 reduction in thrust just after takeoff rotation, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10 reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with additional

  11. Thrust rollers

    NASA Technical Reports Server (NTRS)

    Vranish, John M. (Inventor)

    2007-01-01

    A thrust roller bearing system comprising an inner rotating member, an outer rotating member and multiple rollers coupling the inner rotating member with outer rotating member. The inner and outer rotating members include thrust lips to enable the rollers to act as thrust rollers. The rollers contact inner and outer rotating members at bearing contact points along a contact line. Consequently, the radial/tilt and thrust forces move synchronously and simultaneously to create a bearing action with no slipping.

  12. A Review of Research on Bird Impacting on Jet Engines

    NASA Astrophysics Data System (ADS)

    Jin, Yuecheng

    2018-03-01

    Bird strikes can lead to permanent deformations, sudden decrease of thrust, even engine failure during the flight. Bird strikes on rotating blades can also cause slices of birds hitting other parts which may lead to greater damages. Bird strikes cannot be completely avoided. However, reduction of bird impacting on jet engines can be achieved by suitable design and manufacturing, through the mathematical modelling, simulation analysis and practical experiment of jet engines.

  13. Oil-Free Turbomachinery Research Enhanced by Thrust Bearing Test Capability

    NASA Technical Reports Server (NTRS)

    Bauman, Steven W.

    2003-01-01

    NASA Glenn Research Center s Oil-Free Turbomachinery research team is developing aircraft turbine engines that will not require an oil lubrication system. Oil systems are required today to lubricate rolling-element bearings used by the turbine and fan shafts. For the Oil-Free Turbomachinery concept, researchers combined the most advanced foil (air) bearings from industry with NASA-developed high-temperature solid lubricant technology. In 1999, the world s first Oil-Free turbocharger was demonstrated using these technologies. Now we are working with industry to demonstrate Oil-Free turbomachinery technology in a small business jet engine, the EJ-22 produced by Williams International and developed during Glenn s recently concluded General Aviation Propulsion (GAP) program. Eliminating the oil system in this engine will make it simpler, lighter (approximately 15 percent), more reliable, and less costly to purchase and maintain. Propulsion gas turbines will place high demands on foil air bearings, especially the thrust bearings. Up until now, the Oil-Free Turbomachinery research team only had the capability to test radial, journal bearings. This research has resulted in major improvements in the bearings performance, but journal bearings are cylindrical, and can only support radial shaft loads. To counteract axial thrust loads, thrust foil bearings, which are disk shaped, are required. Since relatively little research has been conducted on thrust foil air bearings, their performance lags behind that of journal bearings.

  14. Preliminary Investigation of Performance and Starting Characteristics of Liquid Fluorine : Liquid Oxygen Mixtures with Jet Fuel

    NASA Technical Reports Server (NTRS)

    Rothenberg, Edward A; Ordin, Paul M

    1954-01-01

    The performance of jet fuel with an oxidant mixture containing 70 percent liquid fluorine and 30 percent liquid oxygen by weight was investigated in a 500-pound-thrust engine operating at a chamber pressure of 300 pounds per square inch absolute. A one-oxidant-on-one-fuel skewed-hole impinging-jet injector was evaluated in a chamber of characteristic length equal to 50 inches. A maximum experimental specific impulse of 268 pound-seconds per pound was obtained at 25 percent fuel, which corresponds to 96 percent of the maximum theoretical specific impulse based on frozen composition expansion. The maximum characteristic velocity obtained was 6050 feet per second at 23 percent fuel, or 94 percent of the theoretical maximum. The average thrust coefficient was 1.38 for the 500-pound thrust combustion-chamber nozzle used, which was 99 percent of the theoretical (frozen) maximum. Mixtures of fluorine and oxygen were found to be self-igniting with jet fuel with fluorine concentrations as low as 4 percent, when low starting propellant flow rated were used.

  15. NASA Researcher Examines an Aircraft Model with a Four-Fan Thrust Reverser

    NASA Image and Video Library

    1972-03-21

    National Aeronautics and Space Administration (NASA) researcher John Carpenter inspects an aircraft model with a four-fan thrust reverser which would be studied in the 9- by 15-Foot Low Speed Wind Tunnel at the Lewis Research Center. Thrust reversers were introduced in the 1950s as a means for slowing high-speed jet aircraft during landing. Engineers sought to apply the technology to Vertical and Short Takeoff and Landing (VSTOL) aircraft in the 1970s. The new designs would have to take into account shorter landing areas, noise levels, and decreased thrust levels. A balance was needed between the thrust reverser’s efficiency, its noise generation, and the engine’s power setting. This model underwent a series of four tests in the 9- by 15-foot tunnel during April and May 1974. The model, with a high-wing configuration and no tail, was equipped with four thrust-reverser engines. The investigations included static internal aerodynamic tests on a single fan/reverser, wind tunnel isolated fan/reverser thrust tests, installation effects on a four-fan airplane model in a wind tunnel, and single reverser acoustic tests. The 9-by 15 was built inside the return leg of the 8- by 6-Foot Supersonic Wind Tunnel in 1968. The facility generates airspeeds from 0 to 175 miles per hour to evaluate the aerodynamic performance and acoustic characteristics of nozzles, inlets, and propellers, and investigate hot gas re-ingestion of advanced VSTOL concepts. John Carpenter was a technician in the Wind Tunnels Service Section of the Test Installations Division.

  16. A flow visualization study of single-arm sculling movement emulating cephalopod thrust generation

    NASA Astrophysics Data System (ADS)

    Kazakidi, Asimina; Gnanamanickam, Ebenezer P.; Tsakiris, Dimitris P.; Ekaterinaris, John A.

    2014-11-01

    In addition to jet propulsion, octopuses use arm-swimming motion as an effective means of generating bursts of thrust, for hunting, defense, or escape. The individual role of their arms, acting as thrust generators during this motion, is still under investigation, in view of an increasing robotic interest for alternative modes of propulsion, inspired by the octopus. Computational studies have revealed that thrust generation is associated with complex vortical flow patterns in the wake of the moving arm, however further experimental validation is required. Using the hydrogen bubble technique, we studied the flow disturbance around a single octopus-like robotic arm, undergoing two-stroke sculling movements in quiescent fluid. Although simplified, sculling profiles have been found to adequately capture the fundamental kinematics of the octopus arm-swimming behavior. In fact, variation of the sculling parameters alters considerably the generation of forward thrust. Flow visualization revealed the generation of complex vortical structures around both rigid and compliant arms. Increased disturbance was evident near the tip, particularly at the transitional phase between recovery and power strokes. These results are in good qualitative agreement with computational and robotic studies. Work funded by the ESF-GSRT HYDRO-ROB Project PE7(281).

  17. The Aeroacoustics of Supersonic Coaxial Jets

    NASA Technical Reports Server (NTRS)

    Dahl, Milo D.

    1994-01-01

    Instability waves have been established as the dominant source of mixing noise radiating into the downstream arc of a supersonic jet when the waves have phase velocities that are supersonic relative to ambient conditions. Recent theories for supersonic jet noise have used the concepts of growing and decaying linear instability waves for predicting radiated noise. This analysis is extended to the prediction of noise radiation from supersonic coaxial jets. Since the analysis requires a known mean flow and the coaxial jet mean flow is not described easily in terms of analytic functions, a numerical prediction is made for its development. The Reynolds averaged, compressible, boundary layer equations are solved using a mixing length turbulence model. Empirical correlations are developed for the effects of velocity and temperature ratios and Mach number. Both normal and inverted velocity profile coaxial jets are considered. Comparisons with measurements for both single and coaxial jets show good agreement. The results from mean flow and stability calculations are used to predict the noise radiation from coaxial jets with different operating conditions. Comparisons are made between different coaxial jets and a single equivalent jet with the same total thrust, mass flow, and exit area. Results indicate that normal velocity profile jets can have noise reductions compared to the single equivalent jet. No noise reductions are found for inverted velocity profile jets operated at the minimum noise condition compared to the single equivalent jet. However, it is inferred that changes in area ratio may provide noise reduction benefits for inverted velocity profile jets.

  18. Effects of an in-flight thrust reverser on the stability and control characteristics of a single-engine fighter airplane model

    NASA Technical Reports Server (NTRS)

    Mercer, C. E.; Maiden, D. L.

    1972-01-01

    The changes in thrust minus drag performance as well as longitudinal and directional stability and control characteristics of a single-engine jet aircraft attributable to an in-flight thrust reverser of the blocker-deflector door type were investigated in a 16-foot transonic wind tunnel. The longitudinal and directional stability data are presented. Test conditions simulated landing approach conditions as well as high speed maneuvering such as may be required for combat or steep descent from high altitude.

  19. Fuel-optimal, low-thrust transfers between libration point orbits

    NASA Astrophysics Data System (ADS)

    Stuart, Jeffrey R.

    Mission design requires the efficient management of spacecraft fuel to reduce mission cost, increase payload mass, and extend mission life. High efficiency, low-thrust propulsion devices potentially offer significant propellant reductions. Periodic orbits that exist in a multi-body regime and low-thrust transfers between these orbits can be applied in many potential mission scenarios, including scientific observation and communications missions as well as cargo transport. In light of the recent discovery of water ice in lunar craters, libration point orbits that support human missions within the Earth-Moon region are of particular interest. This investigation considers orbit transfer trajectories generated by a variable specific impulse, low-thrust engine with a primer-vector-based, fuel-optimizing transfer strategy. A multiple shooting procedure with analytical gradients yields rapid solutions and serves as the basis for an investigation into the trade space between flight time and consumption of fuel mass. Path and performance constraints can be included at node points along any thrust arc. Integration of invariant manifolds into the design strategy may also yield improved performance and greater fuel savings. The resultant transfers offer insight into the performance of the variable specific impulse engine and suggest novel implementations of conventional impulsive thrusters. Transfers incorporating invariant manifolds demonstrate the fuel savings and expand the mission design capabilities that are gained by exploiting system symmetry. A number of design applications are generated.

  20. Investigation of two-dimensional wedge exhaust nozzles for advanced aircraft

    NASA Technical Reports Server (NTRS)

    Maiden, D. L.; Petit, J. E.

    1975-01-01

    Two-dimensional wedge nozzle performance characteristics were investigated in a series of wind-tunnel tests. An isolated single-engine/nozzle model was used to study the effects of internal expansion area ratio, aftbody cowl boattail angle, and wedge length. An integrated twin-engine/nozzle model, tested with and without empenage surfaces, included cruise, acceleration, thrust vectoring and thrust reversing nozzle operating modes. Results indicate that the thrust-minus-aftbody drag performance of the twin two-dimensional nozzle integration is significantly higher, for speeds greater than Mach 0.8, than the performance achieved with twin axisymmetric nozzle installations. Significant jet-induced lift was obtained on an aft-mounted lifting surface using a cambered wedge center body to vector thrust. The thrust reversing capabilities of reverser panels installed on the two-dimensional wedge center body were very effective for static or in-flight operation.

  1. Analysis of a Linear System for Variable-Thrust Control in the Terminal Phase of Rendezvous

    NASA Technical Reports Server (NTRS)

    Hord, Richard A.; Durling, Barbara J.

    1961-01-01

    A linear system for applying thrust to a ferry vehicle in the 3 terminal phase of rendezvous with a satellite is analyzed. This system requires that the ferry thrust vector per unit mass be variable and equal to a suitable linear combination of the measured position and velocity vectors of the ferry relative to the satellite. The variations of the ferry position, speed, acceleration, and mass ratio are examined for several combinations of the initial conditions and two basic control parameters analogous to the undamped natural frequency and the fraction of critical damping. Upon making a desirable selection of one control parameter and requiring minimum fuel expenditure for given terminal-phase initial conditions, a simplified analysis in one dimension practically fixes the choice of the remaining control parameter. The system can be implemented by an automatic controller or by a pilot.

  2. High-Flow Jet Exit Rig Designed and Fabricated

    NASA Technical Reports Server (NTRS)

    Buehrle, Robert J.; Trimarchi, Paul A.

    2003-01-01

    The High-Flow Jet Exit Rig at the NASA Glenn Research Center is designed to test single flow jet nozzles and to measure the appropriate thrust and noise levels. The rig has been designed for the maximum hot condition of 16 lbm/sec of combustion air at 1960 R (maximum) and to produce a maximum thrust of 2000 lb. It was designed for cold flow of 29.1 lbm/sec of air at 530 R. In addition, it can test dual-flow nozzles (nozzles with bypass flow in addition to core flow) with independent control of each flow. The High- Flow Jet Exit Rig was successfully fabricated in late 2001 and is being readied for checkout tests. The rig will be installed in Glenn's Aeroacoustic Propulsion Laboratory. The High-Flow Jet Exit Rig consists of the following major components: a single component force balance, the natural-gas-fueled J-79 combustor assembly, the plenum and manifold assembly, an acoustic/instrumentation/seeding (A/I/S) section, a table, and the research nozzles. The rig will be unique in that it is designed to operate uncooled. The structure survives the 1960 R test condition because it uses carefully selected high temperature alloy materials such as Hastelloy-X. The lower plenum assembly was designed to operate at pressures to 450 psig at 1960 R, in accordance with the ASME B31.3 piping code. The natural gas-fueled combustor fires directly into the lower manifold. The hot air is directed through eight 1-1/2-in. supply pipes that supply the upper plenum. The flow is conditioned in the upper plenum prior to flowing to the research nozzle. The 1-1/2-in. supply lines are arranged in a U-shaped design to provide for a flexible piping system. The combustor assembly checkout was successfully conducted in Glenn's Engine Component Research Laboratory in the spring of 2001. The combustor is a low-smoke version of the J79 combustor used to power the F4 Phantom military aircraft. The natural gas-fueled combustor demonstrated high-efficiency combustion over a wide range of operating

  3. Relationship between Biomechanical Characteristics of Spinal Manipulation and Neural Responses in an Animal Model: Effect of Linear Control of Thrust Displacement versus Force, Thrust Amplitude, Thrust Duration, and Thrust Rate

    PubMed Central

    Reed, William R.; Cao, Dong-Yuan; Long, Cynthia R.; Kawchuk, Gregory N.; Pickar, Joel G.

    2013-01-01

    High velocity low amplitude spinal manipulation (HVLA-SM) is used frequently to treat musculoskeletal complaints. Little is known about the intervention's biomechanical characteristics that determine its clinical benefit. Using an animal preparation, we determined how neural activity from lumbar muscle spindles during a lumbar HVLA-SM is affected by the type of thrust control and by the thrust's amplitude, duration, and rate. A mechanical device was used to apply a linear increase in thrust displacement or force and to control thrust duration. Under displacement control, neural responses during the HVLA-SM increased in a fashion graded with thrust amplitude. Under force control neural responses were similar regardless of the thrust amplitude. Decreasing thrust durations at all thrust amplitudes except the smallest thrust displacement had an overall significant effect on increasing muscle spindle activity during the HVLA-SMs. Under force control, spindle responses specifically and significantly increased between thrust durations of 75 and 150 ms suggesting the presence of a threshold value. Thrust velocities greater than 20–30 mm/s and thrust rates greater than 300 N/s tended to maximize the spindle responses. This study provides a basis for considering biomechanical characteristics of an HVLA-SM that should be measured and reported in clinical efficacy studies to help define effective clinical dosages. PMID:23401713

  4. Control of Jet Noise Through Mixing Enhancement

    NASA Technical Reports Server (NTRS)

    Bridges, James; Wernet, Mark; Brown, Cliff

    2003-01-01

    The idea of using mixing enhancement to reduce jet noise is not new. Lobed mixers have been around since shortly after jet noise became a problem. However, these designs were often a post-design fix that rarely was worth its weight and thrust loss from a system perspective. Recent advances in CFD and some inspired concepts involving chevrons have shown how mixing enhancement can be successfully employed in noise reduction by subtle manipulation of the nozzle geometry. At NASA Glenn Research Center, this recent success has provided an opportunity to explore our paradigms of jet noise understanding, prediction, and reduction. Recent advances in turbulence measurement technology for hot jets have also greatly aided our ability to explore the cause and effect relationships of nozzle geometry, plume turbulence, and acoustic far field. By studying the flow and sound fields of jets with various degrees of mixing enhancement and subsequent noise manipulation, we are able to explore our intuition regarding how jets make noise, test our prediction codes, and pursue advanced noise reduction concepts. The paper will cover some of the existing paradigms of jet noise as they relate to mixing enhancement for jet noise reduction, and present experimental and analytical observations that support these paradigms.

  5. Classification of jet fuel properties by near-infrared spectroscopy using fuzzy rule-building expert systems and support vector machines.

    PubMed

    Xu, Zhanfeng; Bunker, Christopher E; Harrington, Peter de B

    2010-11-01

    Monitoring the changes of jet fuel physical properties is important because fuel used in high-performance aircraft must meet rigorous specifications. Near-infrared (NIR) spectroscopy is a fast method to characterize fuels. Because of the complexity of NIR spectral data, chemometric techniques are used to extract relevant information from spectral data to accurately classify physical properties of complex fuel samples. In this work, discrimination of fuel types and classification of flash point, freezing point, boiling point (10%, v/v), boiling point (50%, v/v), and boiling point (90%, v/v) of jet fuels (JP-5, JP-8, Jet A, and Jet A1) were investigated. Each physical property was divided into three classes, low, medium, and high ranges, using two evaluations with different class boundary definitions. The class boundaries function as the threshold to alarm when the fuel properties change. Optimal partial least squares discriminant analysis (oPLS-DA), fuzzy rule-building expert system (FuRES), and support vector machines (SVM) were used to build the calibration models between the NIR spectra and classes of physical property of jet fuels. OPLS-DA, FuRES, and SVM were compared with respect to prediction accuracy. The validation of the calibration model was conducted by applying bootstrap Latin partition (BLP), which gives a measure of precision. Prediction accuracy of 97 ± 2% of the flash point, 94 ± 2% of freezing point, 99 ± 1% of the boiling point (10%, v/v), 98 ± 2% of the boiling point (50%, v/v), and 96 ± 1% of the boiling point (90%, v/v) were obtained by FuRES in one boundaries definition. Both FuRES and SVM obtained statistically better prediction accuracy over those obtained by oPLS-DA. The results indicate that combined with chemometric classifiers NIR spectroscopy could be a fast method to monitor the changes of jet fuel physical properties.

  6. Aeroacoustic Characteristics of a Rectangular Multi-Element Supersonic Jet Mixer-Ejector Nozzle

    NASA Technical Reports Server (NTRS)

    Raman, Ganesh; Taghavi, Ray

    1996-01-01

    This paper provides a unique, detailed evaluation of the acoustics and aerodynamics of a rectangular multi-element supersonic jet mixer-ejector noise suppressor. The performance of such mixer-ejectors is important in aircraft engine application for noise suppression and thrust augmentation. In contrast to most prior experimental studies on ejectors that reported either aerodynamic or acoustic data, our work documents both types of data. We present information on the mixing, pumping, ejector wall pressure distribution, thrust augmentation and noise suppression characteristics of four simple, multi-element, jet mixer-ejector configurations. The four configurations included the effect of ejector area ratio (AR = ejector area/primary jet area) and the effect of non-parallel ejector walls. We also studied in detail the configuration that produced the best noise suppression characteristics. Our results show that ejector configurations that produced the maximum maximum pumping (entrained flow per secondary inlet area) also exhibited the lowest wall pressures in the inlet region, and the maximum thrust augmentation. When cases having the same total mass flow were compared, we found that noise suppression trends corresponded with those for pumping. Surprisingly, the mixing (quantified by the peak Mach number, and flow uniformity) at the ejector exit exhibited no relationship to the noise suppression at moderate primary jet fully expanded Mach numbers (Mj is less than 1.4). However, the noise suppression dependence on the mixing was apparent at higher Mj. The above observations are justified by noting that the mixing at the ejector exit is ot a strong factor in determining the radiated noise when noise produced internal to the ejector dominates the noise field outside the ejector.

  7. Static internal performance evaluation of several thrust reversing concepts for 2D-CD nozzles

    NASA Technical Reports Server (NTRS)

    Rowe, R. K.; Duss, D. J.; Leavitt, L. D.

    1984-01-01

    Recent performance testing of the two-dimensional convergent-divergent (2D-CD) nozzle has established the concept as a viable alternative to the axisymmetric nozzle for advanced technology aircraft. This type of exhaust system also offers potential integration and performance advantages in the areas of thrust reversing and vectoring over axi-symmetric nozzles. These advantages include the practical integration of thrust reversers which operate not only to reduce landing roll but also operate in-flight for enhanced maneuvering and thrust spoiling. To date there is a very limited data base available from which criteria can be developed for the design and evaluation of this type of thrust reverser system. For this reason, a static scale model test was conducted in which five different thrust reverser designs were evaluated. Each of the five models had varying performance/integration requirements which dictated the five different designs. Some of the parameters investigated in this test included; variable angle external cascade vanes, fixed angle internal cascade vanes, variable position inner doors, external slider doors and internal slider valves. In addition, normal force and yawing moment generation was investigated using the thrust reverser system. Selected results from this test will be presented and discussed in this paper.

  8. Shaping low-thrust trajectories with thrust-handling feature

    NASA Astrophysics Data System (ADS)

    Taheri, Ehsan; Kolmanovsky, Ilya; Atkins, Ella

    2018-02-01

    Shape-based methods are becoming popular in low-thrust trajectory optimization due to their fast computation speeds. In existing shape-based methods constraints are treated at the acceleration level but not at the thrust level. These two constraint types are not equivalent since spacecraft mass decreases over time as fuel is expended. This paper develops a shape-based method based on a Fourier series approximation that is capable of representing trajectories defined in spherical coordinates and that enforces thrust constraints. An objective function can be incorporated to minimize overall mission cost, i.e., achieve minimum ΔV . A representative mission from Earth to Mars is studied. The proposed Fourier series technique is demonstrated capable of generating feasible and near-optimal trajectories. These attributes can facilitate future low-thrust mission designs where different trajectory alternatives must be rapidly constructed and evaluated.

  9. Supersonic Coaxial Jets: Noise Predictions and Measurements

    NASA Technical Reports Server (NTRS)

    Dahl, Milo D.; Papamoschou, Dimitri; Hixon, Ray

    1998-01-01

    The noise from perfectly expanded coaxial jets was measured in an anechoic chamber for different operating conditions with the same total thrust, mass flow, and exit area. The shape of the measured noise spectrum at different angles to the jet axis was found to agree with spectral shapes for single, axisymmetric jets. Based on these spectra, the sound was characterized as being generated by large turbulent structures or fine-scale turbulence. Modeling the large scale structures as instability waves, a stability analysis was conducted for the coaxial jets to identify the growing and decaying instability waves in each shear layer and predict their noise radiation pattern outside the jet. When compared to measured directivity, the analysis identified the region downstream of the outer potential core, where the two shear layers were merging, as the source of the peak radiated noise where instability waves, with their origin in the inner shear layer, reach their maximum amplitude. Numerical computations were also performed using a linearized Euler equation solver. Those results were compared to both the results from the instability wave analysis and to measured data.

  10. Experimental investigation of jet-induced loads on a flat plate in hover out-of-ground effect

    NASA Technical Reports Server (NTRS)

    Kuhlman, J. M.; Warcup, R. W.

    1979-01-01

    Effects of varying jet decay rate on jet-induced loads on a flat plate located in the plane of the jet exit perpendicular to the jet axis were investigated using a small-scale laboratory facility. Jet decay rate has been varied through use of two cylindrical centerbodies having either a flat or hemispherical tip, which were submerged various distances below the flat plate jet exit plane. Increased jet decay rate, caused by the presence of a center-body or plug in the jet nozzle, led to an increased jet-induced lift loss on the flat plate. Jet-induced lift losses reached 1 percent of the jet thrust for the quickest jet decay rates for plate areas equal to 100 times the effective jet exit area. The observed lift loss versus jet decay rate trend agreed well with results of previous investigations.

  11. The effects of profiles on supersonic jet noise

    NASA Technical Reports Server (NTRS)

    Tiwari, S. N.; Bhat, T. R. S.

    1994-01-01

    The effect of velocity profiles on supersonic jet noise are studied by using stability calculations made for a shock-free coannular jet, with both the inner and outer flows supersonic. The Mach wave emission process is modeled as the noise generated by the large scale turbulent structures or the instability waves in the mixing region. Both the vortex-sheet and the realistic finite thickness shear layer models are considered. The stability calculations were performed for both inverted and normal velocity profiles. Comparisons are made with the results for an equivalent single jet, based on equal thrust, mass flow rate and exit area to that of the coannular jet. The advantages and disadvantages of these velocity profiles as far as noise radiation is concerned are discussed. It is shown that the Rayleigh's model prediction of the merits and demerits of different velocity profiles are in good agreement with the experimental data.

  12. Dielectric Barrier Discharge (DBD) Plasma Actuators Thrust-Measurement Methodology Incorporating New Anti-Thrust Hypothesis

    NASA Technical Reports Server (NTRS)

    Ashpis, David E.; Laun, Matthew C.

    2014-01-01

    We discuss thrust measurements of Dielectric Barrier Discharge (DBD) plasma actuators devices used for aerodynamic active flow control. After a review of our experience with conventional thrust measurement and significant non-repeatability of the results, we devised a suspended actuator test setup, and now present a methodology of thrust measurements with decreased uncertainty. The methodology consists of frequency scans at constant voltages. The procedure consists of increasing the frequency in a step-wise fashion from several Hz to the maximum frequency of several kHz, followed by frequency decrease back down to the start frequency of several Hz. This sequence is performed first at the highest voltage of interest, then repeated at lower voltages. The data in the descending frequency direction is more consistent and selected for reporting. Sample results show strong dependence of thrust on humidity which also affects the consistency and fluctuations of the measurements. We also observed negative values of thrust or "anti-thrust", at low frequencies between 4 Hz and up to 64 Hz. The anti-thrust is proportional to the mean-squared voltage and is frequency independent. Departures from the parabolic anti-thrust curve are correlated with appearance of visible plasma discharges. We propose the anti-thrust hypothesis. It states that the measured thrust is a sum of plasma thrust and anti-thrust, and assumes that the anti-thrust exists at all frequencies and voltages. The anti-thrust depends on actuator geometry and materials and on the test installation. It enables the separation of the plasma thrust from the measured total thrust. This approach enables more meaningful comparisons between actuators at different installations and laboratories. The dependence on test installation was validated by surrounding the actuator with a large diameter, grounded, metal sleeve.

  13. PPT Thrust Stand

    NASA Technical Reports Server (NTRS)

    Haag, Thomas W.

    1995-01-01

    A torsional-type thrust stand has been designed and built to test Pulsed Plasma Thrusters (PPT's) in both single shot and repetitive operating modes. Using this stand, momentum per pulse was determined strictly as a function of thrust stand deflection, spring constant, and natural frequency. No empirical corrections were required. The accuracy of the method was verified using a swinging impact pendulum. Momentum transfer data between the thrust stand and the pendulum were consistent to within 1%. Following initial calibrations, the stand was used to test a Lincoln Experimental Satellite (LES-8/9) thruster. The LES-8/9 system had a mass of approximately 7.5 kg, with a nominal thrust to weight ratio of 1.3 x 10(exp -5). A total of 34 single shot thruster pulses were individually measured. The average impulse bit per pulse was 266 microN-s, which was slightly less than the value of 300 microN-s published in previous reports on this device. Repetitive pulse measurements were performed similar to ordinary steady-state thrust measurements. The thruster was operated for 30 minutes at a repetition rate of 132 pulses per minute and yielded an average thrust of 573 microN. Using average thrust, the average impulse bit per pulse was estimated to be 260 microN-s, which was in agreement with the single shot data. Zero drift during the repetitive pulse test was found to be approximately 1% of the measured thrust.

  14. Emergency Flight Control Using Only Engine Thrust and Lateral Center-of-Gravity Offset: A First Look

    NASA Technical Reports Server (NTRS)

    Burcham, Frank W., Jr.; Burken, John; Maine, Trindel A.; Bull, John

    1997-01-01

    Normally, the damage that results in a total loss of the primary flight controls of a jet transport airplane, including all engines on one side, would be catastrophic. In response, NASA Dryden has conceived an emergency flight control system that uses only the thrust of a wing-mounted engine along with a lateral center-of-gravity (CGY) offset from fuel transfer. Initial analysis and simulation studies indicate that such a system works, and recent high-fidelity simulation tests on the MD-11 and B-747 suggest that the system provides enough control for a survivable landing. This paper discusses principles of flight control using only a wing engine thrust and CGY offset, along with the amount of CGY offset capability of some transport airplanes. The paper also presents simulation results of the throttle-only control capability and closed-loop control of ground track using computer-controlled thrust.

  15. A study of variable thrust, variable specific impulse trajectories for solar system exploration

    NASA Astrophysics Data System (ADS)

    Sakai, Tadashi

    A study has been performed to determine the advantages and disadvantages of variable thrust and variable Isp (specific impulse) trajectories for solar system exploration. There have been several numerical research efforts for variable thrust, variable Isp, power-limited trajectory optimization problems. All of these results conclude that variable thrust, variable Isp (variable specific impulse, or VSI) engines are superior to constant thrust, constant Isp (constant specific impulse; or CSI) engines. However, most of these research efforts assume a mission from Earth to Mars, and some of them further assume that these planets are circular and coplanar. Hence they still lack the generality. This research has been conducted to answer the following questions: (1) Is a VSI engine always better than a CSI engine or a high thrust engine for any mission to any planet with any time of flight considering lower propellant mass as the sole criterion? (2) If a planetary swing-by is used for a VSI trajectory, is the fuel savings of a VSI swing-by trajectory better than that of a CSI swing-by or high thrust swing-by trajectory? To support this research, an unique, new computer-based interplanetary trajectory calculation program has been created. This program utilizes a calculus of variations algorithm to perform overall optimization of thrust, Isp, and thrust vector direction along a trajectory that minimizes fuel consumption for interplanetary travel. It is assumed that the propulsion system is power-limited, and thus the compromise between thrust and Isp is a variable to be optimized along the flight path. This program is capable of optimizing not only variable thrust trajectories but also constant thrust trajectories in 3-D space using a planetary ephemeris database. It is also capable of conducting planetary swing-bys. Using this program, various Earth-originating trajectories have been investigated and the optimized results have been compared to traditional CSI and high

  16. An Analysis of the Autorotative Performance of a Helicopter Powered by Rotor-Tip Jet Units

    NASA Technical Reports Server (NTRS)

    Gessow, Alfred

    1950-01-01

    The autorotative performance of an assumed helicopter was studied to determine the effect of inoperative jet units located at the rotor-blade tip on the helicopter rate of descent. For a representative ramjet design, the effect of the jet drag is to increase the minimum rate of descent of the helicopter from about 1,OO feet per minute to 3,700 feet per minute when the rotor is operating at a tip speed of approximately 600 feet per second. The effect is less if the rotor operates at lower tip speeds, but the rotor kinetic energy and the stall margin available for the landing maneuver are then reduced. Power-off rates of descent of pulse-jet helicopters would be expected to be less than those of ramjet. helicopters because pulse jets of current design appear to have greater ratios of net power-on thrust to power-off, drag than currently designed rain jets. Iii order to obtain greater accuracy in studies of autorotative performance, calculations in'volving high power-off rates of descent should include the weight-supporting effect of the fuselage parasite-drag force and the fact that the rotor thrust does not equal the weight of the helicopter.

  17. Effect of varying internal geometry on the static performance of rectangular thrust-reverser ports

    NASA Technical Reports Server (NTRS)

    Re, Richard J.; Mason, Mary L.

    1987-01-01

    An investigation has been conducted to evaluate the effects of several geometric parameters on the internal performance of rectangular thrust-reverser ports for nonaxisymmetric nozzles. Internal geometry was varied with a test apparatus which simulated a forward-flight nozzle with a single, fully deployed reverser port. The test apparatus was designed to simulate thrust reversal (conceptually) either in the convergent section of the nozzle or in the constant-area duct just upstream of the nozzle. The main geometric parameters investigated were port angle, port corner radius, port location, and internal flow blocker angle. For all reverser port geometries, the port opening had an aspect ratio (throat width to throat height) of 6.1 and had a constant passage area from the geometric port throat to the exit. Reverser-port internal performance and thrust-vector angles computed from force-balance measurements are presented.

  18. Transonic aerodynamic characteristics of a wing/body combination incorporating jet flaps

    NASA Technical Reports Server (NTRS)

    Holmberg, J. L.

    1975-01-01

    A 0.25-scale semispan wing/body model with two types of jet flaps was tested in the Ames 11- by 11-Foot Transonic Wind Tunnel. The objective of that testing was to measure the static aerodynamic forces and moments and wing pressure distributions on six configurations differentiated by wing camber, jet flap type, and jet flap angle. Maximum thrust coefficients were limited to 0.12. Angle of attack was varied from -4 deg to 15 deg for Mach numbers between 0.6 and 0.95 at a constant unit Reynolds number of 18.0 million/m (5.5 million/ft). More refined designs and considerably more testing will be required to establish the practicability of the total-exhausting jet flap concept.

  19. The gas jet behavior in submerged Laval nozzle flow

    NASA Astrophysics Data System (ADS)

    Gong, Zhao-xin; Lu, Chuan-jing; Li, Jie; Cao, Jia-yi

    2017-12-01

    The behavior of the combustion gas jet in a Laval nozzle flow is studied by numerical simulations. The Laval nozzle is installed in an engine and the combustion gas comes out of the engine through the nozzle and then injects into the surrounding environment. First, the jet injection into the air is simulated and the results are verified by the theoretical solutions of the 1-D isentropic flow. Then the behavior of the gas jet in a submerged Laval nozzle flow is simulated for various water depths. The stability of the jet and the jet evolution with a series of expansion waves and compression waves are analyzed, as well as the mechanism of the jet in a deep water depth. Finally, the numerical results are compared with existing experimental data and it is shown that the characteristics of the water blockage and the average values of the engine thrust are in good agreement and the unfixed engine in the experiment is the cause of the differences of the frequency and the amplitude of the oscillation.

  20. Noise from Supersonic Coaxial Jets. Part 2; Normal Velocity Profile

    NASA Technical Reports Server (NTRS)

    Dahl, M. D.; Morris, P. J.

    1997-01-01

    Instability waves have been established as noise generators in supersonic jets. Recent analysis of these slowly diverging jets has shown that these instability waves radiate noise to the far field when the waves have components with phase velocities that are supersonic relative to the ambient speed of sound. This instability wave noise generation model has been applied to supersonic jets with a single shear layer and is now applied to supersonic coaxial jets with two initial shear layers. In this paper the case of coaxial jets with normal velocity profiles is considered, where the inner jet stream velocity is higher than the outer jet stream velocity. To provide mean flow profiles at all axial locations, a numerical scheme is used to calculate the mean flow properties. Calculations are made for the stability characteristics in the coaxial jet shear layers and the noise radiated from the instability waves for different operating conditions with the same total thrust, mass flow and exit area as a single reference jet. The effects of changes in the velocity ratio, the density ratio and the area ratio are each considered independently.

  1. Beam Thrust Cross Section for Drell-Yan Production at Next-to-Next-to-Leading-Logarithmic Order

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Stewart, Iain W.; Tackmann, Frank J.; Waalewijn, Wouter J.

    2011-01-21

    At the LHC and Tevatron strong initial-state radiation (ISR) plays an important role. It can significantly affect the partonic luminosity available to the hard interaction or contaminate a signal with additional jets and soft radiation. An ideal process to study ISR is isolated Drell-Yan production, pp{yields}Xl{sup +}l{sup -} without central jets, where the jet veto is provided by the hadronic event shape beam thrust {tau}{sub B}. Most hadron collider event shapes are designed to study central jets. In contrast, requiring {tau}{sub B}<<1 provides an inclusive veto of central jets and measures the spectrum of ISR. For {tau}{sub B}<<1 we carrymore » out a resummation of {alpha}{sub s}{sup n}ln{sup m{tau}}{sub B} corrections at next-to-next-to-leading-logarithmic order. This is the first resummation at this order for a hadron-hadron collider event shape. Measurements of {tau}{sub B} at the Tevatron and LHC can provide crucial tests of our understanding of ISR and of {tau}{sub B}'s utility as a central jet veto.« less

  2. Investigation of Thrust and Drag Characteristics of a Plug-type Exhaust Nozzle

    NASA Technical Reports Server (NTRS)

    Hearth, Donald P; Gorton, Gerald C

    1954-01-01

    An investigation was conducted in the 8- by 6-foot supersonic wind tunnel on the external and internal characteristics of a plug-type exhaust nozzle. Two positions of the center plug, one simulating a convergent nozzle and the other a convergent-divergent nozzle, were investigated. Data were obtained at free-stream Mach numbers of 0.1, 0.6, 1.6, and 2.0 over a pressure-ratio range of 1 to 20 and angles of attack of zero and 8 degrees. Results of this investigation indicated that the plug nozzle had thrust-minus-drag performance over the entire pressure-ratio range comparable with equivalent conventional nozzles. The effect of the exhaust jet on the external aerodynamics was similar to results observed for conventional nozzles. In addition, the thrust characteristics were generally insensitive to external flow and good agreement was noted with data obtained on comparable plug nozzles in quiescent air.

  3. Aircraft dual-shaft jet engine with indirect action fuel flow controller

    NASA Astrophysics Data System (ADS)

    Tudosie, Alexandru-Nicolae

    2017-06-01

    The paper deals with an aircraft single-jet engine's control system, based on a fuel flow controller. Considering the engine as controlled object and its thrust the most important operation effect, from the multitude of engine's parameters only its rotational speed n is measurable and proportional to its thrust, so engine's speed has become the most important controlled parameter. Engine's control system is based on fuel injection Qi dosage, while the output is engine's speed n. Based on embedded system's main parts' mathematical models, the author has described the system by its block diagram with transfer functions; furthermore, some Simulink-Matlab simulations are performed, concerning embedded system quality (its output parameters time behavior) and, meanwhile, some conclusions concerning engine's parameters mutual influences are revealed. Quantitative determinations are based on author's previous research results and contributions, as well as on existing models (taken from technical literature). The method can be extended for any multi-spool engine, single- or twin-jet.

  4. F-15B ACTIVE - First supersonic yaw vectoring flight

    NASA Technical Reports Server (NTRS)

    1996-01-01

    On Wednesday, April 24, 1996, the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) aircraft achieved its first supersonic yaw vectoring flight at Dryden Flight Research Center, Edwards, California. ACTIVE is a joint NASA, U.S. Air Force, McDonnell Douglas Aerospace (MDA) and Pratt & Whitney (P&W) program. The team will assess performance and technology benefits during flight test operations. Current plans call for approximately 60 flights totaling 100 hours. 'Reaching this milestone is very rewarding. We hope to set some more records before we're through,' stated Roger W. Bursey, P&W's pitch-yaw balance beam nozzle (PYBBN) program manager. A pair of P&W PYBBNs vectored (horizontally side-to-side, pitch is up and down) the thrust for the MDA manufactured F-15 research aircraft. Power to reach supersonic speeds was provided by two high-performance F100-PW-229 engines that were modified with the multi-directional thrust vectoring nozzles. The new concept should lead to significant increases in performance of both civil and military aircraft flying at subsonic and supersonic speeds.

  5. Piloted Simulation Study of a Dual Thrust-Cutback Procedure for Reducing High-Speed Civil Transport Takeoff Noise Levels

    NASA Technical Reports Server (NTRS)

    Riley, Donald R.; Glaab, Louis J.; Brandon, Jay M.; Person, Lee H., Jr.; Glaab, Patricia C.

    1999-01-01

    A piloted simulation study was performed for the purpose of indicating the noise reduction benefits and piloting performance that could occur for a typical 4-engine high-Speed Civil Transport (HSCT) configuration during takeoff when a dual thrust-cutback procedure was employed with throttle operation under direct computer control. Two thrust cutbacks were employed with the first cutback performed while the vehicle was accelerating on the run-way and the second cutback performed at a distance farther downrange. Added vehicle performance improvements included the incorporation of high-lift increments into the aerodynamic database of the vehicle and the use of limited engine oversizing. Four single-stream turbine bypass engines that had no noise suppression of any kind were used with this configuration. This approach permitted establishing the additional noise suppression level that was needed to meet Federal Air Regulation Part 36 Stage 3 noise levels for subsonic commercial jet aircraft. Noise level results were calculated with the jet mixing and shock noise modules of the Aircraft Noise Prediction Program (ANOPP).

  6. Thrust bearing

    NASA Technical Reports Server (NTRS)

    Anderson, W. J. (Inventor)

    1976-01-01

    A gas lubricated thrust bearing is described which employs relatively rigid inwardly cantilevered spokes carrying a relatively resilient annular member or annulus. This annulus acts as a beam on which are mounted bearing pads. The resilience of the beam mount causes the pads to accept the load and, with proper design, responds to a rotating thrust-transmitting collar by creating a gas film between the pads and the thrust collar. The bearing may be arranged for load equalization thereby avoiding the necessity of gimbal mounts or the like for the bearing. It may also be arranged to respond to rotation in one or both directions.

  7. Asymmetric Thrust Reversers

    NASA Technical Reports Server (NTRS)

    Chandler, Jesse M. (Inventor); Suciu, Gabriel L. (Inventor)

    2018-01-01

    An aircraft includes a propulsion supported within an aft portion of a fuselage A thrust reverser is mounted in the aft portion of the fuselage proximate the propulsion system for directing thrust in a direction to slow the aircraft. The thrust reverser includes an upper blocker door movable about a first pivot axis to a deployed position and a lower blocker door movable about a second pivot axis not parallel to the first pivot axis.

  8. Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

    NASA Technical Reports Server (NTRS)

    Huff, Dennis L.; Henderson, Brenda S.; Berton, Jeffrey J.; Seidel, Jonathan A.

    2016-01-01

    A systems analysis was performed with experimental jet noise data, engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream variable-cycle engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff

  9. On the Scaling of Small, Heat Simulated Jet Noise Measurements to Moderate Size Exhaust Jets

    NASA Technical Reports Server (NTRS)

    McLaughlin, Dennis K.; Bridges, James; Kuo, Ching-Wen

    2010-01-01

    Modern military aircraft jet engines are designed with variable geometry nozzles to provide optimum thrust in different operating conditions, depending on the flight envelope. However, the acoustic measurements for such nozzles are scarce, due to the cost involved in making full scale measurements and the lack of details about the exact geometry of these nozzles. Thus the present effort at The Pennsylvania State University and the NASA Glenn Research Center- in partnership with GE Aviation is aiming to study and characterize the acoustic field produced by supersonic jets issuing from converging-diverging military style nozzles. An equally important objective is to validate methodology for using data obtained from small and moderate scale experiments to reliably predict the most important components of full scale engine noise. The experimental results presented show reasonable agreement between small scale and moderate scale jet acoustic data, as well as between heated jets and heat-simulated ones. Unresolved issues however are identified that are currently receiving our attention, in particular the effect of the small bypass ratio airflow. Future activities will identify and test promising noise reduction techniques in an effort to predict how well such concepts will work with full scale engines in flight conditions.

  10. Operating limitations of high speed jet lubricated ball bearings

    NASA Technical Reports Server (NTRS)

    Zaretsky, E. V.; Signer, H.; Bamberger, E. N.

    1975-01-01

    A parametric study was performed with 120-mm bore angular-contact ball bearings having a nominal contact angle of 20 degrees. The bearings had either an inner- or an outer-race land riding cage, and lubrication was by recirculating oil jets which had either a single or dual orifice. Thrust load, speed, and lubricant flow rate were varied. Test results were compared with those previously reported and obtained from bearings of the same design which were under-race lubricated but run under the same conditions. Jet lubricated ball bearings were limited to speeds less than 2,500,000 DN, and bearings having inner-race land riding cages produced lower temperatures than bearings with outer-race land riding cages. For a given lubricant flow rate dual orifice jets produced lower bearing temperatures than single orifice jets, but under-race lubrication produced lower bearing temperatures under all conditions of operation with no apparent bearing speed limitation.

  11. An Optimal Orthogonal Decomposition Method for Kalman Filter-Based Turbofan Engine Thrust Estimation

    NASA Technical Reports Server (NTRS)

    Litt, Jonathan S.

    2007-01-01

    A new linear point design technique is presented for the determination of tuning parameters that enable the optimal estimation of unmeasured engine outputs, such as thrust. The engine's performance is affected by its level of degradation, generally described in terms of unmeasurable health parameters related to each major engine component. Accurate thrust reconstruction depends on knowledge of these health parameters, but there are usually too few sensors to be able to estimate their values. In this new technique, a set of tuning parameters is determined that accounts for degradation by representing the overall effect of the larger set of health parameters as closely as possible in a least squares sense. The technique takes advantage of the properties of the singular value decomposition of a matrix to generate a tuning parameter vector of low enough dimension that it can be estimated by a Kalman filter. A concise design procedure to generate a tuning vector that specifically takes into account the variables of interest is presented. An example demonstrates the tuning parameters ability to facilitate matching of both measured and unmeasured engine outputs, as well as state variables. Additional properties of the formulation are shown to lend themselves well to diagnostics.

  12. A microNewton thrust stand for average thrust measurement of pulsed microthruster.

    PubMed

    Zhou, Wei-Jing; Hong, Yan-Ji; Chang, Hao

    2013-12-01

    A torsional thrust stand has been developed for the study of the average thrust for microNewton pulsed thrusters. The main body of the thrust stand mainly consists of a torsional balance, a pair of flexural pivots, a capacitive displacement sensor, a calibration assembly, and an eddy current damper. The behavior of the stand was thoroughly studied. The principle of thrust measurement was analyzed. The average thrust is determined as a function of the average equilibrium angle displacement of the balance and the spring stiffness. The thrust stand has a load capacity up to 10 kg, and it can theoretically measure the force up to 609.6 μN with a resolution of 24.4 nN. The static calibrations were performed based on the calibration assembly composed of the multiturn coil and the permanent magnet. The calibration results demonstrated good repeatability (less than 0.68% FSO) and good linearity (less than 0.88% FSO). The assembly of the multiturn coil and the permanent magnet was also used as an exciter to simulate the microthruster to further research the performance of the thrust stand. Three sets of force pulses at 17, 33.5, and 55 Hz with the same amplitude and pulse width were tested. The repeatability error at each frequency was 7.04%, 1.78%, and 5.08%, respectively.

  13. A control-volume method for analysis of unsteady thrust augmenting ejector flows

    NASA Technical Reports Server (NTRS)

    Drummond, Colin K.

    1988-01-01

    A method for predicting transient thrust augmenting ejector characteristics is presented. The analysis blends classic self-similar turbulent jet descriptions with a control volume mixing region discretization to solicit transient effects in a new way. Division of the ejector into an inlet, diffuser, and mixing region corresponds with the assumption of viscous-dominated phenomenon in the latter. Inlet and diffuser analyses are simplified by a quasi-steady analysis, justified by the assumptions that pressure is the forcing function in those regions. Details of the theoretical foundation, the solution algorithm, and sample calculations are given.

  14. A computational study of thrust augmenting ejectors based on a viscous-inviscid approach

    NASA Technical Reports Server (NTRS)

    Lund, Thomas S.; Tavella, Domingo A.; Roberts, Leonard

    1987-01-01

    A viscous-inviscid interaction technique is advocated as both an efficient and accurate means of predicting the performance of two-dimensional thrust augmenting ejectors. The flow field is subdivided into a viscous region that contains the turbulent jet and an inviscid region that contains the ambient fluid drawn into the device. The inviscid region is computed with a higher-order panel method, while an integral method is used for the description of the viscous part. The strong viscous-inviscid interaction present within the ejector is simulated in an iterative process where the two regions influence each other en route to a converged solution. The model is applied to a variety of parametric and optimization studies involving ejectors having either one or two primary jets. The effects of nozzle placement, inlet and diffuser shape, free stream speed, and ejector length are investigated. The inlet shape for single jet ejectors is optimized for various free stream speeds and Reynolds numbers. Optimal nozzle tilt and location are identified for various dual-ejector configurations.

  15. Solving fuel-optimal low-thrust orbital transfers with bang-bang control using a novel continuation technique

    NASA Astrophysics Data System (ADS)

    Zhu, Zhengfan; Gan, Qingbo; Yang, Xin; Gao, Yang

    2017-08-01

    We have developed a novel continuation technique to solve optimal bang-bang control for low-thrust orbital transfers considering the first-order necessary optimality conditions derived from Lawden's primer vector theory. Continuation on the thrust amplitude is mainly described in this paper. Firstly, a finite-thrust transfer with an ;On-Off-On; thrusting sequence is modeled using a two-impulse transfer as initial solution, and then the thrust amplitude is decreased gradually to find an optimal solution with minimum thrust. Secondly, the thrust amplitude is continued from its minimum value to positive infinity to find the optimal bang-bang control, and a thrust switching principle is employed to determine the control structure by monitoring the variation of the switching function. In the continuation process, a bifurcation of bang-bang control is revealed and the concept of critical thrust is proposed to illustrate this phenomenon. The same thrust switching principle is also applicable to the continuation on other parameters, such as transfer time, orbital phase angle, etc. By this continuation technique, fuel-optimal orbital transfers with variable mission parameters can be found via an automated algorithm, and there is no need to provide an initial guess for the costate variables. Moreover, continuation is implemented in the solution space of bang-bang control that is either optimal or non-optimal, which shows that a desired solution of bang-bang control is obtained via continuation on a single parameter starting from an existing solution of bang-bang control. Finally, numerical examples are presented to demonstrate the effectiveness of the proposed continuation technique. Specifically, this continuation technique provides an approach to find multiple solutions satisfying the first-order necessary optimality conditions to the same orbital transfer problem, and a continuation strategy is presented as a preliminary approach for solving the bang-bang control of many

  16. Spacing of Imbricated Thrust Faults and the Strength of Thrust-Belts and Accretionary Wedges

    NASA Astrophysics Data System (ADS)

    Ito, G.; Regensburger, P. V.; Moore, G. F.

    2017-12-01

    The pattern of imbricated thrust blocks is a prominent characteristic of the large-scale structure of thrust-belts and accretionary wedges around the world. Mechanical models of these systems have a rich history from laboratory analogs, and more recently from computational simulations, most of which, qualitatively reproduce the regular patterns of imbricated thrusts seen in nature. Despite the prevalence of these patterns in nature and in models, our knowledge of what controls the spacing of the thrusts remains immature at best. We tackle this problem using a finite difference, particle-in-cell method that simulates visco-elastic-plastic deformation with a Mohr-Coulomb brittle failure criterion. The model simulates a horizontal base that moves toward a rigid vertical backstop, carrying with it an overlying layer of crust. The crustal layer has a greater frictional strength than the base, is cohesive, and is initially uniform in thickness. As the layer contracts, a series of thrust blocks immerge sequentially and form a wedge having a mean taper consistent with that predicted by a noncohesive, critical Coulomb wedge. The widths of the thrust blocks (or spacing between adjacent thrusts) are greatest at the front of the wedge, tend to decrease with continued contraction, and then tend toward a pseudo-steady, minimum width. Numerous experiments show that the characteristic spacing of thrusts increases with the brittle strength of the wedge material (cohesion + friction) and decreases with increasing basal friction for low (<8°) taper angles. These relations are consistent with predictions of the elastic stresses forward of the frontal thrust and at what distance the differential stress exceeds the brittle threshold to form a new frontal thrust. Hence the characteristic spacing of the thrusts across the whole wedge is largely inherited at the very front of the wedge. Our aim is to develop scaling laws that will illuminate the basic physical processes controlling

  17. Thrusting maneuver control of a small spacecraft via only gimbaled-thruster scheme

    NASA Astrophysics Data System (ADS)

    Kabganian, Mansour; Kouhi, Hamed; Shahravi, Morteza; Fani Saberi, Farhad

    2018-05-01

    The thrust vector control (TVC) scheme is a powerful method in spacecraft attitude control. Since the control of a small spacecraft is being studied here, a solid rocket motor (SRM) should be used instead of a liquid propellant motor. Among the TVC methods, gimbaled-TVC as an efficient method is employed in this paper. The spacecraft structure is composed of a body and a gimbaled-SRM where common attitude control systems such as reaction control system (RCS) and spin-stabilization are not presented. A nonlinear two-body model is considered for the characterization of the gimbaled-thruster spacecraft where, the only control input is provided by a gimbal actuator. The attitude of the spacecraft is affected by a large exogenous disturbance torque which is generated by a thrust vector misalignment from the center of mass (C.M). A linear control law is designed to stabilize the spacecraft attitude while rejecting the mentioned disturbance torque. A semi-analytical formulation of the region of attraction (RoA) is developed to ensure the local stability and fast convergence of the nonlinear closed-loop system. Simulation results of the 3D maneuvers are included to show the applicability of this method for use in a small spacecraft.

  18. Heat Transfer Modeling of Jet Vane Thrust Vector Control (TVC) Systems.

    DTIC Science & Technology

    1987-12-01

    Cost and complexity, to include materials, labor , design and fabrication. b. Effectiveness and ability to perform two and three axis control. c...8217 ESTR ’) CALL ESTRGR C C.... SCRS contains the simple-chemical-reaction-model of C combustion, the theoretical basis of which is found in the C book

  19. Uncertainty of in-flight thrust determination

    NASA Technical Reports Server (NTRS)

    Abernethy, Robert B.; Adams, Gary R.; Steurer, John W.; Ascough, John C.; Baer-Riedhart, Jennifer L.; Balkcom, George H.; Biesiadny, Thomas

    1986-01-01

    Methods for estimating the measurement error or uncertainty of in-flight thrust determination in aircraft employing conventional turbofan/turbojet engines are reviewed. While the term 'in-flight thrust determination' is used synonymously with 'in-flight thrust measurement', in-flight thrust is not directly measured but is determined or calculated using mathematical modeling relationships between in-flight thrust and various direct measurements of physical quantities. The in-flight thrust determination process incorporates both ground testing and flight testing. The present text is divided into the following categories: measurement uncertainty methodoogy and in-flight thrust measurent processes.

  20. Wind-tunnel investigation at low speeds of a model of the Kestrel (XV-6A) vectored-trust V/STOL airplane

    NASA Technical Reports Server (NTRS)

    Margason, R. J.; Vogler, R. D.; Winston, M. M.

    1972-01-01

    Longitudinal and lateral stability data were obtained with the model out of and in ground effect over a moving ground plane for a range of model angles of attack and sideslip at various thrust coefficients. These data were taken primarily at thrust coefficients which simulate transition speeds on the airplane between hover and 200 knots. Some data, however, represent the effect of thrust deflection at speeds up to 350 knots. Also presented are the effects of control-surface deflections and interference between the jets and free stream.

  1. Study of vector boson scattering and search for new physics in events with two same-sign leptons and two jets.

    PubMed

    Khachatryan, V; Sirunyan, A M; Tumasyan, A; Adam, W; Bergauer, T; Dragicevic, M; Erö, J; Friedl, M; Frühwirth, R; Ghete, V M; Hartl, C; Hörmann, N; Hrubec, J; Jeitler, M; Kiesenhofer, W; Knünz, V; Krammer, M; Krätschmer, I; Liko, D; Mikulec, I; Rabady, D; Rahbaran, B; Rohringer, H; Schöfbeck, R; Strauss, J; Treberer-Treberspurg, W; Waltenberger, W; Wulz, C-E; Mossolov, V; Shumeiko, N; Suarez Gonzalez, J; Alderweireldt, S; Bansal, M; Bansal, S; Cornelis, T; De Wolf, E A; Janssen, X; Knutsson, A; Lauwers, J; Luyckx, S; Ochesanu, S; Rougny, R; Van De Klundert, M; Van Haevermaet, H; Van Mechelen, P; Van Remortel, N; Van Spilbeeck, A; Blekman, F; Blyweert, S; D'Hondt, J; Daci, N; Heracleous, N; Keaveney, J; Lowette, S; Maes, M; Olbrechts, A; Python, Q; Strom, D; Tavernier, S; Van Doninck, W; Van Mulders, P; Van Onsem, G P; Villella, I; Caillol, C; Clerbaux, B; De Lentdecker, G; Dobur, D; Favart, L; Gay, A P R; Grebenyuk, A; Léonard, A; Mohammadi, A; Perniè, L; Reis, T; Seva, T; Thomas, L; Vander Velde, C; Vanlaer, P; Wang, J; Zenoni, F; Adler, V; Beernaert, K; Benucci, L; Cimmino, A; Costantini, S; Crucy, S; Dildick, S; Fagot, A; Garcia, G; Mccartin, J; Ocampo Rios, A A; Ryckbosch, D; Salva Diblen, S; Sigamani, M; Strobbe, N; Thyssen, F; Tytgat, M; Yazgan, E; Zaganidis, N; Basegmez, S; Beluffi, C; Bruno, G; Castello, R; Caudron, A; Ceard, L; Da Silveira, G G; Delaere, C; du Pree, T; Favart, D; Forthomme, L; Giammanco, A; Hollar, J; Jafari, A; Jez, P; Komm, M; Lemaitre, V; Nuttens, C; Pagano, D; Perrini, L; Pin, A; Piotrzkowski, K; Popov, A; Quertenmont, L; Selvaggi, M; Vidal Marono, M; Vizan Garcia, J M; Beliy, N; Caebergs, T; Daubie, E; Hammad, G H; Aldá Júnior, W L; Alves, G A; Brito, L; Correa Martins Junior, M; Dos Reis Martins, T; Mora Herrera, C; Pol, M E; Carvalho, W; Chinellato, J; Custódio, A; Da Costa, E M; De Jesus Damiao, D; De Oliveira Martins, C; Fonseca De Souza, S; Malbouisson, H; Matos Figueiredo, D; Mundim, L; Nogima, H; Prado Da Silva, W L; Santaolalla, J; 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Ocalan, K; Sekmen, S; Surat, U E; Yalvac, M; Zeyrek, M; Albayrak, E A; Gülmez, E; Kaya, M; Kaya, O; Yetkin, T; Cankocak, K; Vardarlı, F I; Levchuk, L; Sorokin, P; Brooke, J J; Clement, E; Cussans, D; Flacher, H; Goldstein, J; Grimes, M; Heath, G P; Heath, H F; Jacob, J; Kreczko, L; Lucas, C; Meng, Z; Newbold, D M; Paramesvaran, S; Poll, A; Sakuma, T; Senkin, S; Smith, V J; Williams, T; Bell, K W; Belyaev, A; Brew, C; Brown, R M; Cockerill, D J A; Coughlan, J A; Harder, K; Harper, S; Olaiya, E; Petyt, D; Shepherd-Themistocleous, C H; Thea, A; Tomalin, I R; Womersley, W J; Worm, S D; Baber, M; Bainbridge, R; Buchmuller, O; Burton, D; Colling, D; Cripps, N; Dauncey, P; Davies, G; Della Negra, M; Dunne, P; Ferguson, W; Fulcher, J; Futyan, D; Hall, G; Iles, G; Jarvis, M; Karapostoli, G; Kenzie, M; Lane, R; Lucas, R; Lyons, L; Magnan, A-M; Malik, S; Mathias, B; Nash, J; Nikitenko, A; Pela, J; Pesaresi, M; Petridis, K; Raymond, D M; Rogerson, S; Rose, A; Seez, C; Sharp, P; Tapper, A; Vazquez Acosta, M; Virdee, T; Zenz, S C; Cole, J E; Hobson, P R; Khan, A; Kyberd, P; Leggat, D; Leslie, D; Reid, I D; Symonds, P; Teodorescu, L; Turner, M; Dittmann, J; Hatakeyama, K; Kasmi, A; Liu, H; Scarborough, T; Charaf, O; Cooper, S I; Henderson, C; Rumerio, P; Avetisyan, A; Bose, T; Fantasia, C; Lawson, P; Richardson, C; Rohlf, J; St John, J; Sulak, L; Alimena, J; Berry, E; Bhattacharya, S; Christopher, G; Cutts, D; Demiragli, Z; Dhingra, N; Ferapontov, A; Garabedian, A; Heintz, U; Kukartsev, G; Laird, E; Landsberg, G; Luk, M; Narain, M; Segala, M; Sinthuprasith, T; Speer, T; Swanson, J; Breedon, R; Breto, G; Calderon De La Barca Sanchez, M; Chauhan, S; Chertok, M; Conway, J; Conway, R; Cox, P T; Erbacher, R; Gardner, M; Ko, W; Lander, R; Miceli, T; Mulhearn, M; Pellett, D; Pilot, J; Ricci-Tam, F; Searle, M; Shalhout, S; Smith, J; Squires, M; Stolp, D; Tripathi, M; Wilbur, S; Yohay, R; Cousins, R; Everaerts, P; Farrell, C; Hauser, J; Ignatenko, M; Rakness, G; Takasugi, E; Valuev, V; Weber, M; Burt, K; Clare, R; Ellison, J; Gary, J W; Hanson, G; Heilman, J; Ivova Rikova, M; Jandir, P; Kennedy, E; Lacroix, F; Long, O R; Luthra, A; Malberti, M; Olmedo Negrete, M; Shrinivas, A; Sumowidagdo, S; Wimpenny, S; Branson, J G; Cerati, G B; Cittolin, S; D'Agnolo, R T; Holzner, A; Kelley, R; Klein, D; Kovalskyi, D; Letts, J; Macneill, I; Olivito, D; Padhi, S; Palmer, C; Pieri, M; Sani, M; Sharma, V; Simon, S; Sudano, E; Tu, Y; Vartak, A; Welke, C; Würthwein, F; Yagil, A; Barge, D; Bradmiller-Feld, J; Campagnari, C; Danielson, T; Dishaw, A; Dutta, V; Flowers, K; Franco Sevilla, M; Geffert, P; George, C; Golf, F; Gouskos, L; Incandela, J; Justus, C; Mccoll, N; Richman, J; Stuart, D; To, W; West, C; Yoo, J; Apresyan, A; Bornheim, A; Bunn, J; Chen, Y; Duarte, J; Mott, A; Newman, H B; Pena, C; Rogan, C; Spiropulu, M; Timciuc, V; Vlimant, J R; Wilkinson, R; Xie, S; Zhu, R Y; Azzolini, V; Calamba, A; Carlson, B; Ferguson, T; Iiyama, Y; Paulini, M; Russ, J; Vogel, H; Vorobiev, I; Cumalat, J P; Ford, W T; Gaz, A; Krohn, M; Luiggi Lopez, E; Nauenberg, U; Smith, J G; Stenson, K; Ulmer, K A; Wagner, S R; Alexander, J; Chatterjee, A; Chaves, J; Chu, J; Dittmer, S; Eggert, N; Mirman, N; Nicolas Kaufman, G; Patterson, J R; Ryd, A; Salvati, E; Skinnari, L; Sun, W; Teo, W D; Thom, J; Thompson, J; Tucker, J; Weng, Y; Winstrom, L; Wittich, P; Winn, D; Abdullin, S; Albrow, M; Anderson, J; Apollinari, G; Bauerdick, L A T; Beretvas, A; Berryhill, J; Bhat, P C; Bolla, G; Burkett, K; Butler, J N; Cheung, H W K; Chlebana, F; Cihangir, S; Elvira, V D; Fisk, I; Freeman, J; Gao, Y; Gottschalk, E; Gray, L; Green, D; Grünendahl, S; Gutsche, O; Hanlon, J; Hare, D; Harris, R M; Hirschauer, J; Hooberman, B; Jindariani, S; Johnson, M; Joshi, U; Kaadze, K; Klima, B; Kreis, B; Kwan, S; Linacre, J; Lincoln, D; Lipton, R; Liu, T; Lopes De Sá, R; Lykken, J; Maeshima, K; Marraffino, J M; Martinez Outschoorn, V I; Maruyama, S; Mason, D; McBride, P; Merkel, P; Mishra, K; Mrenna, S; Musienko, Y; Nahn, S; Newman-Holmes, C; O'Dell, V; Prokofyev, O; Sexton-Kennedy, E; Sharma, S; Soha, A; Spalding, W J; Spiegel, L; Taylor, L; Tkaczyk, S; Tran, N V; Uplegger, L; Vaandering, E W; Vidal, R; Whitbeck, A; Whitmore, J; Yang, F; Acosta, D; Avery, P; Bortignon, P; Bourilkov, D; Carver, M; Curry, D; Das, S; De Gruttola, M; Di Giovanni, G P; Field, R D; Fisher, M; Furic, I K; Hugon, J; Konigsberg, J; Korytov, A; Kypreos, T; Low, J F; Matchev, K; Mei, H; Milenovic, P; Mitselmakher, G; Muniz, L; Rinkevicius, A; Shchutska, L; Snowball, M; Sperka, D; Yelton, J; Zakaria, M; Hewamanage, S; Linn, S; Markowitz, P; Martinez, G; Rodriguez, J L; Adams, T; Askew, A; Bochenek, J; Diamond, B; Haas, J; Hagopian, S; Hagopian, V; Johnson, K F; Prosper, H; Veeraraghavan, V; Weinberg, M; Baarmand, M M; Hohlmann, M; Kalakhety, H; Yumiceva, F; Adams, M R; Apanasevich, L; Berry, D; Betts, R R; Bucinskaite, I; Cavanaugh, R; Evdokimov, O; Gauthier, L; Gerber, C E; Hofman, D J; Kurt, P; Moon, D H; O'Brien, C; Sandoval Gonzalez, I D; Silkworth, C; Turner, P; Varelas, N; Bilki, B; Clarida, W; Dilsiz, K; Duru, F; Haytmyradov, M; Merlo, J-P; Mermerkaya, H; Mestvirishvili, A; Moeller, A; Nachtman, J; Ogul, H; Onel, Y; Ozok, F; Penzo, A; Rahmat, R; Sen, S; Tan, P; Tiras, E; Wetzel, J; Yi, K; Barnett, B A; Blumenfeld, B; Bolognesi, S; Fehling, D; Gritsan, A V; Maksimovic, P; Martin, C; Swartz, M; Baringer, P; Bean, A; Benelli, G; Bruner, C; Kenny, R P; Malek, M; Murray, M; Noonan, D; Sanders, S; Sekaric, J; Stringer, R; Wang, Q; Wood, J S; Chakaberia, I; Ivanov, A; Khalil, S; Makouski, M; Maravin, Y; Saini, L K; Shrestha, S; Skhirtladze, N; Svintradze, I; Gronberg, J; Lange, D; Rebassoo, F; Wright, D; Baden, A; Belloni, A; Calvert, B; Eno, S C; Gomez, J A; Hadley, N J; Kellogg, R G; Kolberg, T; Lu, Y; Marionneau, M; Mignerey, A C; Pedro, K; Skuja, A; Tonjes, M B; Tonwar, S C; Apyan, A; Barbieri, R; Bauer, G; Busza, W; Cali, I A; Chan, M; Di Matteo, L; Gomez Ceballos, G; Goncharov, M; Gulhan, D; Klute, M; Lai, Y S; Lee, Y-J; Levin, A; Luckey, P D; Ma, T; Paus, C; Ralph, D; Roland, C; Roland, G; Stephans, G S F; Stöckli, F; Sumorok, K; Velicanu, D; Veverka, J; Wyslouch, B; Yang, M; Zanetti, M; Zhukova, V; Dahmes, B; Gude, A; Kao, S C; Klapoetke, K; Kubota, Y; Mans, J; Pastika, N; Rusack, R; Singovsky, A; Tambe, N; Turkewitz, J; Acosta, J G; Oliveros, S; Avdeeva, E; Bloom, K; Bose, S; Claes, D R; Dominguez, A; Gonzalez Suarez, R; Keller, J; Knowlton, D; Kravchenko, I; Lazo-Flores, J; Malik, S; Meier, F; Ratnikov, F; Snow, G R; Zvada, M; Dolen, J; Godshalk, A; Iashvili, I; Kharchilava, A; Kumar, A; Rappoccio, S; Alverson, G; Barberis, E; Baumgartel, D; Chasco, M; Haley, J; Massironi, A; Morse, D M; Nash, D; Orimoto, T; Trocino, D; Wang, R-J; Wood, D; Zhang, J; Hahn, K A; Kubik, A; Mucia, N; Odell, N; Pollack, B; Pozdnyakov, A; Schmitt, M; Stoynev, S; Sung, K; Velasco, M; Won, S; Brinkerhoff, A; Chan, K M; Drozdetskiy, A; Hildreth, M; Jessop, C; Karmgard, D J; Kellams, N; Lannon, K; Lynch, S; Marinelli, N; Pearson, T; Planer, M; Ruchti, R; Valls, N; Wayne, M; Wolf, M; Woodard, A; Antonelli, L; Brinson, J; Bylsma, B; Durkin, L S; Flowers, S; Hart, A; Hill, C; Hughes, R; Kotov, K; Ling, T Y; Luo, W; Puigh, D; Rodenburg, M; Smith, G; Winer, B L; Wolfe, H; Wulsin, H W; Driga, O; Elmer, P; Hardenbrook, J; Hebda, P; Hunt, A; Koay, S A; Lujan, P; Marlow, D; Medvedeva, T; Mooney, M; Olsen, J; Piroué, P; Quan, X; Saka, H; Stickland, D; Tully, C; Werner, J S; Zuranski, A; Brownson, E; Mendez, H; Ramirez Vargas, J E; Barnes, V E; Benedetti, D; Bortoletto, D; De Mattia, M; Gutay, L; Hu, Z; Jha, M K; Jones, M; Jung, K; Kress, M; Leonardo, N; Lopes Pegna, D; Maroussov, V; Miller, D H; Neumeister, N; Radburn-Smith, B C; Shi, X; Shipsey, I; Silvers, D; Svyatkovskiy, A; Wang, F; Xie, W; Xu, L; Yoo, H D; Zablocki, J; Zheng, Y; Parashar, N; Stupak, J; Adair, A; Akgun, B; Ecklund, K M; Geurts, F J M; Li, W; Michlin, B; Padley, B P; Redjimi, R; Roberts, J; Zabel, J; Betchart, B; Bodek, A; Covarelli, R; de Barbaro, P; Demina, R; Eshaq, Y; Ferbel, T; Garcia-Bellido, A; Goldenzweig, P; Han, J; Harel, A; Khukhunaishvili, A; Korjenevski, S; Petrillo, G; Vishnevskiy, D; Ciesielski, R; Demortier, L; Goulianos, K; Lungu, G; Mesropian, C; Arora, S; Barker, A; Chou, J P; Contreras-Campana, C; Contreras-Campana, E; Duggan, D; Ferencek, D; Gershtein, Y; Gray, R; Halkiadakis, E; Hidas, D; Kaplan, S; Lath, A; Panwalkar, S; Park, M; Patel, R; Salur, S; Schnetzer, S; Somalwar, S; Stone, R; Thomas, S; Thomassen, P; Walker, M; Rose, K; Spanier, S; York, A; Bouhali, O; Castaneda Hernandez, A; Eusebi, R; Flanagan, W; Gilmore, J; Kamon, T; Khotilovich, V; Krutelyov, V; Montalvo, R; Osipenkov, I; Pakhotin, Y; Perloff, A; Roe, J; Rose, A; Safonov, A; Suarez, I; Tatarinov, A; Akchurin, N; Cowden, C; Damgov, J; Dragoiu, C; Dudero, P R; Faulkner, J; Kovitanggoon, K; Kunori, S; Lee, S W; Libeiro, T; Volobouev, I; Appelt, E; Delannoy, A G; Greene, S; Gurrola, A; Johns, W; Maguire, C; Mao, Y; Melo, A; Sharma, M; Sheldon, P; Snook, B; Tuo, S; Velkovska, J; Arenton, M W; Boutle, S; Cox, B; Francis, B; Goodell, J; Hirosky, R; Ledovskoy, A; Li, H; Lin, C; Neu, C; Wood, J; Clarke, C; Harr, R; Karchin, P E; Kottachchi Kankanamge Don, C; Lamichhane, P; Sturdy, J; Belknap, D A; Carlsmith, D; Cepeda, M; Dasu, S; Dodd, L; Duric, S; Friis, E; Hall-Wilton, R; Herndon, M; Hervé, A; Klabbers, P; Lanaro, A; Lazaridis, C; Levine, A; Loveless, R; Mohapatra, A; Ojalvo, I; Perry, T; Pierro, G A; Polese, G; Ross, I; Sarangi, T; Savin, A; Smith, W H; Taylor, D; Verwilligen, P; Vuosalo, C; Woods, N

    2015-02-06

    A study of vector boson scattering in pp collisions at a center-of-mass energy of 8 TeV is presented. The data sample corresponds to an integrated luminosity of 19.4  fb(-1) collected with the CMS detector. Candidate events are selected with exactly two leptons of the same charge, two jets with large rapidity separation and high dijet mass, and moderate missing transverse energy. The signal region is expected to be dominated by electroweak same-sign W-boson pair production. The observation agrees with the standard model prediction. The observed significance is 2.0 standard deviations, where a significance of 3.1 standard deviations is expected based on the standard model. Cross section measurements for W(±)W(±) and WZ processes in the fiducial region are reported. Bounds on the structure of quartic vector-boson interactions are given in the framework of dimension-eight effective field theory operators, as well as limits on the production of doubly charged Higgs bosons.

  2. Prediction techniques for jet-induced effects in hover on STOVL aircraft

    NASA Technical Reports Server (NTRS)

    Wardwell, Douglas A.; Kuhn, Richard E.

    1991-01-01

    Prediction techniques for jet induced lift effects during hover are available, relatively easy to use, and produce adequate results for preliminary design work. Although deficiencies of the current method were found, it is still currently the best way to estimate jet induced lift effects short of using computational fluid dynamics. Its use is summarized. The new summarized method, represents the first step toward the use of surface pressure data in an empirical method, as opposed to just balance data in the current method, for calculating jet induced effects. Although the new method is currently limited to flat plate configurations having two circular jets of equal thrust, it has the potential of more accurately predicting jet induced effects including a means for estimating the pitching moment in hover. As this method was developed from a very limited amount of data, broader applications of the method require the inclusion of new data on additional configurations. However, within this small data base, the new method does a better job in predicting jet induced effects in hover than the current method.

  3. Fluidic Chevrons for Jet Noise Reduction

    NASA Technical Reports Server (NTRS)

    Kinzie, Kevin; Henderson, Brenda; Whitmire, Julia

    2004-01-01

    Chevron mixing devices are used to reduce noise from commercial separate-flow turbofan engines. Mechanical chevron serrations at the nozzle trailing edge generate axial vorticity that enhances jet plume mixing and consequently reduces far-field noise. Fluidic chevrons generated with air injected near the nozzle trailing edge create a vorticity field similar to that of the mechanical chevrons and allow more flexibility in controlling acoustic and thrust performance than a passive mechanical design. In addition, the design of such a system has the future potential for actively controlling jet noise by pulsing or otherwise optimally distributing the injected air. Scale model jet noise experiments have been performed in the NASA Langley Low Speed Aeroacoustic Wind Tunnel to investigate the fluidic chevron concept. Acoustic data from different fluidic chevron designs are shown. Varying degrees of noise reduction are achieved depending on the injection pattern and injection flow conditions. CFD results were used to select design concepts that displayed axial vorticity growth similar to that associated with mechanical chevrons and qualitatively describe the air injection flow and the impact on acoustic performance.

  4. A Hydrogen Peroxide Hot-Jet Simulator for Wind-Tunnel Tests of Turbojet-Exit Models

    NASA Technical Reports Server (NTRS)

    Runckel, Jack F.; Swihart, John M.

    1959-01-01

    A turbojet-engine-exhaust simulator which utilizes a hydrogen peroxide gas generator has been developed for powered-model testing in wind tunnels with air exchange. Catalytic decomposition of concentrated hydrogen peroxide provides a convenient and easily controlled method of providing a hot jet with characteristics that correspond closely to the jet of a gas turbine engine. The problems associated with simulation of jet exhausts in a transonic wind tunnel which led to the selection of a liquid monopropellant are discussed. The operation of the jet simulator consisting of a thrust balance, gas generator, exit nozzle, and auxiliary control system is described. Static-test data obtained with convergent nozzles are presented and shown to be in good agreement with ideal calculated values.

  5. Static internal performance of a single-engine onaxisymmetric-nozzle vaned-thrust-reverser design with thrust modulation capabilities

    NASA Technical Reports Server (NTRS)

    Leavitt, L. D.; Burley, J. R., II

    1985-01-01

    An investigation has been conducted at wind-off conditions in the stati-test facility of the Langley 16-Foot Transonic Tunnel. The tests were conducted on a single-engine reverser configuration with partial and full reverse-thrust modulation capabilities. The reverser design had four ports with equal areas. These ports were angled outboard 30 deg from the vertical impart of a splay angle to the reverse exhaust flow. This splaying of reverser flow was intended to prevent impingement of exhaust flow on empennage surfaces and to help avoid inlet reingestion of exhaust gas when the reverser is integrated into an actual airplane configuration. External vane boxes were located directly over each of the four ports to provide variation of reverser efflux angle from 140 deg to 26 deg (measured forward from the horizontal reference axis). The reverser model was tested with both a butterfly-type inner door and an internal slider door to provide area control for each individual port. In addition, main nozzle throat area and vector angle were varied to examine various methods of modulating thrust levels. Other model variables included vane box configuration (four or six vanes per box), orientation of external vane boxes with respect to internal port walls (splay angle shims), and vane box sideplates. Nozzle pressure ratio was varied from 2.0 approximately 7.0.

  6. Maximum thrust mode evaluation

    NASA Technical Reports Server (NTRS)

    Orme, John S.; Nobbs, Steven G.

    1995-01-01

    Measured reductions in acceleration times which resulted from the application of the F-15 performance seeking control (PSC) maximum thrust mode during the dual-engine test phase is presented as a function of power setting and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and maximum afterburning power settings. The time savings for the supersonic acceleration is less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Recall that even though the engine is at maximum afterburner, PSC does not trim the afterburner for the maximum thrust mode. Subsonically at military power, time to accelerate from Mach 0.6 to 0.95 was cut by between 6 and 8 percent with a single engine application of PSC, and over 14 percent when both engines were optimized. At maximum afterburner, the level of thrust increases were similar in magnitude to the military power results, but because of higher thrust levels at maximum afterburner and higher aircraft drag at supersonic Mach numbers the percentage thrust increase and time to accelerate was less than for the supersonic accelerations. Savings in time to accelerate supersonically at maximum afterburner ranged from 4 to 7 percent. In general, the maximum thrust mode has performed well, demonstrating significant thrust increases at military and maximum afterburner power. Increases of up to 15 percent at typical combat-type flight conditions were identified. Thrust increases of this magnitude could be useful in a combat situation.

  7. The noise and flow characteristics of inverted-profile coannular jets

    NASA Technical Reports Server (NTRS)

    Tanna, H. K.; Tester, B. J.; Lau, J. C.

    1979-01-01

    A basic understanding of the noise reduction mechanisms in shock-free inverted-velocity-profile coannular jets was studied. Acoustic measurements are first conducted in an anechoic facility to isolate the effects of inverted velocity and inverted temperature for coannular jets having constant total thrust, mass flow rate and exit area. To obtain physical explanations of the measured noise changes, several types of experiments are conducted. These include (1) source location experiments using the polar correlation technique, (2) mean flow surveys using a combination pressure/temperature probe, and (3) detailed mean flow and turbulence measurements using a two-point four-channel laser velocimeter. The results from these experiments are presented and discussed in detail. Finally, the measured variations of coannular jet mixing noise with fan-to-primary velocity ratio and static temperature ratio are interpreted by utilizing the results from the various experimental phases in conjunction with the existing Lockheed single jet noise prediction model.

  8. Tailless Vectored Fighters Theory. Laboratory and Flight Tests, Including Vectorable Inlets/Nozzles and Tailless Flying Models vs. Pilot’s Tolerances Affecting Maximum Post-Stall Vectoring Agility.

    DTIC Science & Technology

    1991-07-01

    nose bodyj Top view of velocity probe PropllerRotating shaft ’V Generator Aerodynamic shape like a small elevator RPV’s attitude Irrespctiveduring...28 Part It: Maximizing Thrust-Vectoring Control Power and Agility Metrics ............ 29 Laboratory & Flight...8217Ideal Standards’ - Ba- ror maximizing PST-TV-aglilty/rIlght-control power , iI - Extracting new TV-potentials to further reduce any righter’s optical

  9. Measuring axial pump thrust

    DOEpatents

    Suchoza, Bernard P.; Becse, Imre

    1988-01-01

    An apparatus for measuring the hydraulic axial thrust of a pump under operation conditions is disclosed. The axial thrust is determined by forcing the rotating impeller off of an associated thrust bearing by use of an elongate rod extending coaxially with the pump shaft. The elongate rod contacts an impeller retainer bolt where a bearing is provided. Suitable measuring devices measure when the rod moves to force the impeller off of the associated thrust bearing and the axial force exerted on the rod at that time. The elongate rod is preferably provided in a housing with a heat dissipation mechanism whereby the hot fluid does not affect the measuring devices.

  10. Ion thrusting system

    NASA Technical Reports Server (NTRS)

    Hartley, Frank T. (Inventor)

    2007-01-01

    An ion thrusting system is disclosed comprising an ionization membrane having at least one area through which a gas is passed, and which ionizes the gas molecules passing therethrough to form ions and electrons, and an accelerator element which accelerates the ions to form thrust. In some variations, a potential is applied to the ionization membrane may be reversed to thrust ions in an opposite direction. The ionization membrane may also include an opening with electrodes that are located closer than a mean free path of the gas being ionized. Methods of manufacture and use are also provided.

  11. Three-Jet Production in Electron-Positron Collisions at Next-to-Next-to-Leading Order Accuracy

    NASA Astrophysics Data System (ADS)

    Del Duca, Vittorio; Duhr, Claude; Kardos, Adam; Somogyi, Gábor; Trócsányi, Zoltán

    2016-10-01

    We introduce a completely local subtraction method for fully differential predictions at next-to-next-to-leading order (NNLO) accuracy for jet cross sections and use it to compute event shapes in three-jet production in electron-positron collisions. We validate our method on two event shapes, thrust and C parameter, which are already known in the literature at NNLO accuracy and compute for the first time oblateness and the energy-energy correlation at the same accuracy.

  12. Three-Jet Production in Electron-Positron Collisions at Next-to-Next-to-Leading Order Accuracy.

    PubMed

    Del Duca, Vittorio; Duhr, Claude; Kardos, Adam; Somogyi, Gábor; Trócsányi, Zoltán

    2016-10-07

    We introduce a completely local subtraction method for fully differential predictions at next-to-next-to-leading order (NNLO) accuracy for jet cross sections and use it to compute event shapes in three-jet production in electron-positron collisions. We validate our method on two event shapes, thrust and C parameter, which are already known in the literature at NNLO accuracy and compute for the first time oblateness and the energy-energy correlation at the same accuracy.

  13. Improved gas thrust bearings

    NASA Technical Reports Server (NTRS)

    Anderson, W. J.; Etsion, I.

    1979-01-01

    Two variations of gas-lubricated thrust bearings extend substantially load-carrying range over existing gas bearings. Dual-Action Gas Thrust Bearing's load-carrying capacity is more than ninety percent greater than that of single-action bearing over range of compressibility numbers. Advantages of Cantilever-mounted Thrust Bearing are greater tolerance to dirt ingestion, good initial lift-off characteristics, and operational capability over wide temperature range.

  14. A method for predicting the noise levels of coannular jets with inverted velocity profiles

    NASA Technical Reports Server (NTRS)

    Russell, J. W.

    1979-01-01

    A coannular jet was equated with a single stream equivalent jet with the same mass flow, energy, and thrust. The acoustic characteristics of the coannular jet were then related to the acoustic characteristics of the single jet. Forward flight effects were included by incorporating a forward exponent, a Doppler amplification factor, and a Strouhal frequency shift. Model test data, including 48 static cases and 22 wind tunnel cases, were used to evaluate the prediction method. For the static cases and the low forward velocity wind tunnel cases, the spectral mean square pressure correlation coefficients were generally greater than 90 percent, and the spectral sound pressure level standard deviation were generally less than 3 decibels. The correlation coefficient and the standard deviation were not affected by changes in equivalent jet velocity. Limitations of the prediction method are also presented.

  15. A computer model for liquid jet atomization in rocket thrust chambers

    NASA Astrophysics Data System (ADS)

    Giridharan, M. G.; Lee, J. G.; Krishnan, A.; Yang, H. Q.; Ibrahim, E.; Chuech, S.; Przekwas, A. J.

    1991-12-01

    The process of atomization has been used as an efficient means of burning liquid fuels in rocket engines, gas turbine engines, internal combustion engines, and industrial furnaces. Despite its widespread application, this complex hydrodynamic phenomenon has not been well understood, and predictive models for this process are still in their infancy. The difficulty in simulating the atomization process arises from the relatively large number of parameters that influence it, including the details of the injector geometry, liquid and gas turbulence, and the operating conditions. In this study, numerical models are developed from first principles, to quantify factors influencing atomization. For example, the surface wave dynamics theory is used for modeling the primary atomization and the droplet energy conservation principle is applied for modeling the secondary atomization. The use of empirical correlations has been minimized by shifting the analyses to fundamental levels. During applications of these models, parametric studies are performed to understand and correlate the influence of relevant parameters on the atomization process. The predictions of these models are compared with existing experimental data. The main tasks of this study were the following: development of a primary atomization model; development of a secondary atomization model; development of a model for impinging jets; development of a model for swirling jets; and coupling of the primary atomization model with a CFD code.

  16. The Zagros hinterland fold-and-thrust belt in-sequence thrusting, Iran

    NASA Astrophysics Data System (ADS)

    Sarkarinejad, Khalil; Ghanbarian, Mohammad Ali

    2014-05-01

    The collision of the Iranian microcontinent with the Afro-Arabian continent resulted in the deformation of the Zagros orogenic belt. The foreland of this belt in the Persian Gulf and Arabian platform has been investigated for its petroleum and gas resource potentials, but the Zagros hinterland is poorly investigated and our knowledge about its deformation is much less than other parts of this orogen. Therefore, this work presents a new geological map, stratigraphic column and two detailed geological cross sections. This study indicates the presence of a hinterland fold-and-thrust belt on northeastern side of the Zagros orogenic core that consists of in-sequence thrusting and basement involvement in this important part of the Zagros hinterland. The in-sequence thrusting resulted in first- and second-order duplex systems, Mode I fault-bend folding, fault-propagation folding and asymmetric detachment folding which indicate close relationships between folding and thrusting. Study of fault-bend folds shows that layer-parallel simple shear has the same role in the southeastern and northwestern parts of the study area (αe = 23.4 ± 9.1°). A major lateral ramp in the basement beneath the Talaee plain with about one kilometer of vertical offset formed parallel to the SW movement direction and perpendicular to the major folding and thrusting.

  17. Measuring axial pump thrust

    DOEpatents

    Suchoza, B.P.; Becse, I.

    1988-11-08

    An apparatus for measuring the hydraulic axial thrust of a pump under operation conditions is disclosed. The axial thrust is determined by forcing the rotating impeller off of an associated thrust bearing by use of an elongate rod extending coaxially with the pump shaft. The elongate rod contacts an impeller retainer bolt where a bearing is provided. Suitable measuring devices measure when the rod moves to force the impeller off of the associated thrust bearing and the axial force exerted on the rod at that time. The elongate rod is preferably provided in a housing with a heat dissipation mechanism whereby the hot fluid does not affect the measuring devices. 1 fig.

  18. An Optimal Orthogonal Decomposition Method for Kalman Filter-Based Turbofan Engine Thrust Estimation

    NASA Technical Reports Server (NTRS)

    Litt, Jonathan S.

    2007-01-01

    A new linear point design technique is presented for the determination of tuning parameters that enable the optimal estimation of unmeasured engine outputs, such as thrust. The engine s performance is affected by its level of degradation, generally described in terms of unmeasurable health parameters related to each major engine component. Accurate thrust reconstruction depends on knowledge of these health parameters, but there are usually too few sensors to be able to estimate their values. In this new technique, a set of tuning parameters is determined that accounts for degradation by representing the overall effect of the larger set of health parameters as closely as possible in a least-squares sense. The technique takes advantage of the properties of the singular value decomposition of a matrix to generate a tuning parameter vector of low enough dimension that it can be estimated by a Kalman filter. A concise design procedure to generate a tuning vector that specifically takes into account the variables of interest is presented. An example demonstrates the tuning parameters ability to facilitate matching of both measured and unmeasured engine outputs, as well as state variables. Additional properties of the formulation are shown to lend themselves well to diagnostics.

  19. An Optimal Orthogonal Decomposition Method for Kalman Filter-Based Turbofan Engine Thrust Estimation

    NASA Technical Reports Server (NTRS)

    Litt, Jonathan S.

    2005-01-01

    A new linear point design technique is presented for the determination of tuning parameters that enable the optimal estimation of unmeasured engine outputs such as thrust. The engine s performance is affected by its level of degradation, generally described in terms of unmeasurable health parameters related to each major engine component. Accurate thrust reconstruction depends upon knowledge of these health parameters, but there are usually too few sensors to be able to estimate their values. In this new technique, a set of tuning parameters is determined which accounts for degradation by representing the overall effect of the larger set of health parameters as closely as possible in a least squares sense. The technique takes advantage of the properties of the singular value decomposition of a matrix to generate a tuning parameter vector of low enough dimension that it can be estimated by a Kalman filter. A concise design procedure to generate a tuning vector that specifically takes into account the variables of interest is presented. An example demonstrates the tuning parameters ability to facilitate matching of both measured and unmeasured engine outputs, as well as state variables. Additional properties of the formulation are shown to lend themselves well to diagnostics.

  20. Geometrical and Kinematic Parameters of the Jet of the Blazar S5 0716+71 in a Helical-Jet Model

    NASA Astrophysics Data System (ADS)

    Butuzova, M. S.

    2018-02-01

    Periodic variations of the position angle of the inner jet of the blazar S5 0716+71 suggest a helical structure for the jet. The geometrical parameters of a model helical jet are determined. It is shown that, when the trajectories of the jet components are non-ballistic, the angle between their velocity vectors and the line of sight lies in a broader interval than is the case for ballistic motions of the components, in agreement with available estimates. The contradictory results for the apparent speeds of components in the inner and outer jet at epochs 2004 and 2008-2010 can be explained in such a model. The ratio of the apparent speeds in the inner and outer jet are used to derive a lower limit for the physical speed of the components ( β > 0.999) and to determine the pitch angle of the helical jet ( p = 5.5°). The derived parameters can give rise to the conditions required to observe high speeds (right to 37 c) for individual jet components.

  1. Limited variance control in statistical low thrust guidance analysis. [stochastic algorithm for SEP comet Encke flyby mission

    NASA Technical Reports Server (NTRS)

    Jacobson, R. A.

    1975-01-01

    Difficulties arise in guiding a solar electric propulsion spacecraft due to nongravitational accelerations caused by random fluctuations in the magnitude and direction of the thrust vector. These difficulties may be handled by using a low thrust guidance law based on the linear-quadratic-Gaussian problem of stochastic control theory with a minimum terminal miss performance criterion. Explicit constraints are imposed on the variances of the control parameters, and an algorithm based on the Hilbert space extension of a parameter optimization method is presented for calculation of gains in the guidance law. The terminal navigation of a 1980 flyby mission to the comet Encke is used as an example.

  2. Jet Noise Reduction by Microjets - A Parametric Study

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.

    2010-01-01

    The effect of injecting tiny secondary jets (microjets ) on the radiated noise from a subsonic primary jet is studied experimentally. The microjets are injected on to the primary jet near the nozzle exit with variable port geometry, working fluid and driving pressure. A clear noise reduction is observed that improves with increasing jet pressure. It is found that smaller diameter ports with higher driving pressure, but involving less thrust and mass fraction, can produce better noise reduction. A collection of data from the present as well as past experiments is examined in an attempt to correlate the noise reduction with the operating parameters. The results indicate that turbulent mixing noise reduction, as monitored by OASPL at a shallow angle, correlates with the ratio of jet to primary jet driving pressures normalized by the ratio of corresponding diameters (p d /pjD). With gaseous injection, the spectral amplitudes decrease at lower frequencies while an increase is noted at higher frequencies. It is apparent that this amplitude crossover is at least partly due to shock-associated noise from the underexpanded jets themselves. Such crossover is not seen with water injection since the flow in that case is incompressible and there is no shock-associated noise. Centerline velocity data show that larger noise reduction is accompanied by faster jet decay as well as significant reduction in turbulence intensities. While a physical understanding of the dependence of noise reduction on p d /pjD remains unclear, given this correlation, an analysis explains the observed dependence of the effect on various other parameters.

  3. Recommended Practices in Thrust Measurements

    NASA Technical Reports Server (NTRS)

    Polk, James E.; Pancotti, Anthony; Haag, Thomas; King, Scott; Walker, Mitchell; Blakely, Joseph; Ziemer, John

    2013-01-01

    Accurate, direct measurement of thrust or impulse is one of the most critical elements of electric thruster characterization, and one of the most difficult measurements to make. The American Institute of Aeronautics and Astronautics has started an initiative to develop standards for many important measurement processes in electric propulsion, including thrust measurements. This paper summarizes recommended practices for the design, calibration, and operation of pendulum thrust stands, which are widely recognized as the best approach for measuring micro N- to mN-level thrust and micro Ns-level impulse bits. The fundamentals of pendulum thrust stand operation are reviewed, along with its implementation in hanging pendulum, inverted pendulum, and torsional balance configurations. Methods of calibration and recommendations for calibration processes are presented. Sources of error are identified and methods for data processing and uncertainty analysis are discussed. This review is intended to be the first step toward a recommended practices document to help the community produce high quality thrust measurements.

  4. Low thrust vehicle concept study

    NASA Technical Reports Server (NTRS)

    1980-01-01

    Low thrust chemical (hydrogen-oxygen) propulsion systems configured specifically for low acceleration orbit transfer of large space systems were defined. Results indicate that it is cost effective and least risk to combine the OTV and stowed spacecraft in a single 65 K Shuttle. The study shows that the engine for an optimized low thrust stage (1) does not require very low thrust; (2) 1-3 K thrust range appears optimum; (3) thrust transient is not a concern; (4) throttling probably not worthwhile; and (5) multiple thrusters complicate OTV/LSS design and aggravate LSS loads. Regarding the optimum vehicle for low acceleration missions, the single shuttle launch (LSS and expendable OTV) is most cost effective and least risky. Multiple shuttles increase diameter 20%. The space based radar structure short OTV (which maximizes space available for packaged LSS) favors use of torus tank. Propellant tank pressures/vapor residuals are little affected by engine thrust level or number of burns.

  5. Thrust Removal Scheme for the FAST-MAC Circulation Control Model Tested in the National Transonic Facility

    NASA Technical Reports Server (NTRS)

    Chan, David T.; Milholen, William E., II; Jones, Gregory S.; Goodliff, Scott L.

    2014-01-01

    A second wind tunnel test of the FAST-MAC circulation control semi-span model was recently completed in the National Transonic Facility at the NASA Langley Research Center. The model allowed independent control of four circulation control plenums producing a high momentum jet from a blowing slot near the wing trailing edge that was directed over a 15% chord simple-hinged flap. The model was configured for transonic testing of the cruise configuration with 0deg flap deflection to determine the potential for drag reduction with the circulation control blowing. Encouraging results from analysis of wing surface pressures suggested that the circulation control blowing was effective in reducing the transonic drag on the configuration, however this could not be quantified until the thrust generated by the blowing slot was correctly removed from the force and moment balance data. This paper will present the thrust removal methodology used for the FAST-MAC circulation control model and describe the experimental measurements and techniques used to develop the methodology. A discussion on the impact to the force and moment data as a result of removing the thrust from the blowing slot will also be presented for the cruise configuration, where at some Mach and Reynolds number conditions, the thrust-removed corrected data showed that a drag reduction was realized as a consequence of the blowing.

  6. Thrust modeling for hypersonic engines

    NASA Technical Reports Server (NTRS)

    Riggins, D. W.; Mcclinton, C. R.

    1995-01-01

    Expressions for the thrust losses of a scramjet engine are developed in terms of irreversible entropy increases and the degree of incomplete combustion. A method is developed which allows the calculation of the lost vehicle thrust due to different loss mechanisms within a given flow-field. This analysis demonstrates clearly the trade-off between mixing enhancement and resultant increased flow losses in scramjet combustors. An engine effectiveness parameter is defined in terms of thrust loss. Exergy and the thrust-potential method are related and compared.

  7. Aerodynamic Interactions of Propulsive Deceleration and Reaction Control System Jets on Mars-Entry Aeroshells

    NASA Astrophysics Data System (ADS)

    Alkandry, Hicham

    Future missions to Mars, including sample-return and human-exploration missions, may require alternative entry, descent, and landing technologies in order to perform pinpoint landing of heavy vehicles. Two such alternatives are propulsive deceleration (PD) and reaction control systems (RCS). PD can slow the vehicle during Mars atmospheric descent by directing thrusters into the incoming freestream. RCS can provide vehicle control and steering by inducing moments using thrusters on the hack of the entry capsule. The use of these PD and RCS jets, however, involves complex flow interactions that are still not well understood. The fluid interactions induced by PD and RCS jets for Mars-entry vehicles in hypersonic freestream conditions are investigated using computational fluid dynamics (CFD). The effects of central and peripheral PD configurations using both sonic and supersonic jets at various thrust conditions are examined in this dissertation. The RCS jet is directed either parallel or transverse to the freestream flow at different thrust conditions in order to examine the effects of the thruster orientation with respect to the center of gravity of the aeroshell. The physical accuracy of the computational method is also assessed by comparing the numerical results with available experimental data. The central PD configuration decreases the drag force acting on the entry capsule due to a shielding effect that prevents mass and momentum in the hypersonic freestream from reaching the aeroshell. The peripheral PD configuration also decreases the drag force by obstructing the flow around the aeroshell and creating low surface pressure regions downstream of the PD nozzles. The Mach number of the PD jets, however, does not have a significant effect on the induced fluid interactions. The reaction control system also alters the flowfield, surface, and aerodynamic properties of the aeroshell, while the jet orientation can have a significant effect on the control effectiveness

  8. Pollution reduction technology program for small jet aircraft engines: Class T1

    NASA Technical Reports Server (NTRS)

    Bruce, T. W.; Davis, F. G.; Mongia, H. C.

    1977-01-01

    Small jet aircraft engines (EPA class T1, turbojet and turbofan engines of less than 35.6 kN thrust) were evaluated with the objective of attaining emissions reduction consistent with performance constraints. Configurations employing the technological advances were screened and developed through full scale rig testing. The most promising approaches in full-scale engine testing were evaluated.

  9. Closed-Loop Simulation Study of the Ares I Upper Stage Thrust Vector Control Subsystem for Nominal and Failure Scenarios

    NASA Technical Reports Server (NTRS)

    Chicatelli, Amy; Fulton, Chris; Connolly, Joe; Hunker, Keith

    2010-01-01

    As a replacement to the current Shuttle, the Ares I rocket and Orion crew module are currently under development by the National Aeronautics and Space Administration (NASA). This new launch vehicle is segmented into major elements, one of which is the Upper Stage (US). The US is further broken down into subsystems, one of which is the Thrust Vector Control (TVC) subsystem which gimbals the US rocket nozzle. Nominal and off-nominal simulations for the US TVC subsystem are needed in order to support the development of software used for control systems and diagnostics. In addition, a clear and complete understanding of the effect of off-nominal conditions on the vehicle flight dynamics is desired. To achieve these goals, a simulation of the US TVC subsystem combined with the Ares I vehicle as developed. This closed-loop dynamic model was created using Matlab s Simulink and a modified version of a vehicle simulation, MAVERIC, which is currently used in the Ares I project and was developed by the Marshall Space Flight Center (MSFC). For this report, the effects on the flight trajectory of the Ares I vehicle are investigated after failures are injected into the US TVC subsystem. The comparisons of the off-nominal conditions observed in the US TVC subsystem with those of the Ares I vehicle flight dynamics are of particular interest.

  10. Study of vector boson scattering and search for new physics in events with two same-sign leptons and two jets

    DOE PAGES

    Khachatryan, Vardan

    2015-02-02

    Our study of vector boson scattering in pp collisions at a center-of-mass energy of 8 TeV is presented. The data sample corresponds to an integrated luminosity of 19.4 fb -1 collected with the CMS detector. Candidate events are selected with exactly two leptons of the same charge, two jets with large rapidity separation and high dijet mass, and moderate missing transverse energy. The signal region is expected to be dominated by electroweak same-sign W-boson pair production. The observation agrees with the standard model prediction. Furthermore, the observed significance is 2.0 standard deviations, where a significance of 3.1 standard deviations ismore » expected based on the standard model. Cross section measurements for W ±W ± and WZ processes in the fiducial region are reported. Bounds on the structure of quartic vector-boson interactions are given in the framework of dimension-eight effective field theory operators, as well as limits on the production of doubly charged Higgs bosons.« less

  11. Thrust distribution for attitude control in a variable thrust propulsion system with four ACS nozzles

    NASA Astrophysics Data System (ADS)

    Lim, Yeerang; Lee, Wonsuk; Bang, Hyochoong; Lee, Hosung

    2017-04-01

    A thrust distribution approach is proposed in this paper for a variable thrust solid propulsion system with an attitude control system (ACS) that uses a reduced number of nozzles for a three-axis attitude maneuver. Although a conventional variable thrust solid propulsion system needs six ACS nozzles, this paper proposes a thrust system with four ACS nozzles to reduce the complexity and mass of the system. The performance of the new system was analyzed with numerical simulations, and the results show that the performance of the system with four ACS nozzles was similar to the original system while the mass of the whole system was simultaneously reduced. Moreover, a feasibility analysis was performed to determine whether a thrust system with three ACS nozzles is possible.

  12. Search for vector-like T quarks decaying to top quarks and Higgs bosons in the all-hadronic channel using jet substructure

    DOE PAGES

    Khachatryan, Vardan

    2015-06-12

    We performed a search for a vector-like heavy T quark that is produced in pairs and that decays to a top quark and a Higgs boson. The data analysed correspond to an integrated luminosity of 19.7 fb -1collected with the CMS detector in proton-proton collisions at √s=8 TeV. For T quarks with large mass values the top quarks and Higgs bosons can have significant Lorentz boosts, so that their individual decay products often overlap and merge. Methods are applied to resolve the substructure of such merged jets. We also derived upper limits on the production cross section of a Tmore » quark with mass between 500 and 1000 GeV/c 2. If the T quark decays exclusively to tH, the observed (expected) lower limit on the mass of the T quark is 745 (773) GeV/c 2 at 95% confidence level. For the first time an algorithm is used for tagging boosted Higgs bosons that is based on a combination of jet substructure information and b tagging.« less

  13. Search for vector-like T quarks decaying to top quarks and Higgs bosons in the all-hadronic channel using jet substructure

    NASA Astrophysics Data System (ADS)

    Khachatryan, V.; Sirunyan, A. M.; Tumasyan, A.; Adam, W.; Bergauer, T.; Dragicevic, M.; Erö, J.; Friedl, M.; Frühwirth, R.; Ghete, V. M.; Hartl, C.; Hörmann, N.; Hrubec, J.; Jeitler, M.; Kiesenhofer, W.; Knünz, V.; Krammer, M.; Krätschmer, I.; Liko, D.; Mikulec, I.; Rabady, D.; Rahbaran, B.; Rohringer, H.; Schöfbeck, R.; Strauss, J.; Treberer-Treberspurg, W.; Waltenberger, W.; Wulz, C.-E.; Mossolov, V.; Shumeiko, N.; Suarez Gonzalez, J.; Alderweireldt, S.; Bansal, S.; Cornelis, T.; De Wolf, E. A.; Janssen, X.; Knutsson, A.; Lauwers, J.; Luyckx, S.; Ochesanu, S.; Rougny, R.; Van De Klundert, M.; Van Haevermaet, H.; Van Mechelen, P.; Van Remortel, N.; Van Spilbeeck, A.; Blekman, F.; Blyweert, S.; D'Hondt, J.; Daci, N.; Heracleous, N.; Keaveney, J.; Lowette, S.; Maes, M.; Olbrechts, A.; Python, Q.; Strom, D.; Tavernier, S.; Van Doninck, W.; Van Mulders, P.; Van Onsem, G. P.; Villella, I.; Caillol, C.; Clerbaux, B.; De Lentdecker, G.; Dobur, D.; Favart, L.; Gay, A. P. R.; Grebenyuk, A.; Léonard, A.; Mohammadi, A.; Perniè, L.; Randle-conde, A.; Reis, T.; Seva, T.; Thomas, L.; Vander Velde, C.; Vanlaer, P.; Wang, J.; Zenoni, F.; Adler, V.; Beernaert, K.; Benucci, L.; Cimmino, A.; Costantini, S.; Crucy, S.; Dildick, S.; Fagot, A.; Garcia, G.; Mccartin, J.; Ocampo Rios, A. A.; Poyraz, D.; Ryckbosch, D.; Salva Diblen, S.; Sigamani, M.; Strobbe, N.; Thyssen, F.; Tytgat, M.; Yazgan, E.; Zaganidis, N.; Basegmez, S.; Beluffi, C.; Bruno, G.; Castello, R.; Caudron, A.; Ceard, L.; Da Silveira, G. G.; Delaere, C.; du Pree, T.; Favart, D.; Forthomme, L.; Giammanco, A.; Hollar, J.; Jafari, A.; Jez, P.; Komm, M.; Lemaitre, V.; Nuttens, C.; Perrini, L.; Pin, A.; Piotrzkowski, K.; Popov, A.; Quertenmont, L.; Selvaggi, M.; Vidal Marono, M.; Vizan Garcia, J. M.; Beliy, N.; Caebergs, T.; Daubie, E.; Hammad, G. H.; Aldá Júnior, W. L.; Alves, G. A.; Brito, L.; Correa Martins Junior, M.; Dos Reis Martins, T.; Molina, J.; Mora Herrera, C.; Pol, M. E.; Rebello Teles, P.; Carvalho, W.; Chinellato, J.; Custódio, A.; Da Costa, E. M.; De Jesus Damiao, D.; De Oliveira Martins, C.; Fonseca De Souza, S.; Malbouisson, H.; Matos Figueiredo, D.; Mundim, L.; Nogima, H.; Prado Da Silva, W. L.; Santaolalla, J.; Santoro, A.; Sznajder, A.; Tonelli Manganote, E. J.; Vilela Pereira, A.; Bernardes, C. A.; Dogra, S.; Fernandez Perez Tomei, T. R.; Gregores, E. M.; Mercadante, P. G.; Novaes, S. F.; Padula, Sandra S.; Aleksandrov, A.; Genchev, V.; Hadjiiska, R.; Iaydjiev, P.; Marinov, A.; Piperov, S.; Rodozov, M.; Stoykova, S.; Sultanov, G.; Vutova, M.; Dimitrov, A.; Glushkov, I.; Litov, L.; Pavlov, B.; Petkov, P.; Bian, J. G.; Chen, G. M.; Chen, H. S.; Chen, M.; Cheng, T.; Du, R.; Jiang, C. H.; Plestina, R.; Romeo, F.; Tao, J.; Wang, Z.; Asawatangtrakuldee, C.; Ban, Y.; Liu, S.; Mao, Y.; Qian, S. J.; Wang, D.; Xu, Z.; Zhang, L.; Zou, W.; Avila, C.; Cabrera, A.; Chaparro Sierra, L. F.; Florez, C.; Gomez, J. P.; Gomez Moreno, B.; Sanabria, J. C.; Godinovic, N.; Lelas, D.; Polic, D.; Puljak, I.; Antunovic, Z.; Kovac, M.; Brigljevic, V.; Kadija, K.; Luetic, J.; Mekterovic, D.; Sudic, L.; Attikis, A.; Mavromanolakis, G.; Mousa, J.; Nicolaou, C.; Ptochos, F.; Razis, P. A.; Rykaczewski, H.; Bodlak, M.; Finger, M.; Finger, M.; Assran, Y.; Ellithi Kamel, A.; Mahmoud, M. A.; Radi, A.; Kadastik, M.; Murumaa, M.; Raidal, M.; Tiko, A.; Eerola, P.; Voutilainen, M.; Härkönen, J.; Karimäki, V.; Kinnunen, R.; Kortelainen, M. J.; Lampén, T.; Lassila-Perini, K.; Lehti, S.; Lindén, T.; Luukka, P.; Mäenpää, T.; Peltola, T.; Tuominen, E.; Tuominiemi, J.; Tuovinen, E.; Wendland, L.; Talvitie, J.; Tuuva, T.; Besancon, M.; Couderc, F.; Dejardin, M.; Denegri, D.; Fabbro, B.; Faure, J. L.; Favaro, C.; Ferri, F.; Ganjour, S.; Givernaud, A.; Gras, P.; Hamel de Monchenault, G.; Jarry, P.; Locci, E.; Malcles, J.; Rander, J.; Rosowsky, A.; Titov, M.; Baffioni, S.; Beaudette, F.; Busson, P.; Chapon, E.; Charlot, C.; Dahms, T.; Dalchenko, M.; Dobrzynski, L.; Filipovic, N.; Florent, A.; Granier de Cassagnac, R.; Mastrolorenzo, L.; Miné, P.; Naranjo, I. N.; Nguyen, M.; Ochando, C.; Ortona, G.; Paganini, P.; Regnard, S.; Salerno, R.; Sauvan, J. B.; Sirois, Y.; Veelken, C.; Yilmaz, Y.; Zabi, A.; Agram, J.-L.; Andrea, J.; Aubin, A.; Bloch, D.; Brom, J.-M.; Chabert, E. C.; Collard, C.; Conte, E.; Fontaine, J.-C.; Gelé, D.; Goerlach, U.; Goetzmann, C.; Le Bihan, A.-C.; Skovpen, K.; Van Hove, P.; Gadrat, S.; Beauceron, S.; Beaupere, N.; Bernet, C.; Boudoul, G.; Bouvier, E.; Brochet, S.; Carrillo Montoya, C. A.; Chasserat, J.; Chierici, R.; Contardo, D.; Courbon, B.; Depasse, P.; El Mamouni, H.; Fan, J.; Fay, J.; Gascon, S.; Gouzevitch, M.; Ille, B.; Kurca, T.; Lethuillier, M.; Mirabito, L.; Pequegnot, A. L.; Perries, S.; Ruiz Alvarez, J. D.; Sabes, D.; Sgandurra, L.; Sordini, V.; Vander Donckt, M.; Verdier, P.; Viret, S.; Xiao, H.; Tsamalaidze, Z.; Autermann, C.; Beranek, S.; Bontenackels, M.; Edelhoff, M.; Feld, L.; Heister, A.; Klein, K.; Lipinski, M.; Ostapchuk, A.; Preuten, M.; Raupach, F.; Sammet, J.; Schael, S.; Schulte, J. F.; Weber, H.; Wittmer, B.; Zhukov, V.; Ata, M.; Brodski, M.; Dietz-Laursonn, E.; Duchardt, D.; Erdmann, M.; Fischer, R.; Güth, A.; Hebbeker, T.; Heidemann, C.; Hoepfner, K.; Klingebiel, D.; Knutzen, S.; Kreuzer, P.; Merschmeyer, M.; Meyer, A.; Millet, P.; Olschewski, M.; Padeken, K.; Papacz, P.; Reithler, H.; Schmitz, S. 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A.; Khurshid, T.; Shoaib, M.; Bialkowska, H.; Bluj, M.; Boimska, B.; Frueboes, T.; Górski, M.; Kazana, M.; Nawrocki, K.; Romanowska-Rybinska, K.; Szleper, M.; Zalewski, P.; Brona, G.; Bunkowski, K.; Cwiok, M.; Dominik, W.; Doroba, K.; Kalinowski, A.; Konecki, M.; Krolikowski, J.; Misiura, M.; Olszewski, M.; Bargassa, P.; Beirão Da Cruz E Silva, C.; Faccioli, P.; Ferreira Parracho, P. 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V.; Vinogradov, A.; Belyaev, A.; Boos, E.; Bunichev, V.; Dubinin, M.; Dudko, L.; Ershov, A.; Gribushin, A.; Klyukhin, V.; Kodolova, O.; Lokhtin, I.; Obraztsov, S.; Savrin, V.; Snigirev, A.; Azhgirey, I.; Bayshev, I.; Bitioukov, S.; Kachanov, V.; Kalinin, A.; Konstantinov, D.; Krychkine, V.; Petrov, V.; Ryutin, R.; Sobol, A.; Tourtchanovitch, L.; Troshin, S.; Tyurin, N.; Uzunian, A.; Volkov, A.; Adzic, P.; Ekmedzic, M.; Milosevic, J.; Rekovic, V.; Alcaraz Maestre, J.; Battilana, C.; Calvo, E.; Cerrada, M.; Chamizo Llatas, M.; Colino, N.; De La Cruz, B.; Delgado Peris, A.; Domínguez Vázquez, D.; Escalante Del Valle, A.; Fernandez Bedoya, C.; Fernández Ramos, J. P.; Flix, J.; Fouz, M. C.; Garcia-Abia, P.; Gonzalez Lopez, O.; Goy Lopez, S.; Hernandez, J. M.; Josa, M. I.; Navarro De Martino, E.; Pérez-Calero Yzquierdo, A.; Puerta Pelayo, J.; Quintario Olmeda, A.; Redondo, I.; Romero, L.; Soares, M. S.; Albajar, C.; de Trocóniz, J. 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I.; Wardle, N.; Wöhri, H. K.; Wollny, H.; Zeuner, W. D.; Bertl, W.; Deiters, K.; Erdmann, W.; Horisberger, R.; Ingram, Q.; Kaestli, H. C.; Kotlinski, D.; Langenegger, U.; Renker, D.; Rohe, T.; Bachmair, F.; Bäni, L.; Bianchini, L.; Buchmann, M. A.; Casal, B.; Chanon, N.; Dissertori, G.; Dittmar, M.; Donegà, M.; Dünser, M.; Eller, P.; Grab, C.; Hits, D.; Hoss, J.; Lustermann, W.; Mangano, B.; Marini, A. C.; Marionneau, M.; Martinez Ruiz del Arbol, P.; Masciovecchio, M.; Meister, D.; Mohr, N.; Musella, P.; Nägeli, C.; Nessi-Tedaldi, F.; Pandolfi, F.; Pauss, F.; Perrozzi, L.; Peruzzi, M.; Quittnat, M.; Rebane, L.; Rossini, M.; Starodumov, A.; Takahashi, M.; Theofilatos, K.; Wallny, R.; Weber, H. A.; Amsler, C.; Canelli, M. F.; Chiochia, V.; De Cosa, A.; Hinzmann, A.; Hreus, T.; Kilminster, B.; Lange, C.; Ngadiuba, J.; Pinna, D.; Robmann, P.; Ronga, F. J.; Taroni, S.; Verzetti, M.; Yang, Y.; Cardaci, M.; Chen, K. H.; Ferro, C.; Kuo, C. M.; Lin, W.; Lu, Y. J.; Volpe, R.; Yu, S. S.; Chang, P.; Chang, Y. H.; Chao, Y.; Chen, K. F.; Chen, P. H.; Dietz, C.; Grundler, U.; Hou, W.-S.; Liu, Y. F.; Lu, R.-S.; Miñano Moya, M.; Petrakou, E.; Tzeng, Y. M.; Wilken, R.; Asavapibhop, B.; Singh, G.; Srimanobhas, N.; Suwonjandee, N.; Adiguzel, A.; Bakirci, M. N.; Cerci, S.; Dozen, C.; Dumanoglu, I.; Eskut, E.; Girgis, S.; Gokbulut, G.; Guler, Y.; Gurpinar, E.; Hos, I.; Kangal, E. E.; Kayis Topaksu, A.; Onengut, G.; Ozdemir, K.; Ozturk, S.; Polatoz, A.; Sunar Cerci, D.; Tali, B.; Topakli, H.; Vergili, M.; Zorbilmez, C.; Akin, I. V.; Bilin, B.; Bilmis, S.; Gamsizkan, H.; Isildak, B.; Karapinar, G.; Ocalan, K.; Sekmen, S.; Surat, U. E.; Yalvac, M.; Zeyrek, M.; Albayrak, E. A.; Gülmez, E.; Kaya, M.; Kaya, O.; Yetkin, T.; Cankocak, K.; Vardarlı, F. I.; Levchuk, L.; Sorokin, P.; Brooke, J. J.; Clement, E.; Cussans, D.; Flacher, H.; Goldstein, J.; Grimes, M.; Heath, G. P.; Heath, H. F.; Jacob, J.; Kreczko, L.; Lucas, C.; Meng, Z.; Newbold, D. 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T.; Erbacher, R.; Gardner, M.; Ko, W.; Lander, R.; Mulhearn, M.; Pellett, D.; Pilot, J.; Ricci-Tam, F.; Shalhout, S.; Smith, J.; Squires, M.; Stolp, D.; Tripathi, M.; Wilbur, S.; Yohay, R.; Cousins, R.; Everaerts, P.; Farrell, C.; Hauser, J.; Ignatenko, M.; Rakness, G.; Takasugi, E.; Valuev, V.; Weber, M.; Burt, K.; Clare, R.; Ellison, J.; Gary, J. W.; Hanson, G.; Heilman, J.; Ivova Rikova, M.; Jandir, P.; Kennedy, E.; Lacroix, F.; Long, O. R.; Luthra, A.; Malberti, M.; Olmedo Negrete, M.; Shrinivas, A.; Sumowidagdo, S.; Wimpenny, S.; Branson, J. G.; Cerati, G. B.; Cittolin, S.; D'Agnolo, R. T.; Holzner, A.; Kelley, R.; Klein, D.; Letts, J.; Macneill, I.; Olivito, D.; Padhi, S.; Palmer, C.; Pieri, M.; Sani, M.; Sharma, V.; Simon, S.; Tadel, M.; Tu, Y.; Vartak, A.; Welke, C.; Würthwein, F.; Yagil, A.; Zevi Della Porta, G.; Barge, D.; Bradmiller-Feld, J.; Campagnari, C.; Danielson, T.; Dishaw, A.; Dutta, V.; Flowers, K.; Franco Sevilla, M.; Geffert, P.; George, C.; Golf, F.; Gouskos, L.; Incandela, J.; Justus, C.; Mccoll, N.; Mullin, S. D.; Richman, J.; Stuart, D.; To, W.; West, C.; Yoo, J.; Apresyan, A.; Bornheim, A.; Bunn, J.; Chen, Y.; Duarte, J.; Mott, A.; Newman, H. B.; Pena, C.; Pierini, M.; Spiropulu, M.; Vlimant, J. R.; Wilkinson, R.; Xie, S.; Zhu, R. Y.; Azzolini, V.; Calamba, A.; Carlson, B.; Ferguson, T.; Iiyama, Y.; Paulini, M.; Russ, J.; Vogel, H.; Vorobiev, I.; Cumalat, J. P.; Ford, W. T.; Gaz, A.; Krohn, M.; Luiggi Lopez, E.; Nauenberg, U.; Smith, J. G.; Stenson, K.; Wagner, S. R.; Alexander, J.; Chatterjee, A.; Chaves, J.; Chu, J.; Dittmer, S.; Eggert, N.; Mirman, N.; Nicolas Kaufman, G.; Patterson, J. R.; Ryd, A.; Salvati, E.; Skinnari, L.; Sun, W.; Teo, W. D.; Thom, J.; Thompson, J.; Tucker, J.; Weng, Y.; Winstrom, L.; Wittich, P.; Winn, D.; Abdullin, S.; Albrow, M.; Anderson, J.; Apollinari, G.; Bauerdick, L. A. T.; Beretvas, A.; Berryhill, J.; Bhat, P. C.; Bolla, G.; Burkett, K.; Butler, J. N.; Cheung, H. W. K.; Chlebana, F.; Cihangir, S.; Elvira, V. D.; Fisk, I.; Freeman, J.; Gottschalk, E.; Gray, L.; Green, D.; Grünendahl, S.; Gutsche, O.; Hanlon, J.; Hare, D.; Harris, R. M.; Hirschauer, J.; Hooberman, B.; Jindariani, S.; Johnson, M.; Joshi, U.; Klima, B.; Kreis, B.; Kwan, S.; Linacre, J.; Lincoln, D.; Lipton, R.; Liu, T.; Lykken, J.; Maeshima, K.; Marraffino, J. M.; Martinez Outschoorn, V. I.; Maruyama, S.; Mason, D.; McBride, P.; Merkel, P.; Mishra, K.; Mrenna, S.; Nahn, S.; Newman-Holmes, C.; O'Dell, V.; Prokofyev, O.; Sexton-Kennedy, E.; Soha, A.; Spalding, W. J.; Spiegel, L.; Taylor, L.; Tkaczyk, S.; Tran, N. V.; Uplegger, L.; Vaandering, E. W.; Vidal, R.; Whitbeck, A.; Whitmore, J.; Yang, F.; Acosta, D.; Avery, P.; Bortignon, P.; Bourilkov, D.; Carver, M.; Curry, D.; Das, S.; De Gruttola, M.; Di Giovanni, G. P.; Field, R. D.; Fisher, M.; Furic, I. K.; Hugon, J.; Konigsberg, J.; Korytov, A.; Kypreos, T.; Low, J. F.; Matchev, K.; Mei, H.; Milenovic, P.; Mitselmakher, G.; Muniz, L.; Rinkevicius, A.; Shchutska, L.; Snowball, M.; Sperka, D.; Yelton, J.; Zakaria, M.; Hewamanage, S.; Linn, S.; Markowitz, P.; Martinez, G.; Rodriguez, J. L.; Adams, J. R.; Adams, T.; Askew, A.; Bochenek, J.; Diamond, B.; Haas, J.; Hagopian, S.; Hagopian, V.; Johnson, K. F.; Prosper, H.; Veeraraghavan, V.; Weinberg, M.; Baarmand, M. M.; Hohlmann, M.; Kalakhety, H.; Yumiceva, F.; Adams, M. R.; Apanasevich, L.; Berry, D.; Betts, R. R.; Bucinskaite, I.; Cavanaugh, R.; Evdokimov, O.; Gauthier, L.; Gerber, C. E.; Hofman, D. J.; Kurt, P.; O'Brien, C.; Sandoval Gonzalez, I. D.; Silkworth, C.; Turner, P.; Varelas, N.; Bilki, B.; Clarida, W.; Dilsiz, K.; Haytmyradov, M.; Merlo, J.-P.; Mermerkaya, H.; Mestvirishvili, A.; Moeller, A.; Nachtman, J.; Ogul, H.; Onel, Y.; Ozok, F.; Penzo, A.; Rahmat, R.; Sen, S.; Tan, P.; Tiras, E.; Wetzel, J.; Yi, K.; Anderson, I.; Barnett, B. A.; Blumenfeld, B.; Bolognesi, S.; Fehling, D.; Gritsan, A. V.; Maksimovic, P.; Martin, C.; Swartz, M.; Xiao, M.; Baringer, P.; Bean, A.; Benelli, G.; Bruner, C.; Gray, J.; Kenny, R. P.; Majumder, D.; Malek, M.; Murray, M.; Noonan, D.; Sanders, S.; Sekaric, J.; Stringer, R.; Wang, Q.; Wood, J. S.; Chakaberia, I.; Ivanov, A.; Kaadze, K.; Khalil, S.; Makouski, M.; Maravin, Y.; Saini, L. K.; Skhirtladze, N.; Svintradze, I.; Gronberg, J.; Lange, D.; Rebassoo, F.; Wright, D.; Baden, A.; Belloni, A.; Calvert, B.; Eno, S. C.; Gomez, J. A.; Hadley, N. J.; Jabeen, S.; Kellogg, R. G.; Kolberg, T.; Lu, Y.; Mignerey, A. C.; Pedro, K.; Skuja, A.; Tonjes, M. B.; Tonwar, S. C.; Apyan, A.; Barbieri, R.; Bierwagen, K.; Busza, W.; Cali, I. A.; Di Matteo, L.; Gomez Ceballos, G.; Goncharov, M.; Gulhan, D.; Klute, M.; Lai, Y. S.; Lee, Y.-J.; Levin, A.; Luckey, P. D.; Paus, C.; Ralph, D.; Roland, C.; Roland, G.; Stephans, G. S. F.; Sumorok, K.; Velicanu, D.; Veverka, J.; Wyslouch, B.; Yang, M.; Zanetti, M.; Zhukova, V.; Dahmes, B.; Gude, A.; Kao, S. C.; Klapoetke, K.; Kubota, Y.; Mans, J.; Nourbakhsh, S.; Rusack, R.; Singovsky, A.; Tambe, N.; Turkewitz, J.; Acosta, J. G.; Oliveros, S.; Avdeeva, E.; Bloom, K.; Bose, S.; Claes, D. R.; Dominguez, A.; Gonzalez Suarez, R.; Keller, J.; Knowlton, D.; Kravchenko, I.; Lazo-Flores, J.; Meier, F.; Ratnikov, F.; Snow, G. R.; Zvada, M.; Dolen, J.; Godshalk, A.; Iashvili, I.; Kharchilava, A.; Kumar, A.; Rappoccio, S.; Alverson, G.; Barberis, E.; Baumgartel, D.; Chasco, M.; Massironi, A.; Morse, D. M.; Nash, D.; Orimoto, T.; Trocino, D.; Wang, R.-J.; Wood, D.; Zhang, J.; Hahn, K. A.; Kubik, A.; Mucia, N.; Odell, N.; Pollack, B.; Pozdnyakov, A.; Schmitt, M.; Stoynev, S.; Sung, K.; Velasco, M.; Won, S.; Brinkerhoff, A.; Chan, K. M.; Drozdetskiy, A.; Hildreth, M.; Jessop, C.; Karmgard, D. J.; Kellams, N.; Lannon, K.; Lynch, S.; Marinelli, N.; Musienko, Y.; Pearson, T.; Planer, M.; Ruchti, R.; Smith, G.; Valls, N.; Wayne, M.; Wolf, M.; Woodard, A.; Antonelli, L.; Brinson, J.; Bylsma, B.; Durkin, L. S.; Flowers, S.; Hart, A.; Hill, C.; Hughes, R.; Kotov, K.; Ling, T. Y.; Luo, W.; Puigh, D.; Rodenburg, M.; Winer, B. L.; Wolfe, H.; Wulsin, H. W.; Driga, O.; Elmer, P.; Hardenbrook, J.; Hebda, P.; Koay, S. A.; Lujan, P.; Marlow, D.; Medvedeva, T.; Mooney, M.; Olsen, J.; Piroué, P.; Quan, X.; Saka, H.; Stickland, D.; Tully, C.; Werner, J. S.; Zuranski, A.; Brownson, E.; Malik, S.; Mendez, H.; Ramirez Vargas, J. E.; Barnes, V. E.; Benedetti, D.; Bortoletto, D.; De Mattia, M.; Gutay, L.; Hu, Z.; Jha, M. K.; Jones, M.; Jung, K.; Kress, M.; Leonardo, N.; Miller, D. H.; Neumeister, N.; Primavera, F.; Radburn-Smith, B. C.; Shi, X.; Shipsey, I.; Silvers, D.; Svyatkovskiy, A.; Wang, F.; Xie, W.; Xu, L.; Zablocki, J.; Parashar, N.; Stupak, J.; Adair, A.; Akgun, B.; Ecklund, K. M.; Geurts, F. J. M.; Li, W.; Michlin, B.; Padley, B. P.; Redjimi, R.; Roberts, J.; Zabel, J.; Betchart, B.; Bodek, A.; de Barbaro, P.; Demina, R.; Eshaq, Y.; Ferbel, T.; Galanti, M.; Garcia-Bellido, A.; Goldenzweig, P.; Han, J.; Harel, A.; Hindrichs, O.; Khukhunaishvili, A.; Korjenevski, S.; Petrillo, G.; Vishnevskiy, D.; Ciesielski, R.; Demortier, L.; Goulianos, K.; Mesropian, C.; Arora, S.; Barker, A.; Chou, J. P.; Contreras-Campana, C.; Contreras-Campana, E.; Duggan, D.; Ferencek, D.; Gershtein, Y.; Gray, R.; Halkiadakis, E.; Hidas, D.; Kaplan, S.; Lath, A.; Panwalkar, S.; Park, M.; Patel, R.; Salur, S.; Schnetzer, S.; Sheffield, D.; Somalwar, S.; Stone, R.; Thomas, S.; Thomassen, P.; Walker, M.; Rose, K.; Spanier, S.; York, A.; Bouhali, O.; Castaneda Hernandez, A.; Eusebi, R.; Flanagan, W.; Gilmore, J.; Kamon, T.; Khotilovich, V.; Krutelyov, V.; Montalvo, R.; Osipenkov, I.; Pakhotin, Y.; Perloff, A.; Roe, J.; Rose, A.; Safonov, A.; Suarez, I.; Tatarinov, A.; Ulmer, K. A.; Akchurin, N.; Cowden, C.; Damgov, J.; Dragoiu, C.; Dudero, P. R.; Faulkner, J.; Kovitanggoon, K.; Kunori, S.; Lee, S. W.; Libeiro, T.; Volobouev, I.; Appelt, E.; Delannoy, A. G.; Greene, S.; Gurrola, A.; Johns, W.; Maguire, C.; Mao, Y.; Melo, A.; Sharma, M.; Sheldon, P.; Snook, B.; Tuo, S.; Velkovska, J.; Arenton, M. W.; Boutle, S.; Cox, B.; Francis, B.; Goodell, J.; Hirosky, R.; Ledovskoy, A.; Li, H.; Lin, C.; Neu, C.; Wolfe, E.; Wood, J.; Clarke, C.; Harr, R.; Karchin, P. E.; Kottachchi Kankanamge Don, C.; Lamichhane, P.; Sturdy, J.; Belknap, D. A.; Carlsmith, D.; Cepeda, M.; Dasu, S.; Dodd, L.; Duric, S.; Friis, E.; Hall-Wilton, R.; Herndon, M.; Hervé, A.; Klabbers, P.; Lanaro, A.; Lazaridis, C.; Levine, A.; Loveless, R.; Mohapatra, A.; Ojalvo, I.; Perry, T.; Pierro, G. A.; Polese, G.; Ross, I.; Sarangi, T.; Savin, A.; Smith, W. H.; Taylor, D.; Vuosalo, C.; Woods, N.

    2015-06-01

    A search is performed for a vector-like heavy T quark that is produced in pairs and that decays to a top quark and a Higgs boson. The data analysed correspond to an integrated luminosity of 19.7 fb-1 collected with the CMS detector in proton-proton collisions at TeV. For T quarks with large mass values the top quarks and Higgs bosons can have significant Lorentz boosts, so that their individual decay products often overlap and merge. Methods are applied to resolve the substructure of such merged jets. Upper limits on the production cross section of a T quark with mass between 500 and 1000 GeV/ c 2 are derived. If the T quark decays exclusively to tH, the observed (expected) lower limit on the mass of the T quark is 745 (773) GeV/ c 2 at 95% confidence level. For the first time an algorithm is used for tagging boosted Higgs bosons that is based on a combination of jet substructure information and b tagging. [Figure not available: see fulltext.

  14. Mixing, Noise and Thrust Benefits Using Corrugated Designs

    NASA Technical Reports Server (NTRS)

    White, Samuel G.; Gilinsky, Mikhail M.

    1998-01-01

    This project was conducted as a support for effective research, training and teaching of Hampton University students in Fluid Mechanics and Acoustics. Basically, this work is organized and implemented by the new Fluid Mechanics and Acoustics Laboratory (FM & AL) which was established at Hampton University in the School of Engineering and Technology (E & T) in 1996. In addition, FM & AL in cooperation with NASA LaRC jointly conducts research with the Central AeroHydrodynamics Institute (TSAGI, Moscow) in Russia under a 2 year Civilian Research and Development Foundation (CRDF). This project is also conducted under control of NASA HQ. For fulfillment of the current project, several researchers were involved as was shown in the proposal to NASA in 1996. This work is the development and support for projects solve problems with the goal of reducing jet noise and increasing nozzle thrust.

  15. Pulsed Electric Propulsion Thrust Stand Calibration Method

    NASA Technical Reports Server (NTRS)

    Wong, Andrea R.; Polzin, Kurt A.; Pearson, J. Boise

    2011-01-01

    The evaluation of the performance of any propulsion device requires the accurate measurement of thrust. While chemical rocket thrust is typically measured using a load cell, the low thrust levels associated with electric propulsion (EP) systems necessitate the use of much more sensitive measurement techniques. The design and development of electric propulsion thrust stands that employ a conventional hanging pendulum arm connected to a balance mechanism consisting of a secondary arm and variable linkage have been reported in recent publications by Polzin et al. These works focused on performing steady-state thrust measurements and employed a static analysis of the thrust stand response. In the present work, we present a calibration method and data that will permit pulsed thrust measurements using the Variable Amplitude Hanging Pendulum with Extended Range (VAHPER) thrust stand. Pulsed thrust measurements are challenging in general because the pulsed thrust (impulse bit) occurs over a short timescale (typically 1 micros to 1 millisecond) and cannot be resolved directly. Consequently, the imparted impulse bit must be inferred through observation of the change in thrust stand motion effected by the pulse. Pulsed thrust measurements have typically only consisted of single-shot operation. In the present work, we discuss repetition-rate pulsed thruster operation and describe a method to perform these measurements. The thrust stand response can be modeled as a spring-mass-damper system with a repetitive delta forcing function to represent the impulsive action of the thruster.

  16. Thrust-wrench fault interference in a brittle medium: new insights from analogue modelling experiments

    NASA Astrophysics Data System (ADS)

    Rosas, Filipe; Duarte, Joao; Schellart, Wouter; Tomas, Ricardo; Grigorova, Vili; Terrinha, Pedro

    2015-04-01

    We present analogue modelling experimental results concerning thrust-wrench fault interference in a brittle medium, to try to evaluate the influence exerted by different prescribed interference angles in the formation of morpho-structural interference fault patterns. All the experiments were conceived to simulate simultaneous reactivation of confining strike-slip and thrust faults defining a (corner) zone of interference, contrasting with previously reported discrete (time and space) superposition of alternating thrust and strike-slip events. Different interference angles of 60°, 90° and 120° were experimentally investigated by comparing the specific structural configurations obtained in each case. Results show that a deltoid-shaped morpho-structural pattern is consistently formed in the fault interference (corner) zone, exhibiting a specific geometry that is fundamentally determined by the different prescribed fault interference angle. Such angle determines the orientation of the displacement vector shear component along the main frontal thrust direction, determining different fault confinement conditions in each case, and imposing a complying geometry and kinematics of the interference deltoid structure. Model comparison with natural examples worldwide shows good geometric and kinematic similarity, pointing to the existence of matching underlying dynamic process. Acknowledgments This work was sponsored by the Fundação para a Ciência e a Tecnologia (FCT) through project MODELINK EXPL/GEO-GEO/0714/2013.

  17. Wind-tunnel investigation of the powered low-speed longitudinal aerodynamics of the Vectored-Engine-Over (VEO) wing fighter configuration

    NASA Technical Reports Server (NTRS)

    Paulson, J. W.; Whitten, P. D.; Stumpfl, S. C.

    1982-01-01

    A wind-tunnel investigation incorporating both static and wind-on testing was conducted in the Langley 4- by 7-Meter Tunnel to determine the effects of vectored thrust along with spanwise blowing on the low-speed aerodynamics of an advanced fighter configuration. Data were obtained over a large range of thrust coefficients corresponding to takeoff and landing thrust settings for many nozzle configurations. The complete set of static thrust data and the complete set of longitudinal aerodynamic data obtained in the investigation are presented. These data are intended for reference purposes and, therefore, are presented without analysis or comment. The analysis of the thrust-induced effects found in the investigation are not discussed.

  18. Oxygen/Alcohol Dual Thrust RCS Engines

    NASA Technical Reports Server (NTRS)

    Angstadt, Tara; Hurlbert, Eric

    1999-01-01

    A non-toxic dual thrust RCS engine offers significant operational, safety, and performance advantages to the space shuttle and the next generation RLVs. In this concept, a single engine produces two thrust levels of 25 and 870 lbf. The low thrust level is provided by the spark torch igniter, which, with the addition of 2 extra valves, can also be made to function as a vernier. A dual thrust RCS engine allows 38 verniers to be packaged more efficiently on a vehicle. These 38 vemiers improve translation and reduce cross coupling, thereby providing more pure roll, pitch, and yaw maneuvers of the vehicle. Compared to the 6 vemiers currently on the shuttle, the 38 dual thrust engines would be 25 to 40% more efficient for the same maneuvers and attitude control. The vernier thrust level also reduces plume impingement and contamination concerns. Redundancy is also improved, thereby improving mission success reliability. Oxygen and ethanol are benign propellants which do not create explosive reaction products or contamination, as compared to hypergolic propellants. These characteristics make dual-thrust engines simpler to implement on a non-toxic reaction control system. Tests at WSTF in August 1999 demonstrated a dual-thrust concept that is successful with oxygen and ethanol. Over a variety of inlet pressures and mixture ratios at 22:1 area ratio, the engine produced between 230 and 297 sec Isp, and thrust levels from 8 lbf. to 50 lbf. This paper describes the benefits of dual-thrust engines and the recent results from tests at WSTF.

  19. Approximate approach for optimization space flights with a low thrust on the basis of sufficient optimality conditions

    NASA Astrophysics Data System (ADS)

    Salmin, Vadim V.

    2017-01-01

    Flight mechanics with a low-thrust is a new chapter of mechanics of space flight, considered plurality of all problems trajectory optimization and movement control laws and the design parameters of spacecraft. Thus tasks associated with taking into account the additional factors in mathematical models of the motion of spacecraft becomes increasingly important, as well as additional restrictions on the possibilities of the thrust vector control. The complication of the mathematical models of controlled motion leads to difficulties in solving optimization problems. Author proposed methods of finding approximate optimal control and evaluating their optimality based on analytical solutions. These methods are based on the principle of extending the class of admissible states and controls and sufficient conditions for the absolute minimum. Developed procedures of the estimation enabling to determine how close to the optimal founded solution, and indicate ways to improve them. Authors describes procedures of estimate for approximately optimal control laws for space flight mechanics problems, in particular for optimization flight low-thrust between the circular non-coplanar orbits, optimization the control angle and trajectory movement of the spacecraft during interorbital flights, optimization flights with low-thrust between arbitrary elliptical orbits Earth satellites.

  20. Optimal thrust level for orbit insertion

    NASA Astrophysics Data System (ADS)

    Cerf, Max

    2017-07-01

    The minimum-fuel orbital transfer is analyzed in the case of a launcher upper stage using a constantly thrusting engine. The thrust level is assumed to be constant and its value is optimized together with the thrust direction. A closed-loop solution for the thrust direction is derived from the extremal analysis for a planar orbital transfer. The optimal control problem reduces to two unknowns, namely the thrust level and the final time. Guessing and propagating the costates is no longer necessary and the optimal trajectory is easily found from a rough initialization. On the other hand the initial costates are assessed analytically from the initial conditions and they can be used as initial guess for transfers at different thrust levels. The method is exemplified on a launcher upper stage targeting a geostationary transfer orbit.

  1. Secondary production of massive quarks in thrust

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Hoang, André H.; Erwin Schrödinger International Institute for Mathematical Physics, University of Vienna, Boltzmanngasse 9, A-1090 Vienna; Mateu, Vicent

    2016-01-22

    We present a factorization framework that takes into account the production of heavy quarks through gluon splitting in the thrust distribution for e{sup +}e{sup −} → hadrons. The explicit factorization theorems and some numerical results are displayed in the dijet region where the kinematic scales are widely separated, which can be extended systematically to the whole spectrum. We account for the necessary two-loop matrix elements, threshold corrections, and include resummation up to N{sup 3}LL order. We include nonperturbative power corrections through a field theoretical shape function, and remove the O(Λ{sub QCD}) renormalon in the partonic soft function by appropriate mass-dependentmore » subtractions. Our results hold for any value of the quark mass, from an infinitesimally small (merging to the known massless result) to an infinitely large one (achieving the decoupling limit). This is the first example of an application of a variable flavor number scheme to final state jets.« less

  2. A guidance and navigation system for continuous low thrust vehicles. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Tse, C. J. C.

    1973-01-01

    A midcourse guidance and navigation system for continuous low thrust vehicles is described. A set of orbit elements, known as the equinoctial elements, are selected as the state variables. The uncertainties are modelled statistically by random vector and stochastic processes. The motion of the vehicle and the measurements are described by nonlinear stochastic differential and difference equations respectively. A minimum time nominal trajectory is defined and the equation of motion and the measurement equation are linearized about this nominal trajectory. An exponential cost criterion is constructed and a linear feedback guidance law is derived to control the thrusting direction of the engine. Using this guidance law, the vehicle will fly in a trajectory neighboring the nominal trajectory. The extended Kalman filter is used for state estimation. Finally a short mission using this system is simulated. The results indicate that this system is very efficient for short missions.

  3. Space Shuttle booster thrust imbalance analysis

    NASA Technical Reports Server (NTRS)

    Bailey, W. R.; Blackwell, D. L.

    1985-01-01

    An analysis of the Shuttle SRM thrust imbalance during the steady-state and tailoff portions of the boost phase of flight are presented. Results from flights STS-1 through STS-13 are included. A statistical analysis of the observed thrust imbalance data is presented. A 3 sigma thrust imbalance history versus time was generated from the observed data and is compared to the vehicle design requirements. The effect on Shuttle thrust imbalance from the use of replacement SRM segments is predicted. Comparisons of observed thrust imbalances with respect to predicted imbalances are presented for the two space shuttle flights which used replacement aft segments (STS-9 and STS-13).

  4. Geometry of a large-scale low-angle mid-crustal thrust (Woodroffe Thrust, Central Australia)

    NASA Astrophysics Data System (ADS)

    Wex, Sebastian; Mancktelow, Neil S.; Hawemann, Friedrich; Pennacchioni, Giorgio; Camacho, Alfredo

    2015-04-01

    Young orogens, such as the Alps, mainly expose the upper part of the continental crust and it is not possible to follow large-scale thrusts (e.g. the Glarus Thrust) to great depth in order to study their changing rheological behavior. This knowledge, however, is crucial for determining the overall kinematic and dynamic response during collision, as middle to lower crustal rocks represent the major part of the total crustal section. Information from deeper parts of the continental crust can only be obtained directly by investigating regions where these levels are now exhumed. The Musgrave Ranges in Central Australia is a very well exposed, semi-desert area, in which numerous large-scale shear zones developed during the Petermann Orogeny around 550 Ma. The most prominent structure is the ˜400 km long E-W trending Woodroffe Thrust, which placed ˜1.2 Ga granulites onto similarly-aged amphibolite and granulite facies gneisses along a generally south-dipping thrust plane with a top-to-north shear sense. Geothermobarometric calculations on the associated mylonites established that the structure developed under mid-crustal conditions (500-650°C, 0.8-1 GPa). Regional P/T variations in the direction of thrusting are small, but show trends consistent with the south-dipping orientation of the thrust plane, which predicts deeper levels and a higher metamorphic grade in the south than in the north. They imply a very low gradient of only around 3°C/km for a distance of some 30 km in the movement direction of the thrust. Combined with a geothermal gradient on the order of 20°C/km, calculated from four separate P/T estimates from the hanging wall and footwall, this regional gradient indicates that the Woodroffe Thrust was originally shallow-dipping at an average angle of only around 9°. This suggests that upper crustal brittle thrusts do not necessarily steepen into the middle to lower crust, but can define very shallow-dipping, large-scale planar features, with dimensions in

  5. Tests and analysis of a vented D thrust deflecting nozzle on a turbofan engine. [conducted at the outdoor aerodynamic research facility of the Ames Research Center

    NASA Technical Reports Server (NTRS)

    Roseberg, E. W.

    1982-01-01

    The objectives were to: obtain nozzle performance characteristics in and out of ground effects; demonstrate the compatibility of the nozzle with a turbofan engine; obtain pressure and temperature distributions on the surface of the D vented nozzle; and establish a correlation of the nozzle performance between small scale and large scale models. The test nozzle was a boilerplate model of the MCAIR D vented nozzle configured for operation with a General Electric YTF-34-F5 turbofan engine. The nozzle was configured to provide: a thrust vectoring range of 0 to 115 deg; a yaw vectoring range of 0 to 10 deg; variable nozzle area control; and variable spacing between the core exit and nozzle entrance station. Compatibility between the YTF-34-T5 turbofan engine and the D vented nozzle was demonstrated. Velocity coefficients of 0.96 and greater were obtained for 90 deg of thrust vectoring. The nozzle walls remained cool during all test conditions.

  6. Buoyancy Effects in Turbulent Jet Flames in Crossflow

    NASA Astrophysics Data System (ADS)

    Boxx, Isaac; Idicheria, Cherian; Clemens, Noel

    2003-11-01

    The aim of this study is to investigate the effects of buoyancy on the structure of turbulent, non-premixed hydrocarbon jet-flames in crossflow (JFICF). This was accomplished using a small jet-in-crossflow facility which can be oriented at a variety of angles with respect to the gravity vector. This facility enables us to alter the relative influence of buoyancy on the JFICF without altering the jet-exit Reynolds number, momentum flux ratio or the geometry of the system. Results are compared to similar, but non-buoyant, JFICF studied in microgravity. Departures of jet-centerline trajectory from the well-known power-law scaling of turbulent JFICF were used to explore the transition from a buoyancy-influenced regime to a momentum dominated one. The primary diagnostic was CCD imaging of soot-luminosity. We present results on ethylene jet flames with jet-exit Reynolds numbers of 1770 to 8000 and momentum flux ratios of 5 to 13.

  7. Thrust Measurement of Dielectric Barrier Discharge (DBD) Plasma Actuators: New Anti-Thrust Hypothesis, Frequency Sweeps Methodology, Humidity and Enclosure Effects

    NASA Technical Reports Server (NTRS)

    Ashpis, David E.; Laun, Matthew C.

    2014-01-01

    We discuss thrust measurements of Dielectric Barrier Discharge (DBD) plasma actuators devices used for aerodynamic active flow control. After a review of our experience with conventional thrust measurement and significant non-repeatability of the results, we devised a suspended actuator test setup, and now present a methodology of thrust measurements with decreased uncertainty. The methodology consists of frequency scans at constant voltages. The procedure consists of increasing the frequency in a step-wise fashion from several Hz to the maximum frequency of several kHz, followed by frequency decrease back down to the start frequency of several Hz. This sequence is performed first at the highest voltage of interest, then repeated at lower voltages. The data in the descending frequency direction is more consistent and selected for reporting. Sample results show strong dependence of thrust on humidity which also affects the consistency and fluctuations of the measurements. We also observed negative values of thrust, or "anti-thrust", at low frequencies between 4 Hz and up to 64 Hz. The anti-thrust is proportional to the mean-squared voltage and is frequency independent. Departures from the parabolic anti-thrust curve are correlated with appearance of visible plasma discharges. We propose the anti-thrust hypothesis. It states that the measured thrust is a sum of plasma thrust and anti-thrust, and assumes that the anti-thrust exists at all frequencies and voltages. The anti-thrust depends on actuator geometry and materials and on the test installation. It enables the separation of the plasma thrust from the measured total thrust. This approach enables more meaningful comparisons between actuators at different installations and laboratories. The dependence on test installation was validated by surrounding the actuator with a grounded large-diameter metal sleeve. Strong dependence on humidity is also shown; the thrust significantly increased with decreasing humidity, e

  8. Micro thrust and heat generator

    DOEpatents

    Garcia, Ernest J.

    1998-01-01

    A micro thrust and heat generator has a means for providing a combustion fuel source to an ignition chamber of the micro thrust and heat generator. The fuel is ignited by a ignition means within the micro thrust and heat generator's ignition chamber where it burns and creates a pressure. A nozzle formed from the combustion chamber extends outward from the combustion chamber and tappers down to a narrow diameter and then opens into a wider diameter where the nozzle then terminates outside of said combustion chamber. The pressure created within the combustion chamber accelerates as it leaves the chamber through the nozzle resulting in pressure and heat escaping from the nozzle to the atmosphere outside the micro thrust and heat generator. The micro thrust and heat generator can be microfabricated from a variety of materials, e.g., of polysilicon, on one wafer using surface micromachining batch fabrication techniques or high aspect ratio micromachining techniques (LIGA).

  9. Micro thrust and heat generator

    DOEpatents

    Garcia, E.J.

    1998-11-17

    A micro thrust and heat generator have a means for providing a combustion fuel source to an ignition chamber of the micro thrust and heat generator. The fuel is ignited by a ignition means within the micro thrust and heat generator`s ignition chamber where it burns and creates a pressure. A nozzle formed from the combustion chamber extends outward from the combustion chamber and tappers down to a narrow diameter and then opens into a wider diameter where the nozzle then terminates outside of said combustion chamber. The pressure created within the combustion chamber accelerates as it leaves the chamber through the nozzle resulting in pressure and heat escaping from the nozzle to the atmosphere outside the micro thrust and heat generator. The micro thrust and heat generator can be microfabricated from a variety of materials, e.g., of polysilicon, on one wafer using surface micromachining batch fabrication techniques or high aspect ratio micromachining techniques (LIGA). 30 figs.

  10. Measurement of the dijet transverse thrust distribution in proton - anti-proton collisions

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Sorin, Maria Veronica

    2003-01-01

    This dissertation presents the first measurement in a hadron collider of an event shape variable, the Dijet Transverse Thrust Tmore » $$t\\atop{2}$$ which is sensitive to the spatial jet distribution on the plane perpendicular to the colliding p$$\\bar{p}$$ beams. $$t\\atop{2}$$ is calculated with the two most energetic jets reconstructed with the k$$\\perp$$ algorithm, and it ranges from T$$t\\atop{2}$$ =1, for a pencil-like configuration, to T$$t\\atop{2}$$ =√2/2, for two equal energy jets at 90°. The measurement is based on 87.3 pb -1 of data collected with the D0 detector at the Fermilab Tevatron p$$\\bar{p}$$ Collider. The cross section is reported as a function of 1-T$$t\\atop{2}$$ and log (1-T$$t\\atop{2}$$), with enhances the high statistics T$$t\\atop{2}$$→1 region, and presented for four separate event energy ranges. The measurement is in good agreement with a fixed-order O(α$$3\\atop{s}$$) perturbative QCD prediction, except at high T$$t\\atop{2}$$, where resummation corrections are expected to be important, and below T$$t\\atop{2}$$≃√3/2, where the leading order diagrams contributing to T$$t\\atop{2}$$ are O(α$$4\\atop{s}$$). The data also show a very good level of agreement with a recent Next-to-Leading pQCD three jet generator which covers the full T$$t\\atop{2}$$ range, except for the T$$t\\atop{2}$$=1 point.« less

  11. Low thrust optimal orbital transfers

    NASA Technical Reports Server (NTRS)

    Cobb, Shannon S.

    1994-01-01

    For many optimal transfer problems it is reasonable to expect that the minimum time solution is also the minimum fuel solution. However, if one allows the propulsion system to be turned off and back on, it is clear that these two solutions may differ. In general, high thrust transfers resemble the well known impulsive transfers where the burn arcs are of very short duration. The low and medium thrust transfers differ in that their thrust acceleration levels yield longer burn arcs and thus will require more revolutions. In this research, we considered two approaches for solving this problem: a powered flight guidance algorithm previously developed for higher thrust transfers was modified and an 'averaging technique' was investigated.

  12. Neotectonics and structure of the Himalayan deformation front in the Kashmir Himalaya, India: Implication in defining what controls a blind thrust front in an active fold-thrust belt

    NASA Astrophysics Data System (ADS)

    Gavillot, Y. G.; Meigs, A.; Yule, J. D.; Rittenour, T. M.; Malik, M. O. A.

    2014-12-01

    Active tectonics of a deformation front constrains the kinematic evolution and structural interaction between the fold-thrust belt and most-recently accreted foreland basin. In Kashmir, the Himalayan Frontal thrust (HFT) is blind, characterized by a broad fold, the Suruin-Mastargh anticline (SMA), and displays no emergent faults cutting either limb. A lack of knowledge of the rate of shortening and structural framework of the SMA hampers quantifying the earthquake potential for the deformation front. Our study utilized the geomorphic expression of dated deformed terraces on the Ujh River in Kashmir. Six terraces are recognized, and three yield OSL ages of 53 ka, 33 ka, and 0.4 ka. Vector fold restoration of long terrace profiles indicates a deformation pattern characterized by regional uplift across the anticlinal axis and back-limb, and by fold limb rotation on the forelimb. Differential uplift across the fold trace suggests localized deformation. Dip data and stratigraphic thicknesses suggest that a duplex structure is emplaced at depth along the basal décollement, folding the overlying roof thrust and Siwalik-Muree strata into a detachment-like fold. Localized faulting at the fold axis explains the asymmetrical fold geometry. Folding of the oldest dated terrace, suggest that rock uplift rates across the SMA range between 2.0-1.8 mm/yr. Assuming a 25° dipping ramp for the blind structure on the basis of dip data constraints, the shortening rate across the SMA ranges between 4.4-3.8 mm/yr since ~53 ka. Of that rate, ~1 mm/yr is likely absorbed by minor faulting in the near field of the fold axis. Given that Himalaya-India convergence is ~18.8-11 mm/yr, internal faults north of the deformation front, such as the Riasi thrust absorbs more of the Himalayan shortening than does the HFT in Kashmir. We attribute a non-emergent thrust at the deformation front to reflect deformation controlled by pre-existing basin architecture in Kashmir, in which the thick succession

  13. Thrust Steering of a Gridded Ion Engine

    NASA Astrophysics Data System (ADS)

    Jameson, P.

    2004-10-01

    In any spacecraft installation of an ion propulsion system it is likely that there will be a need to alter the position of the thrust vector with respect to the centre of the vehicle, in order to minimise attitude and orbital perturbations during operation. Of most importance is the need to correct for the movements of the centre of mass of the spacecraft during operation. These movements are caused by the consumption of propellant, by the deployment and rotation of solar arrays, and by the varying radiation flux from the sun. As an example of the seriousness of this problem, the consumption due to this cause for an Intelsat VII class satellite with a lifetime of 15 years would be 26kg for an excursion of the centre of mass of just 1cm. As a consequence, large gimbal systems (approximately 10kg) are employed. Whilst these devices can perform perfectly well, they do represent a considerable mass overhead, amplify launch vibrations to the thrusters, as well as occupying a large volume, and presenting large cost (0.8Meuro) and additional reliability concerns. Consequently a method for providing direct vectoring of the ion beam has been developed using the technique of relative grid translation.

  14. Propeller thrust analysis using Prandtl's lifting line theory, a comparison between the experimental thrust and the thrust predicted by Prandtl's lifting line theory

    NASA Astrophysics Data System (ADS)

    Kesler, Steven R.

    The lifting line theory was first developed by Prandtl and was used primarily on analysis of airplane wings. Though the theory is about one hundred years old, it is still used in the initial calculations to find the lift of a wing. The question that guided this thesis was, "How close does Prandtl's lifting line theory predict the thrust of a propeller?" In order to answer this question, an experiment was designed that measured the thrust of a propeller for different speeds. The measured thrust was compared to what the theory predicted. In order to do this experiment and analysis, a propeller needed to be used. A walnut wood ultralight propeller was chosen that had a 1.30 meter (51 inches) length from tip to tip. In this thesis, Prandtl's lifting line theory was modified to account for the different incoming velocity depending on the radial position of the airfoil. A modified equation was used to reflect these differences. A working code was developed based on this modified equation. A testing rig was built that allowed the propeller to be rotated at high speeds while measuring the thrust. During testing, the rotational speed of the propeller ranged from 13-43 rotations per second. The thrust from the propeller was measured at different speeds and ranged from 16-33 Newton's. The test data were then compared to the theoretical results obtained from the lifting line code. A plot in Chapter 5 (the results section) shows the theoretical vs. actual thrust for different rotational speeds. The theory over predicted the actual thrust of the propeller. Depending on the rotational speed, the error was: at low speeds 36%, at low to moderate speeds 84%, and at high speeds the error increased to 195%. Different reasons for these errors are discussed.

  15. Lateral dampers for thrust bearings

    NASA Technical Reports Server (NTRS)

    Hibner, D. H.; Szafir, D. R.

    1985-01-01

    The development of lateral damping schemes for thrust bearings was examined, ranking their applicability to various engine classes, selecting the best concept for each engine class and performing an in-depth evaluation. Five major engine classes were considered: large transport, military, small general aviation, turboshaft, and non-manrated. Damper concepts developed for evaluation were: curved beam, constrained and unconstrained elastomer, hybrid boost bearing, hydraulic thrust piston, conical squeeze film, and rolling element thrust face.

  16. The Flowfield Characteristics of a Mach 2 Diamond Jet

    NASA Technical Reports Server (NTRS)

    Washington, Donnell; Alvi, Farrukh S.; Krothapalli, Anjanevulu

    1997-01-01

    The potential for using a novel diamond-shaped nozzle which may allow for superior mixing characteristics of supersonic jets without significant thrust losses is explored. The results of flow visualization and pressure measurements indicate the presence of distinct structures in the shear layers, not normally observed in shear layers of axisymmetric and rectangular jets. As characteristics of these features suggests that they are a manifestation of significant streamwise vorticity in the shear layers. Despite the distinct nature of the flowfield structure of the present shear layer, the global growth rates of this shear layer were found to be very similar to its two-dimensional and axisymmetric counterparts. These and other observations suggest that the presence of streamwise vorticity may not play a significant role in the global development of a compressible shear layer.

  17. Dynamics of gas-thrust bearings

    NASA Technical Reports Server (NTRS)

    Stiffler, A. K.; Tapia, R. R.

    1978-01-01

    Computer program calculates load coefficients, up to third harmonic, for hydrostatic gas thrust bearings. Program is useful in identification of industrial situations where gas-thrust bearings have potential applications.

  18. Measurement of vector boson scattering and constraints on anomalous quartic couplings from events with four leptons and two jets in proton-proton collisions at √{ s } = 13 TeV

    NASA Astrophysics Data System (ADS)

    Sirunyan, A. M.; Tumasyan, A.; Adam, W.; Ambrogi, F.; Asilar, E.; Bergauer, T.; Brandstetter, J.; Brondolin, E.; Dragicevic, M.; Erö, J.; Flechl, M.; Friedl, M.; Frühwirth, R.; Ghete, V. M.; Grossmann, J.; Hrubec, J.; Jeitler, M.; König, A.; Krammer, N.; Krätschmer, I.; Liko, D.; Madlener, T.; Mikulec, I.; Pree, E.; Rabady, D.; Rad, N.; Rohringer, H.; Schieck, J.; Schöfbeck, R.; Spanring, M.; Spitzbart, D.; Waltenberger, W.; Wittmann, J.; Wulz, C.-E.; Zarucki, M.; Chekhovsky, V.; Mossolov, V.; Suarez Gonzalez, J.; De Wolf, E. A.; Di Croce, D.; Janssen, X.; Lauwers, J.; Van Haevermaet, H.; Van Mechelen, P.; Van Remortel, N.; Abu Zeid, S.; Blekman, F.; D'Hondt, J.; De Bruyn, I.; De Clercq, J.; Deroover, K.; Flouris, G.; Lontkovskyi, D.; Lowette, S.; Moortgat, S.; Moreels, L.; Python, Q.; Skovpen, K.; Tavernier, S.; Van Doninck, W.; Van Mulders, P.; Van Parijs, I.; Brun, H.; Clerbaux, B.; De Lentdecker, G.; Delannoy, H.; Fasanella, G.; Favart, L.; Goldouzian, R.; Grebenyuk, A.; Karapostoli, G.; Lenzi, T.; Luetic, J.; Maerschalk, T.; Marinov, A.; Randle-conde, A.; Seva, T.; Vander Velde, C.; Vanlaer, P.; Vannerom, D.; Yonamine, R.; Zenoni, F.; Zhang, F.; Cimmino, A.; Cornelis, T.; Dobur, D.; Fagot, A.; Gul, M.; Khvastunov, I.; Poyraz, D.; Roskas, C.; Salva, S.; Tytgat, M.; Verbeke, W.; Zaganidis, N.; Bakhshiansohi, H.; Bondu, O.; Brochet, S.; Bruno, G.; Caputo, C.; Caudron, A.; De Visscher, S.; Delaere, C.; Delcourt, M.; Francois, B.; Giammanco, A.; Jafari, A.; Komm, M.; Krintiras, G.; Lemaitre, V.; Magitteri, A.; Mertens, A.; Musich, M.; Piotrzkowski, K.; Quertenmont, L.; Vidal Marono, M.; Wertz, S.; Beliy, N.; Aldá Júnior, W. L.; Alves, F. L.; Alves, G. A.; Brito, L.; Correa Martins Junior, M.; Hensel, C.; Moraes, A.; Pol, M. E.; Rebello Teles, P.; Belchior Batista Das Chagas, E.; Carvalho, W.; Chinellato, J.; Custódio, A.; Da Costa, E. M.; Da Silveira, G. G.; De Jesus Damiao, D.; Fonseca De Souza, S.; Huertas Guativa, L. M.; Malbouisson, H.; Melo De Almeida, M.; Mora Herrera, C.; Mundim, L.; Nogima, H.; Santoro, A.; Sznajder, A.; Tonelli Manganote, E. J.; Torres Da Silva De Araujo, F.; Vilela Pereira, A.; Ahuja, S.; Bernardes, C. A.; Fernandez Perez Tomei, T. R.; Gregores, E. M.; Mercadante, P. G.; Novaes, S. F.; Padula, Sandra S.; Romero Abad, D.; Ruiz Vargas, J. C.; Aleksandrov, A.; Hadjiiska, R.; Iaydjiev, P.; Misheva, M.; Rodozov, M.; Shopova, M.; Stoykova, S.; Sultanov, G.; Dimitrov, A.; Glushkov, I.; Litov, L.; Pavlov, B.; Petkov, P.; Fang, W.; Gao, X.; Ahmad, M.; Bian, J. G.; Chen, G. M.; Chen, H. S.; Chen, M.; Chen, Y.; Jiang, C. H.; Leggat, D.; Liao, H.; Liu, Z.; Romeo, F.; Shaheen, S. M.; Spiezia, A.; Tao, J.; Wang, C.; Wang, Z.; Yazgan, E.; Zhang, H.; Zhao, J.; Ban, Y.; Chen, G.; Li, Q.; Liu, S.; Mao, Y.; Qian, S. J.; Wang, D.; Xu, Z.; Avila, C.; Cabrera, A.; Chaparro Sierra, L. F.; Florez, C.; González Hernández, C. F.; Ruiz Alvarez, J. D.; Courbon, B.; Godinovic, N.; Lelas, D.; Puljak, I.; Ribeiro Cipriano, P. M.; Sculac, T.; Antunovic, Z.; Kovac, M.; Brigljevic, V.; Ferencek, D.; Kadija, K.; Mesic, B.; Starodumov, A.; Susa, T.; Ather, M. W.; Attikis, A.; Mavromanolakis, G.; Mousa, J.; Nicolaou, C.; Ptochos, F.; Razis, P. A.; Rykaczewski, H.; Finger, M.; Finger, M.; Carrera Jarrin, E.; Assran, Y.; Elgammal, S.; Mahrous, A.; Dewanjee, R. K.; Kadastik, M.; Perrini, L.; Raidal, M.; Tiko, A.; Veelken, C.; Eerola, P.; Pekkanen, J.; Voutilainen, M.; Härkönen, J.; Järvinen, T.; Karimäki, V.; Kinnunen, R.; Lampén, T.; Lassila-Perini, K.; Lehti, S.; Lindén, T.; Luukka, P.; Tuominen, E.; Tuominiemi, J.; Tuovinen, E.; Talvitie, J.; Tuuva, T.; Besancon, M.; Couderc, F.; Dejardin, M.; Denegri, D.; Faure, J. L.; Ferri, F.; Ganjour, S.; Ghosh, S.; Givernaud, A.; Gras, P.; Hamel de Monchenault, G.; Jarry, P.; Kucher, I.; Locci, E.; Machet, M.; Malcles, J.; Negro, G.; Rander, J.; Rosowsky, A.; Sahin, M. Ö.; Titov, M.; Abdulsalam, A.; Antropov, I.; Baffioni, S.; Beaudette, F.; Busson, P.; Cadamuro, L.; Charlot, C.; Granier de Cassagnac, R.; Jo, M.; Lisniak, S.; Lobanov, A.; Martin Blanco, J.; Nguyen, M.; Ochando, C.; Ortona, G.; Paganini, P.; Pigard, P.; Regnard, S.; Salerno, R.; Sauvan, J. B.; Sirois, Y.; Stahl Leiton, A. G.; Strebler, T.; Yilmaz, Y.; Zabi, A.; Zghiche, A.; Agram, J.-L.; Andrea, J.; Bloch, D.; Brom, J.-M.; Buttignol, M.; Chabert, E. C.; Chanon, N.; Collard, C.; Conte, E.; Coubez, X.; Fontaine, J.-C.; Gelé, D.; Goerlach, U.; Jansová, M.; Le Bihan, A.-C.; Tonon, N.; Van Hove, P.; Gadrat, S.; Beauceron, S.; Bernet, C.; Boudoul, G.; Chierici, R.; Contardo, D.; Depasse, P.; El Mamouni, H.; Fay, J.; Finco, L.; Gascon, S.; Gouzevitch, M.; Grenier, G.; Ille, B.; Lagarde, F.; Laktineh, I. B.; Lethuillier, M.; Mirabito, L.; Pequegnot, A. L.; Perries, S.; Popov, A.; Sordini, V.; Vander Donckt, M.; Viret, S.; Khvedelidze, A.; Tsamalaidze, Z.; Autermann, C.; Beranek, S.; Feld, L.; Kiesel, M. K.; Klein, K.; Lipinski, M.; Preuten, M.; Schomakers, C.; Schulz, J.; Verlage, T.; Albert, A.; Dietz-Laursonn, E.; Duchardt, D.; Endres, M.; Erdmann, M.; Erdweg, S.; Esch, T.; Fischer, R.; Güth, A.; Hamer, M.; Hebbeker, T.; Heidemann, C.; Hoepfner, K.; Knutzen, S.; Merschmeyer, M.; Meyer, A.; Millet, P.; Mukherjee, S.; Olschewski, M.; Padeken, K.; Pook, T.; Radziej, M.; Reithler, H.; Rieger, M.; Scheuch, F.; Teyssier, D.; Thüer, S.; Flügge, G.; Kargoll, B.; Kress, T.; Künsken, A.; Lingemann, J.; Müller, T.; Nehrkorn, A.; Nowack, A.; Pistone, C.; Pooth, O.; Stahl, A.; Aldaya Martin, M.; Arndt, T.; Asawatangtrakuldee, C.; Beernaert, K.; Behnke, O.; Behrens, U.; Bermúdez Martínez, A.; Bin Anuar, A. A.; Borras, K.; Botta, V.; Campbell, A.; Connor, P.; Contreras-Campana, C.; Costanza, F.; Diez Pardos, C.; Eckerlin, G.; Eckstein, D.; Eichhorn, T.; Eren, E.; Gallo, E.; Garay Garcia, J.; Geiser, A.; Gizhko, A.; Grados Luyando, J. M.; Grohsjean, A.; Gunnellini, P.; Guthoff, M.; Harb, A.; Hauk, J.; Hempel, M.; Jung, H.; Kalogeropoulos, A.; Kasemann, M.; Keaveney, J.; Kleinwort, C.; Korol, I.; Krücker, D.; Lange, W.; Lelek, A.; Lenz, T.; Leonard, J.; Lipka, K.; Lohmann, W.; Mankel, R.; Melzer-Pellmann, I.-A.; Meyer, A. B.; Mittag, G.; Mnich, J.; Mussgiller, A.; Ntomari, E.; Pitzl, D.; Raspereza, A.; Roland, B.; Savitskyi, M.; Saxena, P.; Shevchenko, R.; Spannagel, S.; Stefaniuk, N.; Van Onsem, G. P.; Walsh, R.; Wen, Y.; Wichmann, K.; Wissing, C.; Zenaiev, O.; Bein, S.; Blobel, V.; Centis Vignali, M.; Dreyer, T.; Garutti, E.; Gonzalez, D.; Haller, J.; Hinzmann, A.; Hoffmann, M.; Karavdina, A.; Klanner, R.; Kogler, R.; Kovalchuk, N.; Kurz, S.; Lapsien, T.; Marchesini, I.; Marconi, D.; Meyer, M.; Niedziela, M.; Nowatschin, D.; Pantaleo, F.; Peiffer, T.; Perieanu, A.; Scharf, C.; Schleper, P.; Schmidt, A.; Schumann, S.; Schwandt, J.; Sonneveld, J.; Stadie, H.; Steinbrück, G.; Stober, F. M.; Stöver, M.; Tholen, H.; Troendle, D.; Usai, E.; Vanelderen, L.; Vanhoefer, A.; Vormwald, B.; Akbiyik, M.; Barth, C.; Baur, S.; Butz, E.; Caspart, R.; Chwalek, T.; Colombo, F.; De Boer, W.; Dierlamm, A.; Freund, B.; Friese, R.; Giffels, M.; Gilbert, A.; Haitz, D.; Hartmann, F.; Heindl, S. M.; Husemann, U.; Kassel, F.; Kudella, S.; Mildner, H.; Mozer, M. U.; Müller, Th.; Plagge, M.; Quast, G.; Rabbertz, K.; Schröder, M.; Shvetsov, I.; Sieber, G.; Simonis, H. J.; Ulrich, R.; Wayand, S.; Weber, M.; Weiler, T.; Williamson, S.; Wöhrmann, C.; Wolf, R.; Anagnostou, G.; Daskalakis, G.; Geralis, T.; Giakoumopoulou, V. A.; Kyriakis, A.; Loukas, D.; Topsis-Giotis, I.; Karathanasis, G.; Kesisoglou, S.; Panagiotou, A.; Saoulidou, N.; Evangelou, I.; Foudas, C.; Kokkas, P.; Mallios, S.; Manthos, N.; Papadopoulos, I.; Paradas, E.; Strologas, J.; Triantis, F. A.; Csanad, M.; Filipovic, N.; Pasztor, G.; Veres, G. I.; Bencze, G.; Hajdu, C.; Horvath, D.; Hunyadi, Á.; Sikler, F.; Veszpremi, V.; Vesztergombi, G.; Zsigmond, A. J.; Beni, N.; Czellar, S.; Karancsi, J.; Makovec, A.; Molnar, J.; Szillasi, Z.; Bartók, M.; Raics, P.; Trocsanyi, Z. L.; Ujvari, B.; Choudhury, S.; Komaragiri, J. R.; Bahinipati, S.; Bhowmik, S.; Mal, P.; Mandal, K.; Nayak, A.; Sahoo, D. K.; Sahoo, N.; Swain, S. K.; Bansal, S.; Beri, S. B.; Bhatnagar, V.; Chawla, R.; Dhingra, N.; Kalsi, A. K.; Kaur, A.; Kaur, M.; Kumar, R.; Kumari, P.; Mehta, A.; Singh, J. B.; Walia, G.; Kumar, Ashok; Aashaq, Shah; Bhardwaj, A.; Chauhan, S.; Choudhary, B. C.; Garg, R. B.; Keshri, S.; Kumar, A.; Malhotra, S.; Naimuddin, M.; Ranjan, K.; Sharma, R.; Bhardwaj, R.; Bhattacharya, R.; Bhattacharya, S.; Bhawandeep, U.; Dey, S.; Dutt, S.; Dutta, S.; Ghosh, S.; Majumdar, N.; Modak, A.; Mondal, K.; Mukhopadhyay, S.; Nandan, S.; Purohit, A.; Roy, A.; Roy, D.; Roy Chowdhury, S.; Sarkar, S.; Sharan, M.; Thakur, S.; Behera, P. K.; Chudasama, R.; Dutta, D.; Jha, V.; Kumar, V.; Mohanty, A. K.; Netrakanti, P. K.; Pant, L. M.; Shukla, P.; Topkar, A.; Aziz, T.; Dugad, S.; Mahakud, B.; Mitra, S.; Mohanty, G. B.; Sur, N.; Sutar, B.; Banerjee, S.; Bhattacharya, S.; Chatterjee, S.; Das, P.; Guchait, M.; Jain, Sa.; Kumar, S.; Maity, M.; Majumder, G.; Mazumdar, K.; Sarkar, T.; Wickramage, N.; Chauhan, S.; Dube, S.; Hegde, V.; Kapoor, A.; Kothekar, K.; Pandey, S.; Rane, A.; Sharma, S.; Chenarani, S.; Eskandari Tadavani, E.; Etesami, S. M.; Khakzad, M.; Mohammadi Najafabadi, M.; Naseri, M.; Paktinat Mehdiabadi, S.; Rezaei Hosseinabadi, F.; Safarzadeh, B.; Zeinali, M.; Felcini, M.; Grunewald, M.; Abbrescia, M.; Calabria, C.; Colaleo, A.; Creanza, D.; Cristella, L.; De Filippis, N.; De Palma, M.; Errico, F.; Fiore, L.; Iaselli, G.; Lezki, S.; Maggi, G.; Maggi, M.; Miniello, G.; My, S.; Nuzzo, S.; Pompili, A.; Pugliese, G.; Radogna, R.; Ranieri, A.; Selvaggi, G.; Sharma, A.; Silvestris, L.; Venditti, R.; Verwilligen, P.; Abbiendi, G.; Battilana, C.; Bonacorsi, D.; Braibant-Giacomelli, S.; Campanini, R.; Capiluppi, P.; Castro, A.; Cavallo, F. R.; Chhibra, S. S.; Codispoti, G.; Cuffiani, M.; Dallavalle, G. M.; Fabbri, F.; Fanfani, A.; Fasanella, D.; Giacomelli, P.; Grandi, C.; Guiducci, L.; Marcellini, S.; Masetti, G.; Montanari, A.; Navarria, F. L.; Perrotta, A.; Rossi, A. M.; Rovelli, T.; Siroli, G. P.; Tosi, N.; Albergo, S.; Costa, S.; Di Mattia, A.; Giordano, F.; Potenza, R.; Tricomi, A.; Tuve, C.; Barbagli, G.; Chatterjee, K.; Ciulli, V.; Civinini, C.; D'Alessandro, R.; Focardi, E.; Lenzi, P.; Meschini, M.; Paoletti, S.; Russo, L.; Sguazzoni, G.; Strom, D.; Viliani, L.; Benussi, L.; Bianco, S.; Fabbri, F.; Piccolo, D.; Primavera, F.; Calvelli, V.; Ferro, F.; Robutti, E.; Tosi, S.; Benaglia, A.; Brianza, L.; Brivio, F.; Ciriolo, V.; Dinardo, M. E.; Fiorendi, S.; Gennai, S.; Ghezzi, A.; Govoni, P.; Malberti, M.; Malvezzi, S.; Manzoni, R. A.; Menasce, D.; Moroni, L.; Paganoni, M.; Pauwels, K.; Pedrini, D.; Pigazzini, S.; Ragazzi, S.; Tabarelli de Fatis, T.; Buontempo, S.; Cavallo, N.; Di Guida, S.; Fabozzi, F.; Fienga, F.; Iorio, A. O. M.; Khan, W. A.; Lista, L.; Meola, S.; Paolucci, P.; Sciacca, C.; Thyssen, F.; Azzi, P.; Bacchetta, N.; Benato, L.; Bisello, D.; Boletti, A.; Carvalho Antunes De Oliveira, A.; Checchia, P.; Dall'Osso, M.; De Castro Manzano, P.; Dorigo, T.; Dosselli, U.; Gasparini, F.; Gasparini, U.; Gozzelino, A.; Lacaprara, S.; Lujan, P.; Margoni, M.; Meneguzzo, A. T.; Pozzobon, N.; Ronchese, P.; Rossin, R.; Simonetto, F.; Torassa, E.; Zanetti, M.; Zotto, P.; Zumerle, G.; Braghieri, A.; Magnani, A.; Montagna, P.; Ratti, S. P.; Re, V.; Ressegotti, M.; Riccardi, C.; Salvini, P.; Vai, I.; Vitulo, P.; Alunni Solestizi, L.; Biasini, M.; Bilei, G. M.; Cecchi, C.; Ciangottini, D.; Fanò, L.; Lariccia, P.; Leonardi, R.; Manoni, E.; Mantovani, G.; Mariani, V.; Menichelli, M.; Rossi, A.; Santocchia, A.; Spiga, D.; Androsov, K.; Azzurri, P.; Bagliesi, G.; Bernardini, J.; Boccali, T.; Borrello, L.; Castaldi, R.; Ciocci, M. A.; Dell'Orso, R.; Fedi, G.; Giannini, L.; Giassi, A.; Grippo, M. 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M.; Evans, A.; Hansen, P.; Kalafut, S.; Kubota, Y.; Lesko, Z.; Mans, J.; Nourbakhsh, S.; Ruckstuhl, N.; Rusack, R.; Turkewitz, J.; Acosta, J. G.; Oliveros, S.; Avdeeva, E.; Bloom, K.; Claes, D. R.; Fangmeier, C.; Gonzalez Suarez, R.; Kamalieddin, R.; Kravchenko, I.; Monroy, J.; Siado, J. E.; Snow, G. R.; Stieger, B.; Alyari, M.; Dolen, J.; Godshalk, A.; Harrington, C.; Iashvili, I.; Nguyen, D.; Parker, A.; Rappoccio, S.; Roozbahani, B.; Alverson, G.; Barberis, E.; Hortiangtham, A.; Massironi, A.; Morse, D. M.; Nash, D.; Orimoto, T.; Teixeira De Lima, R.; Trocino, D.; Wood, D.; Bhattacharya, S.; Charaf, O.; Hahn, K. A.; Mucia, N.; Odell, N.; Pollack, B.; Schmitt, M. H.; Sung, K.; Trovato, M.; Velasco, M.; Dev, N.; Hildreth, M.; Hurtado Anampa, K.; Jessop, C.; Karmgard, D. J.; Kellams, N.; Lannon, K.; Loukas, N.; Marinelli, N.; Meng, F.; Mueller, C.; Musienko, Y.; Planer, M.; Reinsvold, A.; Ruchti, R.; Smith, G.; Taroni, S.; Wayne, M.; Wolf, M.; Woodard, A.; Alimena, J.; Antonelli, L.; Bylsma, B.; Durkin, L. S.; Flowers, S.; Francis, B.; Hart, A.; Hill, C.; Ji, W.; Liu, B.; Luo, W.; Puigh, D.; Winer, B. L.; Wulsin, H. W.; Cooperstein, S.; Driga, O.; Elmer, P.; Hardenbrook, J.; Hebda, P.; Higginbotham, S.; Lange, D.; Luo, J.; Marlow, D.; Mei, K.; Ojalvo, I.; Olsen, J.; Palmer, C.; Piroué, P.; Stickland, D.; Tully, C.; Malik, S.; Norberg, S.; Barker, A.; Barnes, V. E.; Das, S.; Folgueras, S.; Gutay, L.; Jha, M. K.; Jones, M.; Jung, A. W.; Khatiwada, A.; Miller, D. H.; Neumeister, N.; Peng, C. C.; Schulte, J. F.; Sun, J.; Wang, F.; Xie, W.; Cheng, T.; Parashar, N.; Stupak, J.; Adair, A.; Akgun, B.; Chen, Z.; Ecklund, K. M.; Geurts, F. J. M.; Guilbaud, M.; Li, W.; Michlin, B.; Northup, M.; Padley, B. P.; Roberts, J.; Rorie, J.; Tu, Z.; Zabel, J.; Bodek, A.; de Barbaro, P.; Demina, R.; Duh, Y. t.; Ferbel, T.; Galanti, M.; Garcia-Bellido, A.; Han, J.; Hindrichs, O.; Khukhunaishvili, A.; Lo, K. H.; Tan, P.; Verzetti, M.; Ciesielski, R.; Goulianos, K.; Mesropian, C.; Agapitos, A.; Chou, J. P.; Gershtein, Y.; Gómez Espinosa, T. A.; Halkiadakis, E.; Heindl, M.; Hughes, E.; Kaplan, S.; Kunnawalkam Elayavalli, R.; Kyriacou, S.; Lath, A.; Montalvo, R.; Nash, K.; Osherson, M.; Saka, H.; Salur, S.; Schnetzer, S.; Sheffield, D.; Somalwar, S.; Stone, R.; Thomas, S.; Thomassen, P.; Walker, M.; Delannoy, A. G.; Foerster, M.; Heideman, J.; Riley, G.; Rose, K.; Spanier, S.; Thapa, K.; Bouhali, O.; Castaneda Hernandez, A.; Celik, A.; Dalchenko, M.; De Mattia, M.; Delgado, A.; Dildick, S.; Eusebi, R.; Gilmore, J.; Huang, T.; Kamon, T.; Mueller, R.; Pakhotin, Y.; Patel, R.; Perloff, A.; Perniè, L.; Rathjens, D.; Safonov, A.; Tatarinov, A.; Ulmer, K. A.; Akchurin, N.; Damgov, J.; De Guio, F.; Dudero, P. R.; Faulkner, J.; Gurpinar, E.; Kunori, S.; Lamichhane, K.; Lee, S. W.; Libeiro, T.; Peltola, T.; Undleeb, S.; Volobouev, I.; Wang, Z.; Greene, S.; Gurrola, A.; Janjam, R.; Johns, W.; Maguire, C.; Melo, A.; Ni, H.; Sheldon, P.; Tuo, S.; Velkovska, J.; Xu, Q.; Arenton, M. W.; Barria, P.; Cox, B.; Hirosky, R.; Ledovskoy, A.; Li, H.; Neu, C.; Sinthuprasith, T.; Wang, Y.; Wolfe, E.; Xia, F.; Harr, R.; Karchin, P. E.; Sturdy, J.; Zaleski, S.; Brodski, M.; Buchanan, J.; Caillol, C.; Dasu, S.; Dodd, L.; Duric, S.; Gomber, B.; Grothe, M.; Herndon, M.; Hervé, A.; Hussain, U.; Klabbers, P.; Lanaro, A.; Levine, A.; Long, K.; Loveless, R.; Pierro, G. A.; Polese, G.; Ruggles, T.; Savin, A.; Smith, N.; Smith, W. H.; Taylor, D.; Woods, N.; CMS Collaboration

    2017-11-01

    A measurement of vector boson scattering and constraints on anomalous quartic gauge couplings from events with two Z bosons and two jets are presented. The analysis is based on a data sample of proton-proton collisions at √{ s } = 13 TeV collected with the CMS detector and corresponding to an integrated luminosity of 35.9 fb-1. The search is performed in the fully leptonic final state ZZ → ℓℓℓ‧ℓ‧, where ℓ ,ℓ‧ = e or μ. The electroweak production of two Z bosons in association with two jets is measured with an observed (expected) significance of 2.7 (1.6) standard deviations. A fiducial cross section for the electroweak production is measured to be σEW (pp → ZZ jj → ℓℓℓ‧ℓ‧ jj) =0.40-0.16+0.21(stat) -0.09+0.13 (syst) fb, which is consistent with the standard model prediction. Limits on anomalous quartic gauge couplings are determined in terms of the effective field theory operators T0, T1, T2, T8, and T9. This is the first measurement of vector boson scattering in the ZZ channel at the LHC.

  19. Development of acoustically lined ejector technology for multitube jet noise suppressor nozzles by model and engine tests over a wide range of jet pressure ratios and temperatures

    NASA Technical Reports Server (NTRS)

    Atvars, J.; Paynter, G. C.; Walker, D. Q.; Wintermeyer, C. F.

    1974-01-01

    An experimental program comprising model nozzle and full-scale engine tests was undertaken to acquire parametric data for acoustically lined ejectors applied to primary jet noise suppression. Ejector lining design technology and acoustical scaling of lined ejector configurations were the major objectives. Ground static tests were run with a J-75 turbojet engine fitted with a 37-tube, area ratio 3.3 suppressor nozzle and two lengths of ejector shroud (L/D = 1 and 2). Seven ejector lining configurations were tested over the engine pressure ratio range of 1.40 to 2.40 with corresponding jet velocities between 305 and 610 M/sec. One-fourth scale model nozzles were tested over a pressure ratio range of 1.40 to 4.0 with jet total temperatures between ambient and 1088 K. Scaling of multielement nozzle ejector configurations was also studied using a single element of the nozzle array with identical ejector lengths and lining materials. Acoustic far field and near field data together with nozzle thrust performance and jet aerodynamic flow profiles are presented.

  20. Geometry of a large-scale, low-angle, midcrustal thrust (Woodroffe Thrust, central Australia)

    NASA Astrophysics Data System (ADS)

    Wex, S.; Mancktelow, N. S.; Hawemann, F.; Camacho, A.; Pennacchioni, G.

    2017-11-01

    The Musgrave Block in central Australia exposes numerous large-scale mylonitic shear zones developed during the intracontinental Petermann Orogeny around 560-520 Ma. The most prominent structure is the crustal-scale, over 600 km long, E-W trending Woodroffe Thrust, which is broadly undulate but generally dips shallowly to moderately to the south and shows an approximately top-to-north sense of movement. The estimated metamorphic conditions of mylonitization indicate a regional variation from predominantly midcrustal (circa 520-620°C and 0.8-1.1 GPa) to lower crustal ( 650°C and 1.0-1.3 GPa) levels in the direction of thrusting, which is also reflected in the distribution of preserved deformation microstructures. This variation in metamorphic conditions is consistent with a south dipping thrust plane but is only small, implying that a ≥60 km long N-S segment of the Woodroffe Thrust was originally shallowly dipping at an average estimated angle of ≤6°. The reconstructed geometry suggests that basement-cored, thick-skinned, midcrustal thrusts can be very shallowly dipping on a scale of many tens of kilometers in the direction of movement. Such a geometry would require the rocks along the thrust to be weak, but field observations (e.g., large volumes of syntectonic pseudotachylyte) argue for a strong behavior, at least transiently. Localization on a low-angle, near-planar structure that crosscuts lithological layers requires a weak precursor, such as a seismic rupture in the middle to lower crust. If this was a single event, the intracontinental earthquake must have been large, with the rupture extending laterally over hundreds of kilometers.

  1. Evaluation and modeling of autonomous attitude thrust control for the Geostation Operational Environmental Satellite (GOES)-8 orbit determination

    NASA Technical Reports Server (NTRS)

    Forcey, W.; Minnie, C. R.; Defazio, R. L.

    1995-01-01

    The Geostationary Operational Environmental Satellite (GOES)-8 experienced a series of orbital perturbations from autonomous attitude control thrusting before perigee raising maneuvers. These perturbations influenced differential correction orbital state solutions determined by the Goddard Space Flight Center (GSFC) Goddard Trajectory Determination System (GTDS). The maneuvers induced significant variations in the converged state vector for solutions using increasingly longer tracking data spans. These solutions were used for planning perigee maneuvers as well as initial estimates for orbit solutions used to evaluate the effectiveness of the perigee raising maneuvers. This paper discusses models for the incorporation of attitude thrust effects into the orbit determination process. Results from definitive attitude solutions are modeled as impulsive thrusts in orbit determination solutions created for GOES-8 mission support. Due to the attitude orientation of GOES-8, analysis results are presented that attempt to absorb the effects of attitude thrusting by including a solution for the coefficient of reflectivity, C(R). Models to represent the attitude maneuvers are tested against orbit determination solutions generated during real-time support of the GOES-8 mission. The modeling techniques discussed in this investigation offer benefits to the remaining missions in the GOES NEXT series. Similar missions with large autonomous attitude control thrusting, such as the Solar and Heliospheric Observatory (SOHO) spacecraft and the INTELSAT series, may also benefit from these results.

  2. Low Thrust Orbital Maneuvers Using Ion Propulsion

    NASA Astrophysics Data System (ADS)

    Ramesh, Eric

    2011-10-01

    Low-thrust maneuver options, such as electric propulsion, offer specific challenges within mission-level Modeling, Simulation, and Analysis (MS&A) tools. This project seeks to transition techniques for simulating low-thrust maneuvers from detailed engineering level simulations such as AGI's Satellite ToolKit (STK) Astrogator to mission level simulations such as the System Effectiveness Analysis Simulation (SEAS). Our project goals are as follows: A) Assess different low-thrust options to achieve various orbital changes; B) Compare such approaches to more conventional, high-thrust profiles; C) Compare computational cost and accuracy of various approaches to calculate and simulate low-thrust maneuvers; D) Recommend methods for implementing low-thrust maneuvers in high-level mission simulations; E) prototype recommended solutions.

  3. Electric current variations and 3D magnetic configuration of coronal jets

    NASA Astrophysics Data System (ADS)

    Schmieder, Brigitte; Harra, Louise K.; Aulanier, Guillaume; Guo, Yang; Demoulin, Pascal; Moreno-Insertis, Fernando, , Prof

    Coronal jets (EUV) were observed by SDO/AIA on September 17, 2010. HMI and THEMIS measured the vector magnetic field from which we derived the magnetic flux, the phostospheric velocity and the vertical electric current. The magnetic configuration was computed with a non linear force-free approach. The phostospheric current pattern of the recurrent jets were associated with the quasi-separatrix layers deduced from the magnetic extrapolation. The large twisted near-by Eiffel-tower-shape jet was also caused by reconnection in current layers containing a null point. This jet cannot be classified precisely within either the quiescent or the blowout jet types. We will show the importance of the existence of bald patches in the low atmosphere

  4. A possible explanation for foreland thrust propagation

    NASA Astrophysics Data System (ADS)

    Panian, John; Pilant, Walter

    1990-06-01

    A common feature of thin-skinned fold and thrust belts is the sequential nature of foreland directed thrust systems. As a rule, younger thrusts develop in the footwalls of older thrusts, the whole sequence propagating towards the foreland in the transport direction. As each new younger thrust develops, the entire sequence is thickened; particularly in the frontal region. The compressive toe region can be likened to an advancing wave; as the mountainous thrust belt advanced the down-surface slope stresses drive thrusts ahead of it much like a surfboard rider. In an attempt to investigate the stresses in the frontal regions of thrustsheets, a numerical method has been devised from the algorithm given by McTigue and Mei [1981]. The algorithm yields a quickly computed approximate solution of the gravity- and tectonic-induced stresses of a two-dimensional homogeneous elastic half-space with an arbitrarily shaped free surface of small slope. A comparison of the numerical method with analytical examples shows excellent agreement. The numerical method was devised because it greatly facilitates the stress calculations and frees one from using the restrictive, simple topographic profiles necessary to obtain an analytical solution. The numerical version of the McTigue and Mei algorithm shows that there is a region of increased maximum resolved shear stress, τ, directly beneath the toe of the overthrust sheet. Utilizing the Mohr-Coulomb failure criterion, predicted fault lines are computed. It is shown that they flatten and become horizontal in some portions of this zone of increased τ. Thrust sheets are known to advance upon weak decollement zones. If there is a coincidence of increased τ, a weak rock layer, and a potential fault line parallel to this weak layer, we have in place all the elements necessary to initiate a new thrusting event. That is, this combination acts as a nucleating center to initiate a new thrusting event. Therefore, thrusts develop in sequence

  5. An experimental investigation of two-dimensional thrust augmenting ejectors, part 2

    NASA Technical Reports Server (NTRS)

    Bernal, L.; Sarohia, V.

    1984-01-01

    The flow-field within a two-dimensional thrust augmenting ejector has been documented experimentally. Results are presented on the mean velocity field and the turbulent correlations by Laser Doppler Velocimeter, surface pressure distribution, surface temperature distribution, and thrust performance for two shroud geometries. The maximum primary nozzle pressure ratio tested was 3.0. The tests were conducted at primary nozzle temperature ratios of 1.0, 1.8 and 2.7. Two ejector characteristic lengths have been identified based on the dynamics of the ejector flow field, i.e., a minimum length L sub m below which no significant mixing occurs, and a critical length L sub c associated with the development of U'V' correlation in the ejector. These characteristic lengths divide the ejector flow field into three distinctive regions: the entrance region where there is no direct interaction between the primary flow and the ejector shroud; the interaction region where there is an increased momentum of induced flow near the shroud surface; and a pipe flow region characterized by an increased skin friction where x is the distance downstream from the ejector inlet. The effect of the coflowing induced flow has been shown to produce inside the ejector a centerline velocity that has increased over the free-jet data.

  6. Real-time measurements of jet aircraft engine exhaust.

    PubMed

    Rogers, Fred; Arnott, Pat; Zielinska, Barbara; Sagebiel, John; Kelly, Kerry E; Wagner, David; Lighty, JoAnn S; Sarofim, Adel F

    2005-05-01

    Particulate-phase exhaust properties from two different types of ground-based jet aircraft engines--high-thrust and turboshaft--were studied with real-time instruments on a portable pallet and additional time-integrated sampling devices. The real-time instruments successfully characterized rapidly changing particulate mass, light absorption, and polycyclic aromatic hydrocarbon (PAH) content. The integrated measurements included particulate-size distributions, PAH, and carbon concentrations for an entire test run (i.e., "run-integrated" measurements). In all cases, the particle-size distributions showed single modes peaking at 20-40nm diameter. Measurements of exhaust from high-thrust F404 engines showed relatively low-light absorption compared with exhaust from a turboshaft engine. Particulate-phase PAH measurements generally varied in phase with both net particulate mass and with light-absorbing particulate concentrations. Unexplained response behavior sometimes occurred with the real-time PAH analyzer, although on average the real-time and integrated PAH methods agreed within the same order of magnitude found in earlier investigations.

  7. Jet-induced ground effects on a parametric flat-plate model in hover

    NASA Technical Reports Server (NTRS)

    Wardwell, Douglas A.; Hange, Craig E.; Kuhn, Richard E.; Stewart, Vearl R.

    1993-01-01

    The jet-induced forces generated on short takeoff and vertical landing (STOVL) aircraft when in close proximity to the ground can have a significant effect on aircraft performance. Therefore, accurate predictions of these aerodynamic characteristics are highly desirable. Empirical procedures for estimating jet-induced forces during the vertical/short takeoff and landing (V/STOL) portions of the flight envelope are currently limited in accuracy. The jet-induced force data presented significantly add to the current STOVL configurations data base. Further development of empirical prediction methods for jet-induced forces, to provide more configuration diversity and improved overall accuracy, depends on the viability of this STOVL data base. The data base may also be used to validate computational fluid dynamics (CFD) analysis codes. The hover data obtained at the NASA Ames Jet Calibration and Hover Test (JCAHT) facility for a parametric flat-plate model is presented. The model tested was designed to allow variations in the planform aspect ratio, number of jets, nozzle shape, and jet location. There were 31 different planform/nozzle configurations tested. Each configuration had numerous pressure taps installed to measure the pressures on the undersurface of the model. All pressure data along with the balance jet-induced lift and pitching-moment increments are tabulated. For selected runs, pressure data are presented in the form of contour plots that show lines of constant pressure coefficient on the model undersurface. Nozzle-thrust calibrations and jet flow-pressure survey information are also provided.

  8. High-power, null-type, inverted pendulum thrust stand.

    PubMed

    Xu, Kunning G; Walker, Mitchell L R

    2009-05-01

    This article presents the theory and operation of a null-type, inverted pendulum thrust stand. The thrust stand design supports thrusters having a total mass up to 250 kg and measures thrust over a range of 1 mN to 5 N. The design uses a conventional inverted pendulum to increase sensitivity, coupled with a null-type feature to eliminate thrust alignment error due to deflection of thrust. The thrust stand position serves as the input to the null-circuit feedback control system and the output is the current to an electromagnetic actuator. Mechanical oscillations are actively damped with an electromagnetic damper. A closed-loop inclination system levels the stand while an active cooling system minimizes thermal effects. The thrust stand incorporates an in situ calibration rig. The thrust of a 3.4 kW Hall thruster is measured for thrust levels up to 230 mN. The uncertainty of the thrust measurements in this experiment is +/-0.6%, determined by examination of the hysteresis, drift of the zero offset and calibration slope variation.

  9. Thrusting and back-thrusting as post-emplacement kinematics of the Almora klippe: Insights from Low-temperature thermochronology

    NASA Astrophysics Data System (ADS)

    Patel, R. C.; Singh, Paramjeet; Lal, Nand

    2015-06-01

    Crystalline klippen over the Lesser Himalayan Sequence (LHS) in the Kumaon and Garhwal regions of NW-Himalaya, are the representative of southern portion of the Main Central Thrust (MCT) hanging wall. These were tectonically transported over the juxtaposed thrust sheets (Berinag, Tons and Ramgarh) of the LHS zone along the MCT. These klippen comprise of NW-SE trending synformal folded thrust sheet bounded by thrusts in the south and north. In the present study, the exhumation histories of two well-known klippen namely Almora and Baijnath, and the Ramgarh thrust sheet, in the Kumaon and Garhwal regions vis-a-vis Himalayan orogeny have been investigated using Apatite Fission Track (AFT) ages. Along a ~ 60 km long orogen perpendicular transect across the Almora klippe and the Ramgarh thrust sheet, 16 AFT cooling ages from the Almora klippe and 2 from the Ramgarh thrust sheet have been found to range from 3.7 ± 0.8 to 13.2 ± 2.7 Ma, and 6.3 ± 0.8 to 7.2 ± 1.0 Ma respectively. From LHS meta-sedimentary rocks only a single AFT age of 3.6 ± 0.8 Ma could be obtained. Three AFT ages from the Baijnath klippe range between 4.7 ± 0.5 and 6.6 ± 0.8 Ma. AFT ages and exhumation rates of different klippen show a dynamic coupling between tectonic and erosion processes in the Kumaon and Garhwal regions of NW-Himalaya. However, the tectonic processes play a dominant role in controlling the exhumation. Thrusting and back thrusting within the Almora klippe and Ramgarh thrust sheet are the post-emplacement kinematics that controlled the exhumation of the Almora klippe. Combining these results with the already published AFT ages from the crystalline klippen and the Higher Himalayan Crystalline (HHC), the kinematics of emplacement of the klippen over the LHS and exhumation pattern across the MCT in the Kumaon and Garhwal regions of NW-Himalaya have been investigated.

  10. Techniques utilized in the simulated altitude testing of a 2D-CD vectoring and reversing nozzle

    NASA Technical Reports Server (NTRS)

    Block, H. Bruce; Bryant, Lively; Dicus, John H.; Moore, Allan S.; Burns, Maureen E.; Solomon, Robert F.; Sheer, Irving

    1988-01-01

    Simulated altitude testing of a two-dimensional, convergent-divergent, thrust vectoring and reversing exhaust nozzle was accomplished. An important objective of this test was to develop test hardware and techniques to properly operate a vectoring and reversing nozzle within the confines of an altitude test facility. This report presents detailed information on the major test support systems utilized, the operational performance of the systems and the problems encountered, and test equipment improvements recommended for future tests. The most challenging support systems included the multi-axis thrust measurement system, vectored and reverse exhaust gas collection systems, and infrared temperature measurement systems used to evaluate and monitor the nozzle. The feasibility of testing a vectoring and reversing nozzle of this type in an altitude chamber was successfully demonstrated. Supporting systems performed as required. During reverser operation, engine exhaust gases were successfully captured and turned downstream. However, a small amount of exhaust gas spilled out the collector ducts' inlet openings when the reverser was opened more than 60 percent. The spillage did not affect engine or nozzle performance. The three infrared systems which viewed the nozzle through the exhaust collection system worked remarkably well considering the harsh environment.

  11. Linear Polarization Properties of Parsec-Scale AGN Jets

    NASA Astrophysics Data System (ADS)

    Pushkarev, Alexander; Kovalev, Yuri; Lister, Matthew; Savolainen, Tuomas; Aller, Margo; Aller, Hugh; Hodge, Mary

    2017-12-01

    We used 15 GHz multi-epoch Very Long Baseline Array (VLBA) polarization sensitive observations of 484 sources within a time interval 1996--2016 from the MOJAVE program, and also from the NRAO data archive. We have analyzed the linear polarization characteristics of the compact core features and regions downstream, and their changes along and across the parsec-scale active galactic nuclei (AGN) jets. We detected a significant increase of fractional polarization with distance from the radio core along the jet as well as towards the jet edges. Compared to quasars, BL Lacs have a higher degree of polarization and exhibit more stable electric vector position angles (EVPAs) in their core features and a better alignment of the EVPAs with the local jet direction. The latter is accompanied by a higher degree of linear polarization, suggesting that compact bright jet features might be strong transverse shocks, which enhance magnetic field regularity by compression.

  12. Thrust Performance Evaluation of a Turbofan Engine Based on Exergetic Approach and Thrust Management in Aircraft

    NASA Astrophysics Data System (ADS)

    Yalcin, Enver

    2017-05-01

    The environmental parameters such as temperature and air pressure which are changing depending on altitudes are effective on thrust and fuel consumption of aircraft engines. In flights with long routes, thrust management function in airplane information system has a structure that ensures altitude and performance management. This study focused on thrust changes throughout all flight were examined by taking into consideration their energy and exergy performances for fuel consumption of an aircraft engine used in flight with long route were taken as reference. The energetic and exergetic performance evaluations were made under the various altitude conditions. The thrust changes for different altitude conditions were obtained to be at 86.53 % in descending direction and at 142.58 % in ascending direction while the energy and exergy efficiency changes for the referenced engine were found to be at 80.77 % and 84.45 %, respectively. The results revealed here can be helpful to manage thrust and reduce fuel consumption, but engine performance will be in accordance with operation requirements.

  13. Exoskeletal Engine Concept: Feasibility Studies for Medium and Small Thrust Engines

    NASA Technical Reports Server (NTRS)

    Halliwell, Ian

    2001-01-01

    The exoskeletal engine concept is one in which the shafts and disks are eliminated and are replaced by rotating casings that support the blades in spanwise compression. Omission of the shafts and disks leads to an open channel at the engine centerline. This has immense potential for reduced jet noise and for the accomodation of an alternative form of thruster for use in a combined cycle. The use of ceramic composite materials has the potential for significantly reduced weight as well as higher working temperatures without cooling air. The exoskeletal configuration is also a natural stepping-stone to complete counter-rotating turbomachinery. Ultimately this will lead to reductions in weight, length, parts count and improved efficiency. The feasibility studies are in three parts. Part I-Systems and Component Requirements addressed the mechanical aspects of components from a functionality perspective. This effort laid the groundwork for preliminary design studies. Although important, it is not felt to be particularly original, and has therefore not been included in the current overview. Part 2-Preliminary Design Studies turned to some of the cycle and performance issues inherent in an exoskeletal configuration and some initial attempts at preliminary design of turbomachinery were described. Twin-spoon and single-spool 25.800-lbf-thrust turbofans were used as reference vehicles in a mid-size commercial subsonic category in addition to a single-spool 5,000-lbf-thrust turbofan that represented a general aviation application. The exoskeletal engine, with its open centerline, has tremendous potential for noise suppression and some preliminary analysis was done which began to quantify the benefits. Part 3-Additional Preliminary Design Studies revisited the design of single-spool 25,800-lbf-thrust turbofan configurations, but in addition to the original FPR = 1.6 and BPR = 5.1 reference engine, two additional configurations used FPR = 2.4 and BPR = 3.0 and FPR = 3.2 and BPR

  14. Exoskeletal Engine Concept: Feasibility Studies for Medium and Small Thrust Engines

    NASA Technical Reports Server (NTRS)

    Halliwell, Ian

    2001-01-01

    The exoskeletal engine concept is one in which the shafts and disks are eliminated and are replaced by rotating casings that support the blades in spanwise compression. Omission of the shafts and disks leads to an open channel at the engine centerline. This has immense potential for reduced jet noise and for the accommodation of an alternative form of thruster for use in a combined cycle. The use of ceramic composite materials has the potential for significantly reduced weight as well as higher working temperatures without cooling air. The exoskeletal configuration is also a natural stepping-stone to complete counter-rotating turbomachinery. Ultimately this will lead to reductions in weight, length, parts count and improved efficiency. The feasibility studies are in three parts. Part 1: Systems and Component Requirements addressed the mechanical aspects of components from a functionality perspective. This effort laid the groundwork for preliminary design studies. Although important, it is not felt to be particularly original, and has therefore not been included in the current overview. Part 2: Preliminary Design Studies turned to some of the cycle and performance issues inherent in an exoskeletal configuration and some initial attempts at preliminary design of turbomachinery were described. Twin-spoon and single-spool 25,800-lbf-thrust turbofans were used as reference vehicles in a mid-size commercial subsonic category in addition to a single-spool 5,000-lbf-thrust turbofan that represented a general aviation application. The exoskeletal engine, with its open centerline, has tremendous potential for noise suppression and some preliminary analysis was done which began to quantify the benefits. Part 3: Additional Preliminary Design Studies revisited the design of single-spool 25,800-lbf-thrust turbofan configurations, but in addition to the original FPR = 1.6 and BPR = 5.1 reference engine. two additional configurations used FPR = 2.4 and BPR = 3.0 and FPR = 3.2 and

  15. Characterising dark matter searches at colliders and direct detection experiments: Vector mediators

    DOE PAGES

    Buchmueller, Oliver; Dolan, Matthew J.; Malik, Sarah A.; ...

    2015-01-09

    We introduce a Minimal Simplified Dark Matter (MSDM) framework to quantitatively characterise dark matter (DM) searches at the LHC. We study two MSDM models where the DM is a Dirac fermion which interacts with a vector and axial-vector mediator. The models are characterised by four parameters: m DM, M med , g DM and g q, the DM and mediator masses, and the mediator couplings to DM and quarks respectively. The MSDM models accurately capture the full event kinematics, and the dependence on all masses and couplings can be systematically studied. The interpretation of mono-jet searches in this framework canmore » be used to establish an equal-footing comparison with direct detection experiments. For theories with a vector mediator, LHC mono-jet searches possess better sensitivity than direct detection searches for light DM masses (≲5 GeV). For axial-vector mediators, LHC and direct detection searches generally probe orthogonal directions in the parameter space. We explore the projected limits of these searches from the ultimate reach of the LHC and multi-ton xenon direct detection experiments, and find that the complementarity of the searches remains. In conclusion, we provide a comparison of limits in the MSDM and effective field theory (EFT) frameworks to highlight the deficiencies of the EFT framework, particularly when exploring the complementarity of mono-jet and direct detection searches.« less

  16. Multiple Mode Actuation of a Turbulent Jet

    NASA Technical Reports Server (NTRS)

    Pack, LaTunia G.; Seifert, Avi

    2001-01-01

    The effects of multiple mode periodic excitation on the evolution of a circular turbulent jet were studied experimentally. A short, wide-angle diffuser was attached to the jet exit. Streamwise and cross-stream excitations were introduced at the junction between the jet exit and the diffuser inlet on opposing sides of the jet. The introduction of high amplitude, periodic excitation in the streamwise direction enhances the mixing and promotes attachment of the jet shear-layer to the diffuser wall. Cross-stream excitation applied over a fraction of the jet circumference can deflect the jet away from the excitation slot. The two modes of excitation were combined using identical frequencies and varying the relative phase between the two actuators in search of an optimal response. It is shown that, for low and moderate periodic momentum input levels, the jet deflection angles depend strongly on the relative phase between the two actuators. Optimum performance is achieved when the phase difference is pi +/- pi/6. The lower effectiveness of the equal phase excitation is attributed to the generation of an azimuthally symmetric mode that does not produce the required non-axisymmetric vectoring. For high excitation levels, identical phase becomes more effective, while phase sensitivity decreases. An important finding was that with proper phase tuning, two unsteady actuators can be combined to obtain a non-linear response greater than the superposition of the individual effects.

  17. Advanced Noise Abatement Procedures for a Supersonic Business Jet

    NASA Technical Reports Server (NTRS)

    Berton, Jeffrey J.; Jones, Scott M.; Seidel, Jonathan A.; Huff, Dennis L.

    2017-01-01

    Supersonic civil aircraft present a unique noise certification challenge. High specific thrust required for supersonic cruise results in high engine exhaust velocity and high levels of jet noise during takeoff. Aerodynamics of thin, low-aspect-ratio wings equipped with relatively simple flap systems deepen the challenge. Advanced noise abatement procedures have been proposed for supersonic aircraft. These procedures promise to reduce airport noise, but they may require departures from normal reference procedures defined in noise regulations. The subject of this report is a takeoff performance and noise assessment of a notional supersonic business jet. Analytical models of an airframe and a supersonic engine derived from a contemporary subsonic turbofan core are developed. These models are used to predict takeoff trajectories and noise. Results indicate advanced noise abatement takeoff procedures are helpful in reducing noise along lateral sidelines.

  18. Thrust Breakdown Characteristics of Conventional Propellers

    DTIC Science & Technology

    2007-09-01

    extends beyond the trailing edge of the blade . These sheets violently collapse as the blade moves out of the wake deficit produced by the hull. This...thrust breakdown, vibration, noise , erosion and blade damage. Propellers operating with enough cavitation to cause thrust breakdown can experience...7 Figure 5. Sensitivity of thrust reduction to harmonic content in wake (Prop 5491) .................. 8 Figure 6. Comparison of

  19. The mechanics of locomotion in the squid Loligo pealei: locomotory function and unsteady hydrodynamics of the jet and intramantle pressure.

    PubMed

    Anderson, E J; DeMont, M E

    2000-09-01

    High-speed, high-resolution digital video recordings of swimming squid (Loligo pealei) were acquired. These recordings were used to determine very accurate swimming kinematics, body deformations and mantle cavity volume. The time-varying squid profile was digitized automatically from the acquired swimming sequences. Mantle cavity volume flow rates were determined under the assumption of axisymmetry and the condition of incompressibility. The data were then used to calculate jet velocity, jet thrust and intramantle pressure, including unsteady effects. Because of the accurate measurements of volume flow rate, the standard use of estimated discharge coefficients was avoided. Equations for jet and whole-cycle propulsive efficiency were developed, including a general equation incorporating unsteady effects. Squid were observed to eject up to 94 % of their intramantle working fluid at relatively high swimming speeds. As a result, the standard use of the so-called large-reservoir approximation in the determination of intramantle pressure by the Bernoulli equation leads to significant errors in calculating intramantle pressure from jet velocity and vice versa. The failure of this approximation in squid locomotion also implies that pressure variation throughout the mantle cannot be ignored. In addition, the unsteady terms of the Bernoulli equation and the momentum equation proved to be significant to the determination of intramantle pressure and jet thrust. Equations of propulsive efficiency derived for squid did not resemble Froude efficiency. Instead, they resembled the equation of rocket motor propulsive efficiency. The Froude equation was found to underestimate the propulsive efficiency of the jet period of the squid locomotory cycle and to overestimate whole-cycle propulsive efficiency when compared with efficiencies calculated from equations derived with the squid locomotory apparatus in mind. The equations for squid propulsive efficiency reveal that the refill

  20. In-flight thrust determination

    NASA Technical Reports Server (NTRS)

    Abernethy, Robert B.; Adams, Gary R.; Ascough, John C.; Baer-Riedhart, Jennifer L.; Balkcom, George H.; Biesiadny, Thomas

    1986-01-01

    The major aspects of processes that may be used for the determination of in-flight thrust are reviewed. Basic definitions are presented as well as analytical and ground-test methods for gathering data and calculating the thrust of the propulsion system during the flight development program of the aircraft. Test analysis examples include a single-exhaust turbofan, an intermediate-cowl turbofan, and a mixed-flow afterburning turbofan.

  1. Optimal high- and low-thrust geocentric transfer

    NASA Technical Reports Server (NTRS)

    Sackett, L. L.; Edelbaum, T. N.

    1974-01-01

    A computer code which rapidly calculates time optimal combined high- and low-thrust transfers between two geocentric orbits in the presence of a strong gravitational field has been developed as a mission analysis tool. The low-thrust portion of the transfer can be between any two arbitrary ellipses. There is an option for including the effect of two initial high-thrust impulses which would raise the spacecraft from a low, initially circular orbit to the initial orbit for the low-thrust portion of the transfer. In addition, the effect of a single final impulse after the low-thrust portion of the transfer may be included. The total Delta V for the initial two impulses must be specified as well as the Delta V for the final impulse. Either solar electric or nuclear electric propulsion can be assumed for the low-thrust phase of the transfer.

  2. Low-thrust trajectory optimization of asteroid sample return mission with multiple revolutions and moon gravity assists

    NASA Astrophysics Data System (ADS)

    Tang, Gao; Jiang, FanHuag; Li, JunFeng

    2015-11-01

    Near-Earth asteroids have gained a lot of interest and the development in low-thrust propulsion technology makes complex deep space exploration missions possible. A mission from low-Earth orbit using low-thrust electric propulsion system to rendezvous with near-Earth asteroid and bring sample back is investigated. By dividing the mission into five segments, the complex mission is solved separately. Then different methods are used to find optimal trajectories for every segment. Multiple revolutions around the Earth and multiple Moon gravity assists are used to decrease the fuel consumption to escape from the Earth. To avoid possible numerical difficulty of indirect methods, a direct method to parameterize the switching moment and direction of thrust vector is proposed. To maximize the mass of sample, optimal control theory and homotopic approach are applied to find the optimal trajectory. Direct methods of finding proper time to brake the spacecraft using Moon gravity assist are also proposed. Practical techniques including both direct and indirect methods are investigated to optimize trajectories for different segments and they can be easily extended to other missions and more precise dynamic model.

  3. Tubular copper thrust chamber design study

    NASA Technical Reports Server (NTRS)

    Masters, A. I.; Galler, D. E.

    1992-01-01

    The use of copper tubular thrust chambers is particularly important in high performance expander cycle space engines. Tubular chambers have more surface area than flat wall chambers, and this extra surface area provides enhanced heat transfer for additional energy to power the cycle. This paper was divided into two sections: (1) a thermal analysis and sensitivity study; and (2) a preliminary design of a selected thrust chamber configuration. The thermal analysis consisted of a statistical optimization to determine the optimum tube geometry, tube booking, thrust chamber geometry, and cooling routing to achieve the maximum upper limit chamber pressure for a 25,000 pound thrust engine. The preliminary design effort produced a layout drawing of a tubular thrust chamber that is three inches shorter than the Advanced Expander Test Bed (AETB) milled channel chamber but is predicted to provide a five percent increase in heat transfer. Testing this chamber in the AETB would confirm the inherent advantages of tubular chamber construction and heat transfer.

  4. Alternative model of thrust-fault propagation

    NASA Astrophysics Data System (ADS)

    Eisenstadt, Gloria; de Paor, Declan G.

    1987-07-01

    A widely accepted explanation for the geometry of thrust faults is that initial failures occur on deeply buried planes of weak rock and that thrust faults propagate toward the surface along a staircase trajectory. We propose an alternative model that applies Gretener's beam-failure mechanism to a multilayered sequence. Invoking compatibility conditions, which demand that a thrust propagate both upsection and downsection, we suggest that ramps form first, at shallow levels, and are subsequently connected by flat faults. This hypothesis also explains the formation of many minor structures associated with thrusts, such as backthrusts, wedge structures, pop-ups, and duplexes, and provides a unified conceptual framework in which to evaluate field observations.

  5. Combination radial and thrust magnetic bearing

    NASA Technical Reports Server (NTRS)

    Blumenstock, Kenneth A. (Inventor)

    2002-01-01

    A combination radial and thrust magnetic bearing is disclosed that allows for both radial and thrust axes control of an associated shaft. The combination radial and thrust magnetic bearing comprises a rotor and a stator. The rotor comprises a shaft, and first and second rotor pairs each having respective rotor elements. The stator comprises first and second stator elements and a magnet-sensor disk. In one embodiment, each stator element has a plurality of split-poles and a corresponding plurality of radial force coils and, in another embodiment, each stator element does not require thrust force coils, and radial force coils are replaced by double the plurality of coils serving as an outer member of each split-pole half.

  6. Experimental research on electric propulsion. Note 5: Experimental study of a magnetic field stabilized arc-jet

    NASA Technical Reports Server (NTRS)

    Robotti, A. C.; Oggero, M.

    1984-01-01

    The possibility of using an electric arc under the influence of a magnetic field in ambient air to transform the heat energy of the working fluid arc into the kinetic energy of the jet was investigated. A convergent-divergent type nozzle was used. Variation of specific thrust and chamber pressure are discussed. Nitrogen was the propellant used.

  7. Analysis of gas jetting and fumarole acoustics at Aso Volcano, Japan

    DOE PAGES

    McKee, Kathleen; Fee, David; Yokoo, Akihiko; ...

    2017-03-30

    The gas-thrust region of a large volcanic eruption column is predominately a momentum-driven, fluid flow process that perturbs the atmosphere and produces sound akin to noise from jet and rocket engines, termed “jet noise”. In this paper, we aim to enhance understanding of large-scale volcanic jets by studying an accessible, less hazardous fumarolic jet. We characterize the acoustic signature of ~ 2.5-meter wide vigorously jetting fumarole at Aso Volcano, Japan using a 5-element infrasound array located on the nearby crater. The fumarole opened on 13 July 2015 on the southwest flank of the partially collapsed pyroclastic cone within Aso Volcano'smore » Naka-dake crater and had persistent gas jetting, which produced significant audible jet noise. The array was ~ 220 m from the fumarole and 57.6° from the vertical jet axis, a recording angle not typically feasible in volcanic environments. Array processing is performed to distinguish fumarolic jet noise from wind. Highly correlated periods are characterized by sustained, low-amplitude signal with a 7–10 Hz spectral peak. Finite difference time domain method numerical modeling suggests the influence of topography near the vent and along the propagation path significantly affects the spectral content, complicating comparisons with laboratory jet noise. The fumarolic jet has a low estimated Mach number (0.3 to 0.4) and measured temperature of ~ 260 °C. The Strouhal number for infrasound from volcanic jet flows and geysers is not known; thus we assume a peak Strouhal number of 0.19 based on pure-air laboratory jet experiments. This assumption leads to an estimated exit velocity of the fumarole of ~ 79 to 132 m/s. Finally, using published gas composition data from 2003 to 2009, the fumarolic vent area estimated from thermal infrared images, and estimated jet velocity, we estimate total volatile flux at ~ 160–270 kg/s (14,000–23,000 t/d).« less

  8. Analysis of gas jetting and fumarole acoustics at Aso Volcano, Japan

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    McKee, Kathleen; Fee, David; Yokoo, Akihiko

    The gas-thrust region of a large volcanic eruption column is predominately a momentum-driven, fluid flow process that perturbs the atmosphere and produces sound akin to noise from jet and rocket engines, termed “jet noise”. In this paper, we aim to enhance understanding of large-scale volcanic jets by studying an accessible, less hazardous fumarolic jet. We characterize the acoustic signature of ~ 2.5-meter wide vigorously jetting fumarole at Aso Volcano, Japan using a 5-element infrasound array located on the nearby crater. The fumarole opened on 13 July 2015 on the southwest flank of the partially collapsed pyroclastic cone within Aso Volcano'smore » Naka-dake crater and had persistent gas jetting, which produced significant audible jet noise. The array was ~ 220 m from the fumarole and 57.6° from the vertical jet axis, a recording angle not typically feasible in volcanic environments. Array processing is performed to distinguish fumarolic jet noise from wind. Highly correlated periods are characterized by sustained, low-amplitude signal with a 7–10 Hz spectral peak. Finite difference time domain method numerical modeling suggests the influence of topography near the vent and along the propagation path significantly affects the spectral content, complicating comparisons with laboratory jet noise. The fumarolic jet has a low estimated Mach number (0.3 to 0.4) and measured temperature of ~ 260 °C. The Strouhal number for infrasound from volcanic jet flows and geysers is not known; thus we assume a peak Strouhal number of 0.19 based on pure-air laboratory jet experiments. This assumption leads to an estimated exit velocity of the fumarole of ~ 79 to 132 m/s. Finally, using published gas composition data from 2003 to 2009, the fumarolic vent area estimated from thermal infrared images, and estimated jet velocity, we estimate total volatile flux at ~ 160–270 kg/s (14,000–23,000 t/d).« less

  9. Flight and Preflight Tests of a Ram Jet Burning Magnesium Slurry Fuel and Utilizing a Solid-propellant Gas Generator for Fuel Expulsion

    NASA Technical Reports Server (NTRS)

    Bartlett, Walter, A , jr; Hagginbotham, William K , Jr

    1955-01-01

    Data obtained from the first flight test of a ram jet utilizing a magnesium slurry fuel are presented. The ram jet accelerated from a Mach number of 1.75 to a Mach number of 3.48 in 15.5 seconds. During this period a maximum values of air specific impulse and gross thrust coefficient were calculated to be 151 seconds and 0.658, respectively. The rocket gas generator used as a fuel-pumping system operated successfully.

  10. Thrust Control Loop Design for Electric-Powered UAV

    NASA Astrophysics Data System (ADS)

    Byun, Heejae; Park, Sanghyuk

    2018-04-01

    This paper describes a process of designing a thrust control loop for an electric-powered fixed-wing unmanned aerial vehicle equipped with a propeller and a motor. In particular, the modeling method of the thrust system for thrust control is described in detail and the propeller thrust and torque force are modeled using blade element theory. A relation between current and torque of the motor is obtained using an experimental setup. Another relation between current, voltage and angular velocity is also obtained. The electric motor and the propeller dynamics are combined to model the thrust dynamics. The associated trim and linearization equations are derived. Then, the thrust dynamics are coupled with the flight dynamics to allow a proper design for the thrust loop in the flight control. The proposed method is validated by an application to a testbed UAV through simulations and flight test.

  11. Numerical simulation of air distribution in a room with a sidewall jet under benchmark test conditions

    NASA Astrophysics Data System (ADS)

    Zasimova, Marina; Ivanov, Nikolay

    2018-05-01

    The goal of the study is to validate Large Eddy Simulation (LES) data on mixing ventilation in an isothermal room at conditions of benchmark experiments by Hurnik et al. (2015). The focus is on the accuracy of the mean and rms velocity fields prediction in the quasi-free jet zone of the room with 3D jet supplied from a sidewall rectangular diffuser. Calculations were carried out using the ANSYS Fluent 16.2 software with an algebraic wall-modeled LES subgrid-scale model. CFD results on the mean velocity vector are compared with the Laser Doppler Anemometry data. The difference between the mean velocity vector and the mean air speed in the jet zone, both LES-computed, is presented and discussed.

  12. Annular Internal-External-Expansion Rocket Nozzles for Large Booster Applications

    NASA Technical Reports Server (NTRS)

    Connors, James F.; Cubbison, Robert W.; Mitchell, Glenn A.

    1961-01-01

    For large-thrust booster applications, annular rocket nozzles employing both internal and external expansion are investigated. In these nozzles, free-stream air flows through the center as well as around the outside of the exiting jet. Flaps for deflecting the rocket exhaust are incorporated on the external-expansion surface for thrust-vector control. In order to define nozzle off-design performance, thrust vectoring effectiveness, and external stream effects, an experimental investigation was conducted on two annular nozzles with area ratios of 15 and 25 at Mach 0, 2, and 3 in the Lewis 10- by 10-foot wind tunnel. Air, pressurized to 600 pounds per square inch absolute, was used to simulate the exhaust flow. For a nozzle-pressure-ratio range of 40 to 1000, the ratio of actual to ideal thrust was essentially constant at 0.98 for both nozzles. Compared with conventional convergent-divergent configurations on hypothetical boost missions, the performance gains of the annular nozzle could yield significant orbital payload increases (possibly 8 to 17 percent). A single flap on the external-expansion surface of the area-ratio-25 annular nozzle produced a side force equal to 4 percent of the axial force with no measurable loss in axial thrust.

  13. Performance of large-bore tapered-roller bearings under combined radial and thrust load at shaft speeds to 15,000 rpm

    NASA Technical Reports Server (NTRS)

    Parker, R. J.; Signer, H. R.

    1977-01-01

    The performance of 120.65-mm bore tapered roller bearings was investigated at shaft speeds up to 15,000 rpm. Temperature distribution and bearing heat generation were determined as a function of shaft speed, radial and thrust loads, lubricant flow rate, and lubricant inlet temperature. Lubricant was supplied by either jets or by a combination of holes through the cone directly to the cone-rib contact and jets at the roller small-end side. Cone-rib lubrication significantly improved high-speed tapered-roller bearing performance, yielding lower cone-face temperatures and lower power loss and allowing lower lubricant flow rates for a given speed condition. Bearing temperatures increased with increased shaft speed and decreased with increased lubricant flow rate. Bearing power loss increased with increased shaft speed and increased lubricant flow rate.

  14. Extended performance solar electric propulsion thrust system study. Volume 2: Baseline thrust system

    NASA Technical Reports Server (NTRS)

    Poeschel, R. L.; Hawthorne, E. I.

    1977-01-01

    Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30- cm engineering model thruster as the technology base. Emphasis was placed on relatively high-power missions (60 to 100 kW) such as a Halley's comet rendezvous. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed in sufficient detail for comparing mass, efficiency, reliability, structure, and thermal characteristics. Confirmation testing and analysis of thruster and power-processing components were performed, and the feasibility of satisfying extended performance requirements was verified. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. The baseline thrust system design features modular construction, conventional power processing, and a concentractor solar array concept and is designed to interface with the space shuttle.

  15. Small-scale test program to develop a more efficient swivel nozzle thrust deflector for V/STOL lift/cruise engines

    NASA Technical Reports Server (NTRS)

    Schlundt, D. W.

    1976-01-01

    The installed performance degradation of a swivel nozzle thrust deflector system obtained during increased vectoring angles of a large-scale test program was investigated and improved. Small-scale models were used to generate performance data for analyzing selected swivel nozzle configurations. A single-swivel nozzle design model with five different nozzle configurations and a twin-swivel nozzle design model, scaled to 0.15 size of the large-scale test hardware, were statically tested at low exhaust pressure ratios of 1.4, 1.3, 1.2, and 1.1 and vectored at four nozzle positions from 0 deg cruise through 90 deg vertical used for the VTOL mode.

  16. Target thrust measurement for applied-field magnetoplasmadynamic thruster

    NASA Astrophysics Data System (ADS)

    Wang, B.; Yang, W.; Tang, H.; Li, Z.; Kitaeva, A.; Chen, Z.; Cao, J.; Herdrich, G.; Zhang, K.

    2018-07-01

    In this paper, we present a flat target thrust stand which is designed to measure the thrust of a steady-state applied-field magnetoplasmadynamic thruster (AF-MPDT). In our experiments we varied target-thruster distances and target size to analyze their influence on the target thrust measurement results. The obtained thrust-distance curves increase to local maximum and then decreases with the increasing distance, which means that the plume of the AF-MPDT can still accelerate outside the thruster exit. The peak positions are related to the target sizes: larger targets can make the peak positions further from the thruster and decrease the measurement errors. To further improve the reliability of measurement results, a thermal equilibrium assumption combined with Knudsen’s cosine law is adapted to analyze the error caused by the back stream of plume particles. Under the assumption, the error caused by particle backflow is no more than 3.6% and the largest difference between the measured thrust and the theoretical thrust is 14%. Moreover, it was verified that target thrust measurement can disturb the working of the AF-MPD thruster, and the influence on the thrust measurement result is no more than 1% in our experiment.

  17. Experimental investigation on a vectorized aerodynamic dielectric barrier discharge plasma actuator array

    NASA Astrophysics Data System (ADS)

    Neretti, Gabriele; Cristofolini, Andrea; Borghi, Carlo A.

    2014-04-01

    The Electro-Hydro-Dynamics (EHD) interaction, induced in atmospheric pressure still air by a surface dielectric barrier discharge (DBD) actuator, had been experimentally studied. A plasma aerodynamic actuator array, able to produce a vectorized jet, with the induced airflow oriented toward the desired direction, had been developed. The array was constituted by a sequence of single surface DBD actuators with kapton as dielectric material. An ac voltage in the range of 0-6 kV peak at 15 kHz had been used. The vectorization had been obtained by feeding the upper electrodes with different voltages and by varying the electrical connections. The lower electrodes had been connected either to ground or to the high voltage source, to produce the desired jet orientation and to avoid plasma formation acting in an undesired direction. Voltage and current measurements had been carried out to evaluate waveforms and to estimate the active power delivered to the discharge. Schlieren imaging allowed to visualize the induced jet and to estimate its orientation. Pitot measurements had been performed to obtain velocity profiles for all jet configurations. A proportional relation between the jet deflection angle and the applied voltage had been found. Moreover, a linear relation had been obtained between the maximum speed in the jet direction and the applied voltage. The active power of the discharge is approximated by both a power law function and an exponential function of the applied voltage.

  18. An airborne jet train that flies on a soft porous track

    NASA Astrophysics Data System (ADS)

    Mirbod, Parisa; Andreopoulos, Yiannis; Weinbaum, Sheldon

    2008-11-01

    This paper explores the quantitative feasibility of developing an airborne jet train that flies on a soft porous track within centimeters of the earth's surface at speeds approaching current commercial jet aircraft. The jet train employs a lift mechanism first proposed in Feng & Weinbaum (2000) J. Fluid Mech. 422:282 and a nearly frictionless track suggested in Wu et al. (2004) Phys. Rev. Lett. 93(19):194501. Using an asymptotic analysis for large values of the permeability parameter H/Kp, where H is the porous layer thickness and Kp the Darcy permeability, we first show that it is possible to support a 70 metric ton jet train carrying 200 passengers on a confined porous material if its Kp is approximately 5 x 10-9 m^2. For this Kp one finds that the tilt of the planform is < 0.1 degrees and the lift-off velocity is < 5 m/s. Compression tests on a fiber-fill material with these properties show that the fibers contribute < 0.2 percent of the total lift and hence the friction force of the fiber phase is negligible. Using jet engines of 10,000 lbf thrust, about 1/5 that of a 200 passenger jet aircraft, one is able to obtain a cruising velocity approaching 700 km/hr. This would allow for huge fuel savings, especially on short flights where much of the energy is used to climb to altitude and overcoming lift induced drag.

  19. Kinematics and strain distribution of a thrust-related fold system in the Lewis thrust plate, northwestern Montana (U.S.A.)

    NASA Astrophysics Data System (ADS)

    Yin, An; Oertel, Gerhard

    1993-06-01

    In order to understand interactions between motion along thrusts and the associated style of deformation and strain distribution in their hangingwalls, geologic mapping and strain measurements were conducted in an excellently exposed thrust-related fold system in the Lewis thrust plate, northwestern Montana. This system consists of: (1) an E-directed basal thrust (the Gunsight thrust) that has a flat-ramp geometry and a slip of about 3.6 km; (2) an E-verging asymmetric anticline with its nearly vertical forelimb truncated by the basal thrust from below; (3) a 4-km wide fold belt, the frontal fold complex, that lies directly in front of the E-verging anticline; (4) a W-directed bedding-parallel fault (the Mount Thompson fault) that bounds the top of the frontal fold belt and separates it from the undeformed to broadly folded strata above; and (5) regionally developed, W-dipping spaced cleavage. Although the overall geometry of the thrust-related fold system differs from any previously documented fault-related folds, the E-verging anticline itself resembles geometrically a Rich-type fault-bend fold. The observed initial cut-off and fold interlimb angles of this anticline, however, cannot be explained by cross-section balancing models for the development of either a fault-bend fold or a fault propagation fold. Possible origins for the E-verging anticline include (1) the fold initiated as an open fault-bend fold and tightened only later during its emplacement along the basal thrust and (2) the fold started as either a fault-bend or a fault-propagation fold, but simultaneous or subsequent volume change incompatible with any balanced cross-section models altered its shape. Strain in the thrust-related fold system was determined by the preferred orientation of mica and chlorite grains. The direction and magnitude of the post-compaction strain varies from place to place. Strains in the foreclimb of the hangingwall anticline imply bedding-parallel thinning at some

  20. Limited fluid in carbonate-shale hosted thrust faults of the Rocky Mountain Fold-and-Thrust Belt (Sun River Canyon, Montana)

    NASA Astrophysics Data System (ADS)

    OBrien, V. J.; Kirschner, D. L.

    2001-12-01

    It is widely accepted that fluids play a fundamental role in the movement of thrust faults in foreland fold-and-thrust belts. We have begun a combined structure-geochemistry study of faults in the Rocky Mountain fold-and-thrust belt in order to provide more insight into the occurrence and role(s) of fluid in the deformation of thrust faults. We focus on faults exposed in the Sun River Canyon of Montana, an area that contains some of the best exposures of the Rocky Mountain fold-and-thrust belt in the U.S. Samples were collected from two well exposed thrusts in the Canyon -- the Diversion and French thrusts. Both faults have thrust Mississippian dolostones over Cretaceous shales. Displacement exceeds several kilometers. Numerous small-displacement, subsidiary faults characterize the deformation in the hanging wall carbonates. The footwall shales accommodated more penetrative deformation, resulting in well developed foliation and small-scale folds. Stable isotope data have been obtained from host rock samples and veins from these faults. The data delimit an arcuate trend in oxygen-carbon isotope space. Approximately 50 host rock carbonate samples from the hanging walls have carbon and oxygen isotope values ranging from +3 to 0 and 28 to 19 per mil, respectively. There is no apparent correlation between isotopic values and distance from thrust fault at either locality. Fifteen samples of fibrous slickensides on small-displacement faults in the hanging walls have similar carbon and lower oxygen isotope values (down to 16 per mil). And 15 veins that either post-date thrusting or are of indeterminate origin have carbon and oxygen isotope values down to -3 and12 per mil, respectively. The isotopic data collected during the initial stages of this project are similar to some results obtained several hundred kilometers north in the Front Ranges of the Canadian Rockies (Kirschner and Kennedy, JGR 2000) and in carbonate fold-thrust belts of the Swiss Helvetic Alps and Italian

  1. Blazars: The accelerating inner jet model.

    NASA Astrophysics Data System (ADS)

    Georganopoulos, M.; Marscher, A. P.

    1996-05-01

    The standard interpretation of the nonthermal continuum radiation of blazars from radio to gamma -rays is thought to be synchrotron and inverse Compton radiation from a relativistic jet. The inner jet of a blazar is the section of the jet that connects the central engine with the VLBI core of the radio jet. This is a small (la 1 pc) region where the jet is formed, collimated and accelerated to speeds close to that of light. In the accelerating inner jet model ultrarelativistic plasma is generated continuously near the central engine of the AGN and is accelerated hydrodynamically. An external hydrostatic and/or magnetohydrodynamic pressure collimates the flow. In this work a simple relativistic hydrodynamic scheme that produces a simultaneously accelerating and converging flow is coupled with a detailed calculation of the evolution of the electron energy distribution and synchrotron emissivity due to relativistic electrons radiating in a mostly random magnetic field. Higher frequency radiation emanates from smaller distances from the central engine, implying shorter flux variation timescales at higher frequencies, as observed. The velocity of the jet increases with distance; this implies larger Doppler boosting for greater distances down the jet up to the point where the Lorentz factor Gamma la theta (-1) , where theta is the angle between the velocity vector and the line of sight, and therefore at lower frequencies. This can explain some of the differences between RBLs and XBLs as a line-of-sight orientation effect. A square density wave is propagated with the jet velocity and the variability thus induced is studied, taking into account time delay effects. The model is found to agree qualitatively with the observed steady state spectra as well as with the observed variability properties of BL Lac objects.

  2. Optical Polarization and Spectral Variability in the M87 Jet

    NASA Technical Reports Server (NTRS)

    Perlman, Eric S.; Adams, Steven C.; Cara, Mihai; Bourque, Matthew; Harris, D. E.; Madrid, Juan P.; Simons, Raymond C.; Clausen-Brown, Eric; Cheung, C. C.; Stawarz, Lukasz; hide

    2011-01-01

    During the last decade, M87's jet has been the site of an extraordinary variability event, with one knot (HST-1) increasing by over a factor 100 in brightness. Variability was also seen on timescales of months in the nuclear flux. Here we discuss the optical-UV polarization and spectral variability of these components, which show vastly different behavior. HST -1 shows a highly significant correlation between flux and polarization, with P increasing from approx 20% at minimum to > 40% at maximum, while the orientation of its electric vector stayed constant. HST-l's optical-UV spectrum is very hard (alpha(sub uv-0) approx. 0.5, F(sub v) varies as (v(exp -alpha)), and displays "hard lags" during epochs 2004.9-2005.5, including the peak of the flare, with soft lags at later epochs. We interpret the behavior of HST-1 as enhanced particle acceleration in a shock, with cooling from both particle aging and the relaxation of the compression. We set 2alpha upper limits of 0.5 delta parsecs and 1.02c on the size and advance speed of the flaring region. The slight deviation of the electric vector orientation from the jet PA, makes it likely that on smaller scales the flaring region has either a double or twisted structure. By contrast, the nucleus displays much more rapid variability, with a highly variable electric vector orientation and 'looping' in the (I, P) plane. The nucleus has a much steeper spectrum ((alpha(sub uv-0) approx. 1.5) but does not show UV-optical spectral variability. Its behavior can be interpreted as either a helical distortion to a steady jet or a shock propagating through a helical jet.

  3. Medium-frequency impulsive-thrust-activated liquid hydrogen reorientation with Geyser

    NASA Technical Reports Server (NTRS)

    Hung, R. J.; Shyu, K. L.

    1992-01-01

    Efficient technique are studied for accomplishing propellant resettling through the minimization of propellant usage through impulsive thrust. A comparison between the use of constant-thrust and impulsive-thrust accelerations for the activation of propellant resettlement shows that impulsive thrust is superior to constant thrust for liquid reorientation in a reduced-gravity environment. This study shows that when impulsive thrust with 0.1-1.0-, and 10-Hz frequencies for liquid-fill levels in the range between 30-80 percent is considered, the selection of 1.0-Hz-frequency impulsive thrust over the other frequency ranges of impulsive thrust is the optimum. Characteristics of the slosh waves excited during the course of 1.0-Hz-frequency impulsive-thrust liquid reorientation were also analyzed.

  4. Initiation of a thrust fault revealed by analog experiments

    NASA Astrophysics Data System (ADS)

    Dotare, Tatsuya; Yamada, Yasuhiro; Adam, Juergen; Hori, Takane; Sakaguchi, Hide

    2016-08-01

    To reveal in detail the process of initiation of a thrust fault, we conducted analog experiments with dry quartz sand using a high-resolution digital image correlation technique to identify minor shear-strain patterns for every 27 μm of shortening (with an absolute displacement accuracy of 0.5 μm). The experimental results identified a number of "weak shear bands" and minor uplift prior to the initiation of a thrust in cross-section view. The observations suggest that the process is closely linked to the activity of an adjacent existing thrust, and can be divided into three stages. Stage 1 is characterized by a series of abrupt and short-lived weak shear bands at the location where the thrust will subsequently be generated. The area that will eventually be the hanging wall starts to uplift before the fault forms. The shear strain along the existing thrust decreases linearly during this stage. Stage 2 is defined by the generation of the new thrust and active displacements along it, identified by the shear strain along the thrust. The location of the new thrust may be constrained by its back-thrust, generally produced at the foot of the surface slope. The activity of the existing thrust falls to zero once the new thrust is generated, although these two events are not synchronous. Stage 3 of the thrust is characterized by a constant displacement that corresponds to the shortening applied to the model. Similar minor shear bands have been reported in the toe area of the Nankai accretionary prism, SW Japan. By comparing several transects across this subduction margin, we can classify the lateral variations in the structural geometry into the same stages of deformation identified in our experiments. Our findings may also be applied to the evaluation of fracture distributions in thrust belts during unconventional hydrocarbon exploration and production.

  5. Faint Object Camera observations of M87 - The jet and nucleus

    NASA Technical Reports Server (NTRS)

    Boksenberg, A.; Macchetto, F.; Albrecht, R.; Barbieri, C.; Blades, J. C.; Crane, P.; Deharveng, J. M.; Disney, M. J.; Jakobsen, P.; Kamperman, T. M.

    1992-01-01

    UV and optical images of the central region and jet of the nearby elliptical galaxy M87 have been obtained with about 0.1 arcsec resolution in several spectral bands with the Faint Object Camera (FOC) on the HST, including polarization images. Deconvolution enhances the contrast of the complex structure and filamentary patterns in the jet already evident in the aberrated images. Morphologically there is close similarity between the FOC images of the extended jet and the best 2-cm radio maps obtained at similar resolution, and the magnetic field vectors from the UV and radio polarimetric data also correspond well. We observe structure in the inner jet within a few tenths arcsec of the nucleus which also has been well studied at radio wavelengths. Our UV and optical photometry of regions along the jet shows little variation in spectral index from the value 1.0 between markedly different regions and no trend to a steepening spectrum with distance along the jet.

  6. ERBS fuel addendum: Pollution reduction technology program small jet aircraft engines, phase 3

    NASA Technical Reports Server (NTRS)

    Bruce, T. W.; Davis, F. G.; Kuhn, T. E.; Mongia, H. C.

    1982-01-01

    A Model TFE731-2 engine with a low emission, variable geometry combustion system was tested to compare the effects of operating the engine on Commercial Jet-A aviation turbine fuel and experimental referee broad specification (ERBS) fuels. Low power emission levels were essentially identical while the high power NOx emission indexes were approximately 15% lower with the EBRS fuel. The exhaust smoke number was approximately 50% higher with ERBS at the takeoff thrust setting; however, both values were still below the EPA limit of 40 for the Model TFE731 engine. Primary zone liner wall temperature ran an average of 25 K higher with ERBS fuel than with Jet-A. The possible adoption of broadened proprties fuels for gas turbine applications is suggested.

  7. Modes of thrust generation in flying animals

    NASA Astrophysics Data System (ADS)

    Luo, Haoxiang; Song, Jialei; Tobalske, Bret; Luo Team; Tobalske Team

    2016-11-01

    For flying animals in forward flight, thrust is usually much smaller as compared with weight support and has not been given the same amount of attention. Several modes of thrust generation are discussed in this presentation. For insects performing slow flight that is characterized by low advance ratios (i.e., the ratio between flight speed and wing speed), thrust is usually generated by a "backward flick" mode, in which the wings moves upward and backward at a faster speed than the flight speed. Paddling mode is another mode used by some insects like fruit flies who row their wings backward during upstroke like paddles (Ristroph et al., PRL, 2011). Birds wings have high advance ratios and produce thrust during downstroke by directing aerodynamic lift forward. At intermediate advance ratios around one (e.g., hummingbirds and bats), the animal wings generate thrust during both downstroke and upstroke, and thrust generation during upstroke may come at cost of negative weight support. These conclusions are supported by previous experiment studies of insects, birds, and bats, as well as our recent computational modeling of hummingbirds. Supported by the NSF.

  8. Low-thrust chemical orbit transfer propulsion

    NASA Technical Reports Server (NTRS)

    Pelouch, J. J., Jr.

    1979-01-01

    The need for large structures in high orbit is reported in terms of the many mission opportunities which require such structures. Mission and transportation options for large structures are presented, and it is shown that low-thrust propulsion is an enabling requirement for some missions and greatly enhancing to many others. Electric and low-thrust chemical propulsion are compared, and the need for an requirements of low-thrust chemical propulsion are discussed in terms of the interactions that are perceived to exist between the propulsion system and the large structure.

  9. Parsec-Scale Kinematic and Polarization Properties of MOJAVE AGN Jets

    NASA Astrophysics Data System (ADS)

    Lister, Matthew L.

    2013-12-01

    We describe the parsec-scale kinematics and statistical polarization properties of 200 AGN jets based on 15 GHz VLBA data obtained between 1994 Aug 31 and 2011 May 1. Nearly all of the 60 most heavily observed jets show significant changes in their innermost position angle over a 12 to 16 year interval, ranging from 10° to 150° on the sky, corresponding to intrinsic variations of ~ 0.5° to ~ 2°. The BL Lac jets show smaller variations than quasars. Roughly half of the heavily observed jets show systematic position angle trends with time, and 20 show indications of oscillatory behavior. The time spans of the data sets are too short compared to the fitted periods (5 to 12 y), however, to reliably establish periodicity. The rapid changes and large jumps in position angle seen in many cases suggest that the superluminal AGN jet features occupy only a portion of the entire jet cross section, and may be energized portions of thin instability structures within the jet. We have derived vector proper motions for 887 moving features in 200 jets having at least five VLBA epochs. For 557 well-sampled features, there are sufficient data to additionally study possible accelerations. The moving features are generally non-ballistic, with 70% of the well-sampled features showing either significant accelerations or non-radial motions. Inward motions are rare (2% of all features), are slow (< 0.1 mas per y), are more prevalent in BL Lac jets, and are typically found within 1 mas of the unresolved core feature. There is a general trend of increasing apparent speed with distance down the jet for both radio galaxies and BL Lac objects. In most jets, the speeds of the features cluster around a characteristic value, yet there is a considerable dispersion in the distribution. Orientation variations within the jet cannot fully account for the dispersion, implying that the features have a range of Lorentz factor and/or pattern speed. Very slow pattern speed features are rare, comprising

  10. Thrust control system design of ducted rockets

    NASA Astrophysics Data System (ADS)

    Chang, Juntao; Li, Bin; Bao, Wen; Niu, Wenyu; Yu, Daren

    2011-07-01

    The investigation of the thrust control system is aroused by the need for propulsion system of ducted rockets. Firstly the dynamic mathematical models of gas flow regulating system, pneumatic servo system and ducted rocket engine were established and analyzed. Then, to conquer the discussed problems of thrust control, the idea of information fusion was proposed to construct a new feedback variable. With this fused feedback variable, the thrust control system was designed. According to the simulation results, the introduction of the new fused feedback variable is valid in eliminating the contradiction between rapid response and stability for the thrust control system of ducted rockets.

  11. Search for pair production of heavy vector-like quarks decaying to high- p T W bosons and b quarks in the lepton-plus-jets final state in pp collisions at √{s}=13 TeV with the ATLAS detector

    NASA Astrophysics Data System (ADS)

    Aaboud, M.; Aad, G.; Abbott, B.; Abdinov, O.; Abeloos, B.; Abidi, S. H.; AbouZeid, O. S.; Abraham, N. L.; Abramowicz, H.; Abreu, H.; Abreu, R.; Abulaiti, Y.; Acharya, B. S.; Adachi, S.; Adamczyk, L.; Adelman, J.; Adersberger, M.; Adye, T.; Affolder, A. A.; Afik, Y.; Agatonovic-Jovin, T.; Agheorghiesei, C.; Aguilar-Saavedra, J. A.; Ahlen, S. P.; Ahmadov, F.; Aielli, G.; Akatsuka, S.; Akerstedt, H.; Åkesson, T. P. A.; Akilli, E.; Akimov, A. V.; Alberghi, G. L.; Albert, J.; Albicocco, P.; Alconada Verzini, M. J.; Alderweireldt, S. C.; Aleksa, M.; Aleksandrov, I. N.; Alexa, C.; Alexander, G.; Alexopoulos, T.; Alhroob, M.; Ali, B.; Aliev, M.; Alimonti, G.; Alison, J.; Alkire, S. P.; Allbrooke, B. M. M.; Allen, B. W.; Allport, P. P.; Aloisio, A.; Alonso, A.; Alonso, F.; Alpigiani, C.; Alshehri, A. A.; Alstaty, M. I.; Alvarez Gonzalez, B.; Álvarez Piqueras, D.; Alviggi, M. G.; Amadio, B. T.; Amaral Coutinho, Y.; Amelung, C.; Amidei, D.; Amor Dos Santos, S. P.; Amoroso, S.; Amundsen, G.; Anastopoulos, C.; Ancu, L. S.; Andari, N.; Andeen, T.; Anders, C. F.; Anders, J. K.; Anderson, K. J.; Andreazza, A.; Andrei, V.; Angelidakis, S.; Angelozzi, I.; Angerami, A.; Anisenkov, A. V.; Anjos, N.; Annovi, A.; Antel, C.; Antonelli, M.; Antonov, A.; Antrim, D. J.; Anulli, F.; Aoki, M.; Aperio Bella, L.; Arabidze, G.; Arai, Y.; Araque, J. P.; Araujo Ferraz, V.; Arce, A. T. H.; Ardell, R. E.; Arduh, F. A.; Arguin, J.-F.; Argyropoulos, S.; Arik, M.; Armbruster, A. J.; Armitage, L. J.; Arnaez, O.; Arnold, H.; Arratia, M.; Arslan, O.; Artamonov, A.; Artoni, G.; Artz, S.; Asai, S.; Asbah, N.; Ashkenazi, A.; Asquith, L.; Assamagan, K.; Astalos, R.; Atkinson, M.; Atlay, N. B.; Augsten, K.; Avolio, G.; Axen, B.; Ayoub, M. K.; Azuelos, G.; Baas, A. E.; Baca, M. J.; Bachacou, H.; Bachas, K.; Backes, M.; Bagnaia, P.; Bahmani, M.; Bahrasemani, H.; Baines, J. T.; Bajic, M.; Baker, O. K.; Baldin, E. M.; Balek, P.; Balli, F.; Balunas, W. K.; Banas, E.; Bandyopadhyay, A.; Banerjee, Sw.; Bannoura, A. A. E.; Barak, L.; Barberio, E. L.; Barberis, D.; Barbero, M.; Barillari, T.; Barisits, M.-S.; Barkeloo, J. T.; Barklow, T.; Barlow, N.; Barnes, S. L.; Barnett, B. M.; Barnett, R. M.; Barnovska-Blenessy, Z.; Baroncelli, A.; Barone, G.; Barr, A. J.; Barranco Navarro, L.; Barreiro, F.; Barreiro Guimarães da Costa, J.; Bartoldus, R.; Barton, A. E.; Bartos, P.; Basalaev, A.; Bassalat, A.; Bates, R. L.; Batista, S. J.; Batley, J. R.; Battaglia, M.; Bauce, M.; Bauer, F.; Bawa, H. S.; Beacham, J. B.; Beattie, M. D.; Beau, T.; Beauchemin, P. H.; Bechtle, P.; Beck, H. P.; Beck, H. C.; Becker, K.; Becker, M.; Becot, C.; Beddall, A. J.; Beddall, A.; Bednyakov, V. A.; Bedognetti, M.; Bee, C. P.; Beermann, T. A.; Begalli, M.; Begel, M.; Behr, J. K.; Bell, A. S.; Bella, G.; Bellagamba, L.; Bellerive, A.; Bellomo, M.; Belotskiy, K.; Beltramello, O.; Belyaev, N. L.; Benary, O.; Benchekroun, D.; Bender, M.; Bendtz, K.; Benekos, N.; Benhammou, Y.; Benhar Noccioli, E.; Benitez, J.; Benjamin, D. P.; Benoit, M.; Bensinger, J. R.; Bentvelsen, S.; Beresford, L.; Beretta, M.; Berge, D.; Bergeaas Kuutmann, E.; Berger, N.; Beringer, J.; Berlendis, S.; Bernard, N. R.; Bernardi, G.; Bernius, C.; Bernlochner, F. U.; Berry, T.; Berta, P.; Bertella, C.; Bertoli, G.; Bertolucci, F.; Bertram, I. A.; Bertsche, C.; Bertsche, D.; Besjes, G. J.; Bessidskaia Bylund, O.; Bessner, M.; Besson, N.; Bethani, A.; Bethke, S.; Bevan, A. J.; Beyer, J.; Bianchi, R. M.; Biebel, O.; Biedermann, D.; Bielski, R.; Bierwagen, K.; Biesuz, N. V.; Biglietti, M.; Billoud, T. R. V.; Bilokon, H.; Bindi, M.; Bingul, A.; Bini, C.; Biondi, S.; Bisanz, T.; Bittrich, C.; Bjergaard, D. M.; Black, J. E.; Black, K. M.; Blair, R. E.; Blazek, T.; Bloch, I.; Blocker, C.; Blue, A.; Blum, W.; Blumenschein, U.; Blunier, S.; Bobbink, G. J.; Bobrovnikov, V. S.; Bocchetta, S. S.; Bocci, A.; Bock, C.; Boehler, M.; Boerner, D.; Bogavac, D.; Bogdanchikov, A. G.; Bohm, C.; Boisvert, V.; Bokan, P.; Bold, T.; Boldyrev, A. S.; Bolz, A. E.; Bomben, M.; Bona, M.; Boonekamp, M.; Borisov, A.; Borissov, G.; Bortfeldt, J.; Bortoletto, D.; Bortolotto, V.; Boscherini, D.; Bosman, M.; Bossio Sola, J. D.; Boudreau, J.; Bouffard, J.; Bouhova-Thacker, E. V.; Boumediene, D.; Bourdarios, C.; Boutle, S. K.; Boveia, A.; Boyd, J.; Boyko, I. R.; Bracinik, J.; Brandt, A.; Brandt, G.; Brandt, O.; Bratzler, U.; Brau, B.; Brau, J. E.; Breaden Madden, W. D.; Brendlinger, K.; Brennan, A. J.; Brenner, L.; Brenner, R.; Bressler, S.; Briglin, D. L.; Bristow, T. M.; Britton, D.; Britzger, D.; Brochu, F. M.; Brock, I.; Brock, R.; Brooijmans, G.; Brooks, T.; Brooks, W. K.; Brosamer, J.; Brost, E.; Broughton, J. H.; Bruckman de Renstrom, P. A.; Bruncko, D.; Bruni, A.; Bruni, G.; Bruni, L. S.; Brunt, B. H.; Bruschi, M.; Bruscino, N.; Bryant, P.; Bryngemark, L.; Buanes, T.; Buat, Q.; Buchholz, P.; Buckley, A. G.; Budagov, I. A.; Buehrer, F.; Bugge, M. K.; Bulekov, O.; Bullock, D.; Burch, T. J.; Burdin, S.; Burgard, C. D.; Burger, A. M.; Burghgrave, B.; Burka, K.; Burke, S.; Burmeister, I.; Burr, J. T. P.; Busato, E.; Büscher, D.; Büscher, V.; Bussey, P.; Butler, J. M.; Buttar, C. M.; Butterworth, J. M.; Butti, P.; Buttinger, W.; Buzatu, A.; Buzykaev, A. R.; Cabrera Urbán, S.; Caforio, D.; Cairo, V. M.; Cakir, O.; Calace, N.; Calafiura, P.; Calandri, A.; Calderini, G.; Calfayan, P.; Callea, G.; Caloba, L. P.; Calvente Lopez, S.; Calvet, D.; Calvet, S.; Calvet, T. P.; Camacho Toro, R.; Camarda, S.; Camarri, P.; Cameron, D.; Caminal Armadans, R.; Camincher, C.; Campana, S.; Campanelli, M.; Camplani, A.; Campoverde, A.; Canale, V.; Cano Bret, M.; Cantero, J.; Cao, T.; Capeans Garrido, M. D. M.; Caprini, I.; Caprini, M.; Capua, M.; Carbone, R. M.; Cardarelli, R.; Cardillo, F.; Carli, I.; Carli, T.; Carlino, G.; Carlson, B. T.; Carminati, L.; Carney, R. M. D.; Caron, S.; Carquin, E.; Carrá, S.; Carrillo-Montoya, G. D.; Casadei, D.; Casado, M. P.; Casolino, M.; Casper, D. W.; Castelijn, R.; Castillo Gimenez, V.; Castro, N. F.; Catinaccio, A.; Catmore, J. R.; Cattai, A.; Caudron, J.; Cavaliere, V.; Cavallaro, E.; Cavalli, D.; Cavalli-Sforza, M.; Cavasinni, V.; Celebi, E.; Ceradini, F.; Cerda Alberich, L.; Cerqueira, A. S.; Cerri, A.; Cerrito, L.; Cerutti, F.; Cervelli, A.; Cetin, S. A.; Chafaq, A.; Chakraborty, D.; Chan, S. K.; Chan, W. S.; Chan, Y. L.; Chang, P.; Chapman, J. D.; Charlton, D. G.; Chau, C. C.; Chavez Barajas, C. A.; Che, S.; Cheatham, S.; Chegwidden, A.; Chekanov, S.; Chekulaev, S. V.; Chelkov, G. A.; Chelstowska, M. A.; Chen, C.; Chen, H.; Chen, J.; Chen, S.; Chen, S.; Chen, X.; Chen, Y.; Cheng, H. C.; Cheng, H. J.; Cheplakov, A.; Cheremushkina, E.; Cherkaoui El Moursli, R.; Cheu, E.; Cheung, K.; Chevalier, L.; Chiarella, V.; Chiarelli, G.; Chiodini, G.; Chisholm, A. S.; Chitan, A.; Chiu, Y. H.; Chizhov, M. V.; Choi, K.; Chomont, A. R.; Chouridou, S.; Chow, Y. S.; Christodoulou, V.; Chu, M. C.; Chudoba, J.; Chuinard, A. J.; Chwastowski, J. J.; Chytka, L.; Ciftci, A. K.; Cinca, D.; Cindro, V.; Cioara, I. A.; Ciocca, C.; Ciocio, A.; Cirotto, F.; Citron, Z. H.; Citterio, M.; Ciubancan, M.; Clark, A.; Clark, B. L.; Clark, M. R.; Clark, P. J.; Clarke, R. N.; Clement, C.; Coadou, Y.; Cobal, M.; Coccaro, A.; Cochran, J.; Colasurdo, L.; Cole, B.; Colijn, A. P.; Collot, J.; Colombo, T.; Conde Muiño, P.; Coniavitis, E.; Connell, S. H.; Connelly, I. A.; Constantinescu, S.; Conti, G.; Conventi, F.; Cooke, M.; Cooper-Sarkar, A. M.; Cormier, F.; Cormier, K. J. R.; Corradi, M.; Corriveau, F.; Cortes-Gonzalez, A.; Cortiana, G.; Costa, G.; Costa, M. J.; Costanzo, D.; Cottin, G.; Cowan, G.; Cox, B. E.; Cranmer, K.; Crawley, S. J.; Creager, R. A.; Cree, G.; Crépé-Renaudin, S.; Crescioli, F.; Cribbs, W. A.; Cristinziani, M.; Croft, V.; Crosetti, G.; Cueto, A.; Cuhadar Donszelmann, T.; Cukierman, A. R.; Cummings, J.; Curatolo, M.; Cúth, J.; Czekierda, S.; Czodrowski, P.; D'amen, G.; D'Auria, S.; D'eramo, L.; D'Onofrio, M.; Da Cunha Sargedas De Sousa, M. J.; Da Via, C.; Dabrowski, W.; Dado, T.; Dai, T.; Dale, O.; Dallaire, F.; Dallapiccola, C.; Dam, M.; Dandoy, J. R.; Daneri, M. F.; Dang, N. P.; Daniells, A. C.; Dann, N. S.; Danninger, M.; Dano Hoffmann, M.; Dao, V.; Darbo, G.; Darmora, S.; Dassoulas, J.; Dattagupta, A.; Daubney, T.; Davey, W.; David, C.; Davidek, T.; Davis, D. R.; Davison, P.; Dawe, E.; Dawson, I.; De, K.; de Asmundis, R.; De Benedetti, A.; De Castro, S.; De Cecco, S.; De Groot, N.; de Jong, P.; De la Torre, H.; De Lorenzi, F.; De Maria, A.; De Pedis, D.; De Salvo, A.; De Sanctis, U.; De Santo, A.; De Vasconcelos Corga, K.; De Vivie De Regie, J. B.; Debbe, R.; Debenedetti, C.; Dedovich, D. V.; Dehghanian, N.; Deigaard, I.; Del Gaudio, M.; Del Peso, J.; Delgove, D.; Deliot, F.; Delitzsch, C. M.; Dell'Acqua, A.; Dell'Asta, L.; Dell'Orso, M.; Della Pietra, M.; della Volpe, D.; Delmastro, M.; Delporte, C.; Delsart, P. A.; DeMarco, D. A.; Demers, S.; Demichev, M.; Demilly, A.; Denisov, S. P.; Denysiuk, D.; Derendarz, D.; Derkaoui, J. E.; Derue, F.; Dervan, P.; Desch, K.; Deterre, C.; Dette, K.; Devesa, M. R.; Deviveiros, P. O.; Dewhurst, A.; Dhaliwal, S.; Di Bello, F. A.; Di Ciaccio, A.; Di Ciaccio, L.; Di Clemente, W. K.; Di Donato, C.; Di Girolamo, A.; Di Girolamo, B.; Di Micco, B.; Di Nardo, R.; Di Petrillo, K. F.; Di Simone, A.; Di Sipio, R.; Di Valentino, D.; Diaconu, C.; Diamond, M.; Dias, F. A.; Diaz, M. A.; Diehl, E. B.; Dietrich, J.; Díez Cornell, S.; Dimitrievska, A.; Dingfelder, J.; Dita, P.; Dita, S.; Dittus, F.; Djama, F.; Djobava, T.; Djuvsland, J. I.; do Vale, M. A. B.; Dobos, D.; Dobre, M.; Doglioni, C.; Dolejsi, J.; Dolezal, Z.; Donadelli, M.; Donati, S.; Dondero, P.; Donini, J.; Dopke, J.; Doria, A.; Dova, M. T.; Doyle, A. T.; Drechsler, E.; Dris, M.; Du, Y.; Duarte-Campderros, J.; Dubreuil, A.; Duchovni, E.; Duckeck, G.; Ducourthial, A.; Ducu, O. A.; Duda, D.; Dudarev, A.; Dudder, A. Chr.; Duffield, E. M.; Duflot, L.; Dührssen, M.; Dumancic, M.; Dumitriu, A. E.; Duncan, A. K.; Dunford, M.; Duran Yildiz, H.; Düren, M.; Durglishvili, A.; Duschinger, D.; Dutta, B.; Dyndal, M.; Dziedzic, B. S.; Eckardt, C.; Ecker, K. M.; Edgar, R. C.; Eifert, T.; Eigen, G.; Einsweiler, K.; Ekelof, T.; El Kacimi, M.; El Kosseifi, R.; Ellajosyula, V.; Ellert, M.; Elles, S.; Ellinghaus, F.; Elliot, A. A.; Ellis, N.; Elmsheuser, J.; Elsing, M.; Emeliyanov, D.; Enari, Y.; Endner, O. C.; Ennis, J. S.; Erdmann, J.; Ereditato, A.; Ernst, M.; Errede, S.; Escalier, M.; Escobar, C.; Esposito, B.; Estrada Pastor, O.; Etienvre, A. I.; Etzion, E.; Evans, H.; Ezhilov, A.; Ezzi, M.; Fabbri, F.; Fabbri, L.; Fabiani, V.; Facini, G.; Fakhrutdinov, R. M.; Falciano, S.; Falla, R. J.; Faltova, J.; Fang, Y.; Fanti, M.; Farbin, A.; Farilla, A.; Farina, C.; Farina, E. M.; Farooque, T.; Farrell, S.; Farrington, S. M.; Farthouat, P.; Fassi, F.; Fassnacht, P.; Fassouliotis, D.; Faucci Giannelli, M.; Favareto, A.; Fawcett, W. J.; Fayard, L.; Fedin, O. L.; Fedorko, W.; Feigl, S.; Feligioni, L.; Feng, C.; Feng, E. J.; Feng, H.; Fenton, M. J.; Fenyuk, A. B.; Feremenga, L.; Fernandez Martinez, P.; Fernandez Perez, S.; Ferrando, J.; Ferrari, A.; Ferrari, P.; Ferrari, R.; Ferreira de Lima, D. E.; Ferrer, A.; Ferrere, D.; Ferretti, C.; Fiedler, F.; Filipčič, A.; Filipuzzi, M.; Filthaut, F.; Fincke-Keeler, M.; Finelli, K. D.; Fiolhais, M. C. N.; Fiorini, L.; Fischer, A.; Fischer, C.; Fischer, J.; Fisher, W. C.; Flaschel, N.; Fleck, I.; Fleischmann, P.; Fletcher, R. R. M.; Flick, T.; Flierl, B. M.; Flores Castillo, L. R.; Flowerdew, M. J.; Forcolin, G. T.; Formica, A.; Förster, F. A.; Forti, A.; Foster, A. G.; Fournier, D.; Fox, H.; Fracchia, S.; Francavilla, P.; Franchini, M.; Franchino, S.; Francis, D.; Franconi, L.; Franklin, M.; Frate, M.; Fraternali, M.; Freeborn, D.; Fressard-Batraneanu, S. M.; Freund, B.; Froidevaux, D.; Frost, J. A.; Fukunaga, C.; Fusayasu, T.; Fuster, J.; Gabaldon, C.; Gabizon, O.; Gabrielli, A.; Gabrielli, A.; Gach, G. P.; Gadatsch, S.; Gadomski, S.; Gagliardi, G.; Gagnon, L. G.; Galea, C.; Galhardo, B.; Gallas, E. J.; Gallop, B. J.; Gallus, P.; Galster, G.; Gan, K. K.; Ganguly, S.; Gao, Y.; Gao, Y. S.; Garay Walls, F. M.; García, C.; García Navarro, J. E.; García Pascual, J. A.; Garcia-Sciveres, M.; Gardner, R. W.; Garelli, N.; Garonne, V.; Gascon Bravo, A.; Gasnikova, K.; Gatti, C.; Gaudiello, A.; Gaudio, G.; Gavrilenko, I. L.; Gay, C.; Gaycken, G.; Gazis, E. N.; Gee, C. N. P.; Geisen, J.; Geisen, M.; Geisler, M. P.; Gellerstedt, K.; Gemme, C.; Genest, M. H.; Geng, C.; Gentile, S.; Gentsos, C.; George, S.; Gerbaudo, D.; Gershon, A.; Geßner, G.; Ghasemi, S.; Ghneimat, M.; Giacobbe, B.; Giagu, S.; Giangiacomi, N.; Giannetti, P.; Gibson, S. M.; Gignac, M.; Gilchriese, M.; Gillberg, D.; Gilles, G.; Gingrich, D. M.; Giordani, M. P.; Giorgi, F. M.; Giraud, P. F.; Giromini, P.; Giugliarelli, G.; Giugni, D.; Giuli, F.; Giuliani, C.; Giulini, M.; Gjelsten, B. K.; Gkaitatzis, S.; Gkialas, I.; Gkougkousis, E. L.; Gkountoumis, P.; Gladilin, L. K.; Glasman, C.; Glatzer, J.; Glaysher, P. C. F.; Glazov, A.; Goblirsch-Kolb, M.; Godlewski, J.; Goldfarb, S.; Golling, T.; Golubkov, D.; Gomes, A.; Gonçalo, R.; Goncalves Gama, R.; Goncalves Pinto Firmino Da Costa, J.; Gonella, G.; Gonella, L.; Gongadze, A.; González de la Hoz, S.; Gonzalez-Sevilla, S.; Goossens, L.; Gorbounov, P. A.; Gordon, H. A.; Gorelov, I.; Gorini, B.; Gorini, E.; Gorišek, A.; Goshaw, A. T.; Gössling, C.; Gostkin, M. I.; Gottardo, C. A.; Goudet, C. R.; Goujdami, D.; Goussiou, A. 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V.; Peri, F.; Perini, L.; Pernegger, H.; Perrella, S.; Peschke, R.; Peshekhonov, V. D.; Peters, K.; Peters, R. F. Y.; Petersen, B. A.; Petersen, T. C.; Petit, E.; Petridis, A.; Petridou, C.; Petroff, P.; Petrolo, E.; Petrov, M.; Petrucci, F.; Pettersson, N. E.; Peyaud, A.; Pezoa, R.; Phillips, F. H.; Phillips, P. W.; Piacquadio, G.; Pianori, E.; Picazio, A.; Piccaro, E.; Pickering, M. A.; Piegaia, R.; Pilcher, J. E.; Pilkington, A. D.; Pin, A. W. J.; Pinamonti, M.; Pinfold, J. L.; Pirumov, H.; Pitt, M.; Plazak, L.; Pleier, M.-A.; Pleskot, V.; Plotnikova, E.; Pluth, D.; Podberezko, P.; Poettgen, R.; Poggi, R.; Poggioli, L.; Pogrebnyak, I.; Pohl, D.; Polesello, G.; Poley, A.; Policicchio, A.; Polifka, R.; Polini, A.; Pollard, C. S.; Polychronakos, V.; Pommès, K.; Ponomarenko, D.; Pontecorvo, L.; Popeneciu, G. A.; Pospisil, S.; Potamianos, K.; Potrap, I. N.; Potter, C. J.; Poulsen, T.; Poveda, J.; Pozo Astigarraga, M. E.; Pralavorio, P.; Pranko, A.; Prell, S.; Price, D.; Primavera, M.; Prince, S.; Proklova, N.; Prokofiev, K.; Prokoshin, F.; Protopopescu, S.; Proudfoot, J.; Przybycien, M.; Puri, A.; Puzo, P.; Qian, J.; Qin, G.; Qin, Y.; Quadt, A.; Queitsch-Maitland, M.; Quilty, D.; Raddum, S.; Radeka, V.; Radescu, V.; Radhakrishnan, S. K.; Radloff, P.; Rados, P.; Ragusa, F.; Rahal, G.; Raine, J. A.; Rajagopalan, S.; Rangel-Smith, C.; Rashid, T.; Raspopov, S.; Ratti, M. G.; Rauch, D. M.; Rauscher, F.; Rave, S.; Ravinovich, I.; Rawling, J. H.; Raymond, M.; Read, A. L.; Readioff, N. P.; Reale, M.; Rebuzzi, D. M.; Redelbach, A.; Redlinger, G.; Reece, R.; Reed, R. G.; Reeves, K.; Rehnisch, L.; Reichert, J.; Reiss, A.; Rembser, C.; Ren, H.; Rescigno, M.; Resconi, S.; Resseguie, E. D.; Rettie, S.; Reynolds, E.; Rezanova, O. L.; Reznicek, P.; Rezvani, R.; Richter, R.; Richter, S.; Richter-Was, E.; Ricken, O.; Ridel, M.; Rieck, P.; Riegel, C. J.; Rieger, J.; Rifki, O.; Rijssenbeek, M.; Rimoldi, A.; Rimoldi, M.; Rinaldi, L.; Ripellino, G.; Ristić, B.; Ritsch, E.; Riu, I.; Rizatdinova, F.; Rizvi, E.; Rizzi, C.; Roberts, R. T.; Robertson, S. H.; Robichaud-Veronneau, A.; Robinson, D.; Robinson, J. E. M.; Robson, A.; Rocco, E.; Roda, C.; Rodina, Y.; Rodriguez Bosca, S.; Rodriguez Perez, A.; Rodriguez Rodriguez, D.; Roe, S.; Rogan, C. S.; Røhne, O.; Roloff, J.; Romaniouk, A.; Romano, M.; Romano Saez, S. M.; Romero Adam, E.; Rompotis, N.; Ronzani, M.; Roos, L.; Rosati, S.; Rosbach, K.; Rose, P.; Rosien, N.-A.; Rossi, E.; Rossi, L. P.; Rosten, J. H. N.; Rosten, R.; Rotaru, M.; Rothberg, J.; Rousseau, D.; Rozanov, A.; Rozen, Y.; Ruan, X.; Rubbo, F.; Rühr, F.; Ruiz-Martinez, A.; Rurikova, Z.; Rusakovich, N. A.; Russell, H. L.; Rutherfoord, J. P.; Ruthmann, N.; Ryabov, Y. F.; Rybar, M.; Rybkin, G.; Ryu, S.; Ryzhov, A.; Rzehorz, G. F.; Saavedra, A. F.; Sabato, G.; Sacerdoti, S.; Sadrozinski, H. F.-W.; Sadykov, R.; Safai Tehrani, F.; Saha, P.; Sahinsoy, M.; Saimpert, M.; Saito, M.; Saito, T.; Sakamoto, H.; Sakurai, Y.; Salamanna, G.; Salazar Loyola, J. E.; Salek, D.; Sales De Bruin, P. H.; Salihagic, D.; Salnikov, A.; Salt, J.; Salvatore, D.; Salvatore, F.; Salvucci, A.; Salzburger, A.; Sammel, D.; Sampsonidis, D.; Sampsonidou, D.; Sánchez, J.; Sanchez Martinez, V.; Sanchez Pineda, A.; Sandaker, H.; Sandbach, R. L.; Sander, C. O.; Sandhoff, M.; Sandoval, C.; Sankey, D. P. C.; Sannino, M.; Sano, Y.; Sansoni, A.; Santoni, C.; Santos, H.; Santoyo Castillo, I.; Sapronov, A.; Saraiva, J. G.; Sarrazin, B.; Sasaki, O.; Sato, K.; Sauvan, E.; Savage, G.; Savard, P.; Savic, N.; Sawyer, C.; Sawyer, L.; Saxon, J.; Sbarra, C.; Sbrizzi, A.; Scanlon, T.; Scannicchio, D. A.; Schaarschmidt, J.; Schacht, P.; Schachtner, B. M.; Schaefer, D.; Schaefer, L.; Schaefer, R.; Schaeffer, J.; Schaepe, S.; Schaetzel, S.; Schäfer, U.; Schaffer, A. C.; Schaile, D.; Schamberger, R. D.; Schegelsky, V. A.; Scheirich, D.; Schernau, M.; Schiavi, C.; Schier, S.; Schildgen, L. K.; Schillo, C.; Schioppa, M.; Schlenker, S.; Schmidt-Sommerfeld, K. R.; Schmieden, K.; Schmitt, C.; Schmitt, S.; Schmitz, S.; Schnoor, U.; Schoeffel, L.; Schoening, A.; Schoenrock, B. D.; Schopf, E.; Schott, M.; Schouwenberg, J. F. P.; Schovancova, J.; Schramm, S.; Schuh, N.; Schulte, A.; Schultens, M. J.; Schultz-Coulon, H.-C.; Schulz, H.; Schumacher, M.; Schumm, B. A.; Schune, Ph.; Schwartzman, A.; Schwarz, T. A.; Schweiger, H.; Schwemling, Ph.; Schwienhorst, R.; Schwindling, J.; Sciandra, A.; Sciolla, G.; Scornajenghi, M.; Scuri, F.; Scutti, F.; Searcy, J.; Seema, P.; Seidel, S. C.; Seiden, A.; Seixas, J. M.; Sekhniaidze, G.; Sekhon, K.; Sekula, S. J.; Semprini-Cesari, N.; Senkin, S.; Serfon, C.; Serin, L.; Serkin, L.; Sessa, M.; Seuster, R.; Severini, H.; Sfiligoj, T.; Sforza, F.; Sfyrla, A.; Shabalina, E.; Shaikh, N. W.; Shan, L. Y.; Shang, R.; Shank, J. T.; Shapiro, M.; Shatalov, P. B.; Shaw, K.; Shaw, S. M.; Shcherbakova, A.; Shehu, C. Y.; Shen, Y.; Sherafati, N.; Sherwood, P.; Shi, L.; Shimizu, S.; Shimmin, C. O.; Shimojima, M.; Shipsey, I. P. J.; Shirabe, S.; Shiyakova, M.; Shlomi, J.; Shmeleva, A.; Shoaleh Saadi, D.; Shochet, M. J.; Shojaii, S.; Shope, D. R.; Shrestha, S.; Shulga, E.; Shupe, M. A.; Sicho, P.; Sickles, A. M.; Sidebo, P. E.; Sideras Haddad, E.; Sidiropoulou, O.; Sidoti, A.; Siegert, F.; Sijacki, Dj.; Silva, J.; Silverstein, S. B.; Simak, V.; Simic, Lj.; Simion, S.; Simioni, E.; Simmons, B.; Simon, M.; Sinervo, P.; Sinev, N. B.; Sioli, M.; Siragusa, G.; Siral, I.; Sivoklokov, S. Yu.; Sjölin, J.; Skinner, M. B.; Skubic, P.; Slater, M.; Slavicek, T.; Slawinska, M.; Sliwa, K.; Slovak, R.; Smakhtin, V.; Smart, B. H.; Smiesko, J.; Smirnov, N.; Smirnov, S. Yu.; Smirnov, Y.; Smirnova, L. N.; Smirnova, O.; Smith, J. W.; Smith, M. N. K.; Smith, R. W.; Smizanska, M.; Smolek, K.; Snesarev, A. A.; Snyder, I. M.; Snyder, S.; Sobie, R.; Socher, F.; Soffer, A.; Søgaard, A.; Soh, D. A.; Sokhrannyi, G.; Solans Sanchez, C. A.; Solar, M.; Soldatov, E. Yu.; Soldevila, U.; Solodkov, A. A.; Soloshenko, A.; Solovyanov, O. V.; Solovyev, V.; Sommer, P.; Son, H.; Sopczak, A.; Sosa, D.; Sotiropoulou, C. L.; Soualah, R.; Soukharev, A. M.; South, D.; Sowden, B. C.; Spagnolo, S.; Spalla, M.; Spangenberg, M.; Spanò, F.; Sperlich, D.; Spettel, F.; Spieker, T. M.; Spighi, R.; Spigo, G.; Spiller, L. A.; Spousta, M.; St. Denis, R. D.; Stabile, A.; Stamen, R.; Stamm, S.; Stanecka, E.; Stanek, R. W.; Stanescu, C.; Stanitzki, M. M.; Stapf, B. S.; Stapnes, S.; Starchenko, E. A.; Stark, G. H.; Stark, J.; Stark, S. H.; Staroba, P.; Starovoitov, P.; Stärz, S.; Staszewski, R.; Steinberg, P.; Stelzer, B.; Stelzer, H. J.; Stelzer-Chilton, O.; Stenzel, H.; Stewart, G. A.; Stockton, M. C.; Stoebe, M.; Stoicea, G.; Stolte, P.; Stonjek, S.; Stradling, A. R.; Straessner, A.; Stramaglia, M. E.; Strandberg, J.; Strandberg, S.; Strauss, M.; Strizenec, P.; Ströhmer, R.; Strom, D. M.; Stroynowski, R.; Strubig, A.; Stucci, S. A.; Stugu, B.; Styles, N. A.; Su, D.; Su, J.; Suchek, S.; Sugaya, Y.; Suk, M.; Sulin, V. V.; Sultan, D. M. S.; Sultansoy, S.; Sumida, T.; Sun, S.; Sun, X.; Suruliz, K.; Suster, C. J. E.; Sutton, M. R.; Suzuki, S.; Svatos, M.; Swiatlowski, M.; Swift, S. P.; Sykora, I.; Sykora, T.; Ta, D.; Tackmann, K.; Taenzer, J.; Taffard, A.; Tafirout, R.; Tahirovic, E.; Taiblum, N.; Takai, H.; Takashima, R.; Takasugi, E. H.; Takeshita, T.; Takubo, Y.; Talby, M.; Talyshev, A. A.; Tanaka, J.; Tanaka, M.; Tanaka, R.; Tanaka, S.; Tanioka, R.; Tannenwald, B. B.; Tapia Araya, S.; Tapprogge, S.; Tarem, S.; Tartarelli, G. F.; Tas, P.; Tasevsky, M.; Tashiro, T.; Tassi, E.; Tavares Delgado, A.; Tayalati, Y.; Taylor, A. C.; Taylor, A. J.; Taylor, G. N.; Taylor, P. T. E.; Taylor, W.; Teixeira-Dias, P.; Temple, D.; Ten Kate, H.; Teng, P. K.; Teoh, J. J.; Tepel, F.; Terada, S.; Terashi, K.; Terron, J.; Terzo, S.; Testa, M.; Teuscher, R. J.; Theveneaux-Pelzer, T.; Thiele, F.; Thomas, J. P.; Thomas-Wilsker, J.; Thompson, P. D.; Thompson, A. S.; Thomsen, L. A.; Thomson, E.; Tibbetts, M. J.; Ticse Torres, R. E.; Tikhomirov, V. O.; Tikhonov, Yu. A.; Timoshenko, S.; Tipton, P.; Tisserant, S.; Todome, K.; Todorova-Nova, S.; Todt, S.; Tojo, J.; Tokár, S.; Tokushuku, K.; Tolley, E.; Tomlinson, L.; Tomoto, M.; Tompkins, L.; Toms, K.; Tong, B.; Tornambe, P.; Torrence, E.; Torres, H.; Torró Pastor, E.; Toth, J.; Touchard, F.; Tovey, D. R.; Treado, C. J.; Trefzger, T.; Tresoldi, F.; Tricoli, A.; Trigger, I. M.; Trincaz-Duvoid, S.; Tripiana, M. F.; Trischuk, W.; Trocmé, B.; Trofymov, A.; Troncon, C.; Trottier-McDonald, M.; Trovatelli, M.; Truong, L.; Trzebinski, M.; Trzupek, A.; Tsang, K. W.; Tseng, J. C.-L.; Tsiareshka, P. V.; Tsipolitis, G.; Tsirintanis, N.; Tsiskaridze, S.; Tsiskaridze, V.; Tskhadadze, E. G.; Tsui, K. M.; Tsukerman, I. I.; Tsulaia, V.; Tsuno, S.; Tsybychev, D.; Tu, Y.; Tudorache, A.; Tudorache, V.; Tulbure, T. T.; Tuna, A. N.; Tupputi, S. A.; Turchikhin, S.; Turgeman, D.; Turk Cakir, I.; Turra, R.; Tuts, P. M.; Ucchielli, G.; Ueda, I.; Ughetto, M.; Ukegawa, F.; Unal, G.; Undrus, A.; Unel, G.; Ungaro, F. C.; Unno, Y.; Unverdorben, C.; Urban, J.; Urquijo, P.; Urrejola, P.; Usai, G.; Usui, J.; Vacavant, L.; Vacek, V.; Vachon, B.; Vadla, K. O. H.; Vaidya, A.; Valderanis, C.; Valdes Santurio, E.; Valente, M.; Valentinetti, S.; Valero, A.; Valéry, L.; Valkar, S.; Vallier, A.; Valls Ferrer, J. A.; Van Den Wollenberg, W.; van der Graaf, H.; van Gemmeren, P.; Van Nieuwkoop, J.; van Vulpen, I.; van Woerden, M. C.; Vanadia, M.; Vandelli, W.; Vaniachine, A.; Vankov, P.; Vardanyan, G.; Vari, R.; Varnes, E. W.; Varni, C.; Varol, T.; Varouchas, D.; Vartapetian, A.; Varvell, K. E.; Vasquez, J. G.; Vasquez, G. A.; Vazeille, F.; Vazquez Schroeder, T.; Veatch, J.; Veeraraghavan, V.; Veloce, L. M.; Veloso, F.; Veneziano, S.; Ventura, A.; Venturi, M.; Venturi, N.; Venturini, A.; Vercesi, V.; Verducci, M.; Verkerke, W.; Vermeulen, A. T.; Vermeulen, J. C.; Vetterli, M. C.; Viaux Maira, N.; Viazlo, O.; Vichou, I.; Vickey, T.; Vickey Boeriu, O. E.; Viehhauser, G. H. A.; Viel, S.; Vigani, L.; Villa, M.; Villaplana Perez, M.; Vilucchi, E.; Vincter, M. G.; Vinogradov, V. B.; Vishwakarma, A.; Vittori, C.; Vivarelli, I.; Vlachos, S.; Vogel, M.; Vokac, P.; Volpi, G.; von der Schmitt, H.; von Toerne, E.; Vorobel, V.; Vorobev, K.; Vos, M.; Voss, R.; Vossebeld, J. H.; Vranjes, N.; Vranjes Milosavljevic, M.; Vrba, V.; Vreeswijk, M.; Vuillermet, R.; Vukotic, I.; Wagner, P.; Wagner, W.; Wagner-Kuhr, J.; Wahlberg, H.; Wahrmund, S.; Walder, J.; Walker, R.; Walkowiak, W.; Wallangen, V.; Wang, C.; Wang, C.; Wang, F.; Wang, H.; Wang, H.; Wang, J.; Wang, J.; Wang, Q.; Wang, R.; Wang, S. M.; Wang, T.; Wang, W.; Wang, W.; Wang, Z.; Wanotayaroj, C.; Warburton, A.; Ward, C. P.; Wardrope, D. R.; Washbrook, A.; Watkins, P. M.; Watson, A. T.; Watson, M. F.; Watts, G.; Watts, S.; Waugh, B. M.; Webb, A. F.; Webb, S.; Weber, M. S.; Weber, S. W.; Weber, S. A.; Webster, J. S.; Weidberg, A. R.; Weinert, B.; Weingarten, J.; Weirich, M.; Weiser, C.; Weits, H.; Wells, P. S.; Wenaus, T.; Wengler, T.; Wenig, S.; Wermes, N.; Werner, M. D.; Werner, P.; Wessels, M.; Weston, T. D.; Whalen, K.; Whallon, N. L.; Wharton, A. M.; White, A. S.; White, A.; White, M. J.; White, R.; Whiteson, D.; Whitmore, B. W.; Wickens, F. J.; Wiedenmann, W.; Wielers, M.; Wiglesworth, C.; Wiik-Fuchs, L. A. M.; Wildauer, A.; Wilk, F.; Wilkens, H. G.; Williams, H. H.; Williams, S.; Willis, C.; Willocq, S.; Wilson, J. A.; Wingerter-Seez, I.; Winkels, E.; Winklmeier, F.; Winston, O. J.; Winter, B. T.; Wittgen, M.; Wobisch, M.; Wolf, T. M. H.; Wolff, R.; Wolter, M. W.; Wolters, H.; Wong, V. W. S.; Worm, S. D.; Wosiek, B. K.; Wotschack, J.; Wozniak, K. W.; Wu, M.; Wu, S. L.; Wu, X.; Wu, Y.; Wyatt, T. R.; Wynne, B. M.; Xella, S.; Xi, Z.; Xia, L.; Xu, D.; Xu, L.; Xu, T.; Yabsley, B.; Yacoob, S.; Yamaguchi, D.; Yamaguchi, Y.; Yamamoto, A.; Yamamoto, S.; Yamanaka, T.; Yamane, F.; Yamatani, M.; Yamazaki, Y.; Yan, Z.; Yang, H.; Yang, H.; Yang, Y.; Yang, Z.; Yao, W.-M.; Yap, Y. C.; Yasu, Y.; Yatsenko, E.; Yau Wong, K. H.; Ye, J.; Ye, S.; Yeletskikh, I.; Yigitbasi, E.; Yildirim, E.; Yorita, K.; Yoshihara, K.; Young, C.; Young, C. J. S.; Yu, J.; Yu, J.; Yuen, S. P. Y.; Yusuff, I.; Zabinski, B.; Zacharis, G.; Zaidan, R.; Zaitsev, A. M.; Zakharchuk, N.; Zalieckas, J.; Zaman, A.; Zambito, S.; Zanzi, D.; Zeitnitz, C.; Zemaityte, G.; Zemla, A.; Zeng, J. C.; Zeng, Q.; Zenin, O.; Ženiš, T.; Zerwas, D.; Zhang, D.; Zhang, F.; Zhang, G.; Zhang, H.; Zhang, J.; Zhang, L.; Zhang, L.; Zhang, M.; Zhang, P.; Zhang, R.; Zhang, R.; Zhang, X.; Zhang, Y.; Zhang, Z.; Zhao, X.; Zhao, Y.; Zhao, Z.; Zhemchugov, A.; Zhou, B.; Zhou, C.; Zhou, L.; Zhou, M.; Zhou, M.; Zhou, N.; Zhu, C. G.; Zhu, H.; Zhu, J.; Zhu, Y.; Zhuang, X.; Zhukov, K.; Zibell, A.; Zieminska, D.; Zimine, N. I.; Zimmermann, C.; Zimmermann, S.; Zinonos, Z.; Zinser, M.; Ziolkowski, M.; Živković, L.; Zobernig, G.; Zoccoli, A.; Zou, R.; zur Nedden, M.; Zwalinski, L.

    2017-10-01

    A search is presented for the pair production of heavy vector-like T quarks, primarily targeting the T quark decays to a W boson and a b-quark. The search is based on 36.1 fb-1 of pp collisions at √{s}=13 TeV recorded in 2015 and 2016 with the ATLAS detector at the CERN Large Hadron Collider. Data are analysed in the lepton-plus-jets final state, including at least one b-tagged jet and a large-radius jet identified as originating from the hadronic decay of a high-momentum W boson. No significant deviation from the Standard Model expectation is observed in the reconstructed T mass distribution. The observed 95% confidence level lower limit on the T mass are 1350 GeV assuming 100% branching ratio to Wb. In the SU(2) singlet scenario, the lower mass limit is 1170 GeV. This search is also sensitive to a heavy vector-like B quark decaying to Wt and other final states. The results are thus reinterpreted to provide a 95% confidence level lower limit on the B quark mass at 1250 GeV assuming 100% branching ratio to Wt; in the SU(2) singlet scenario, the limit is 1080 GeV. Mass limits on both T and B production are also set as a function of the decay branching ratios. The 100% branching ratio limits are found to be applicable to heavy vector-like Y and X production that decay to Wb and Wt, respectively. [Figure not available: see fulltext.

  12. Search for pair production of heavy vector-like quarks decaying to high-p T W bosons and b quarks in the lepton-plus-jets final state in pp collisions at $$ \\sqrt{s}=13 $$ TeV with the ATLAS detector

    DOE PAGES

    Aaboud, M.; Aad, G.; Abbott, B.; ...

    2017-10-20

    A search is presented for the pair production of heavy vector-like T quarks, primarily targeting the T quark decays to a W boson and a b-quark. The search is based on 36.1 fb –1 of pp collisions at √s=13 TeV recorded in 2015 and 2016 with the ATLAS detector at the CERN Large Hadron Collider. Data are analysed in the lepton-plus-jets final state, including at least one b-tagged jet and a large-radius jet identified as originating from the hadronic decay of a high-momentum W boson. No significant deviation from the Standard Model expectation is observed in the reconstructed T massmore » distribution. The observed 95% confidence level lower limit on the T mass are 1350 GeV assuming 100% branching ratio to Wb. In the SU(2) singlet scenario, the lower mass limit is 1170 GeV. This search is also sensitive to a heavy vector-like B quark decaying to Wt and other final states. The results are thus reinterpreted to provide a 95% confidence level lower limit on the B quark mass at 1250 GeV assuming 100% branching ratio to Wt; in the SU(2) singlet scenario, the limit is 1080 GeV. Mass limits on both T and B production are also set as a function of the decay branching ratios. In conclusion, the 100% branching ratio limits are found to be applicable to heavy vector-like Y and X production that decay to Wb and Wt, respectively.« less

  13. Search for pair production of heavy vector-like quarks decaying to high- p T W bosons and b quarks in the lepton-plus-jets final state in pp collisions at $$ \\sqrt{s}=13 $$ TeV with the ATLAS detector

    DOE PAGES

    Aaboud, M.; Aad, G.; Abbott, B.; ...

    2017-10-20

    A search is presented for the pair production of heavy vector-like T quarks, primarily targeting the T quark decays to a W boson and a b-quark. The search is based on 36.1 fb -1 of pp collisions atmore » $$ \\sqrt{s}=13 $$ TeV recorded in 2015 and 2016 with the ATLAS detector at the CERN Large Hadron Collider. Data are analysed in the lepton-plus-jets final state, including at least one b-tagged jet and a large-radius jet identified as originating from the hadronic decay of a high-momentum W boson. No significant deviation from the Standard Model expectation is observed in the reconstructed T mass distribution. The observed 95% confidence level lower limit on the T mass are 1350 GeV assuming 100% branching ratio to Wb. In the SU(2) singlet scenario, the lower mass limit is 1170 GeV. This search is also sensitive to a heavy vector-like B quark decaying to Wt and other final states. The results are thus reinterpreted to provide a 95% confidence level lower limit on the B quark mass at 1250 GeV assuming 100% branching ratio to Wt; in the SU(2) singlet scenario, the limit is 1080 GeV. Mass limits on both T and B production are also set as a function of the decay branching ratios. The 100% branching ratio limits are found to be applicable to heavy vector-like Y and X production that decay to Wb and Wt, respectively.« less

  14. Search for pair production of heavy vector-like quarks decaying to high-p T W bosons and b quarks in the lepton-plus-jets final state in pp collisions at $$ \\sqrt{s}=13 $$ TeV with the ATLAS detector

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Aaboud, M.; Aad, G.; Abbott, B.

    A search is presented for the pair production of heavy vector-like T quarks, primarily targeting the T quark decays to a W boson and a b-quark. The search is based on 36.1 fb –1 of pp collisions at √s=13 TeV recorded in 2015 and 2016 with the ATLAS detector at the CERN Large Hadron Collider. Data are analysed in the lepton-plus-jets final state, including at least one b-tagged jet and a large-radius jet identified as originating from the hadronic decay of a high-momentum W boson. No significant deviation from the Standard Model expectation is observed in the reconstructed T massmore » distribution. The observed 95% confidence level lower limit on the T mass are 1350 GeV assuming 100% branching ratio to Wb. In the SU(2) singlet scenario, the lower mass limit is 1170 GeV. This search is also sensitive to a heavy vector-like B quark decaying to Wt and other final states. The results are thus reinterpreted to provide a 95% confidence level lower limit on the B quark mass at 1250 GeV assuming 100% branching ratio to Wt; in the SU(2) singlet scenario, the limit is 1080 GeV. Mass limits on both T and B production are also set as a function of the decay branching ratios. In conclusion, the 100% branching ratio limits are found to be applicable to heavy vector-like Y and X production that decay to Wb and Wt, respectively.« less

  15. Search for pair production of heavy vector-like quarks decaying to high- p T W bosons and b quarks in the lepton-plus-jets final state in pp collisions at $$ \\sqrt{s}=13 $$ TeV with the ATLAS detector

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Aaboud, M.; Aad, G.; Abbott, B.

    A search is presented for the pair production of heavy vector-like T quarks, primarily targeting the T quark decays to a W boson and a b-quark. The search is based on 36.1 fb -1 of pp collisions atmore » $$ \\sqrt{s}=13 $$ TeV recorded in 2015 and 2016 with the ATLAS detector at the CERN Large Hadron Collider. Data are analysed in the lepton-plus-jets final state, including at least one b-tagged jet and a large-radius jet identified as originating from the hadronic decay of a high-momentum W boson. No significant deviation from the Standard Model expectation is observed in the reconstructed T mass distribution. The observed 95% confidence level lower limit on the T mass are 1350 GeV assuming 100% branching ratio to Wb. In the SU(2) singlet scenario, the lower mass limit is 1170 GeV. This search is also sensitive to a heavy vector-like B quark decaying to Wt and other final states. The results are thus reinterpreted to provide a 95% confidence level lower limit on the B quark mass at 1250 GeV assuming 100% branching ratio to Wt; in the SU(2) singlet scenario, the limit is 1080 GeV. Mass limits on both T and B production are also set as a function of the decay branching ratios. The 100% branching ratio limits are found to be applicable to heavy vector-like Y and X production that decay to Wb and Wt, respectively.« less

  16. The thrust belt in Southwest Montana and east-central Idaho

    USGS Publications Warehouse

    Ruppel, Edward T.; Lopez, David A.

    1984-01-01

    The leading edge of the Cordilleran fold and thrust in southwest Montana appears to be a continuation of the edge of the Wyoming thrust belt, projected northward beneath the Snake River Plain. Trces of the thrust faults that form the leading edge of the thrust belts are mostly concealed, but stratigraphic and structural evidence suggests that the belt enters Montana near the middle of the Centennial Mountains, continues west along the Red Rock River valley, and swings north into the Highland Mountains near Butte. The thrust belt in southwest Montana and east-central Idaho includes at least two major plates -- the Medicine Lodge and Grasshopper thrust plates -- each of which contains a distinctive sequence of rocks, different in facies and structural style from those of the cratonic region east of the thrust belt. The thrust plates are characterized by persuasive, open to tight and locally overturned folds, and imbricate thrust faults, structural styles unusual in Phanerozoic cratonic rocks. The basal decollement zones of the plates are composed of intensely sheared, crushed, brecciated, and mylonitized rocks, the decollement at the base of the Medicine Lodge plate is as much as 300 meters thick. The Medicine Lodge and Grasshopper thrust plates are fringed on the east by a 10- to 50-kilometer-wide zone of tightly folded rocks cut by imbricate thrust fauls, a zone that forms the eastern margin of the thrust belt in southwest Montana. The frontal fold and thrust zone includes rocks that are similar to those of the craton, even though they differ in details of thickness, composition, or stratigraphic sequence. The zone is interpreted to be one of terminal folding and thrusting in cratonic rocks overridden by the major thrust plates from farther west. The cratonic rocks were drape-folded over rising basement blocks that formed a foreland bulge in front of the thrust belt. The basement blocks are bounded by steep faults of Proterozoic ancestry, which also moved as tear

  17. Extending acoustic data measured with small-scale supersonic model jets to practical aircraft exhaust jets

    NASA Astrophysics Data System (ADS)

    Kuo, Ching-Wen

    2010-06-01

    Modern military aircraft jet engines are designed with variable geometry nozzles to provide optimum thrust in different operating conditions within the flight envelope. However, the acoustic measurements for such nozzles are scarce, due to the cost involved in making full-scale measurements and the lack of details about the exact geometry of these nozzles. Thus the present effort at The Pennsylvania State University and the NASA Glenn Research Center, in partnership with GE Aviation, is aiming to study and characterize the acoustic field produced by supersonic jets issuing from converging-diverging military style nozzles. An equally important objective is to develop a scaling methodology for using data obtained from small- and moderate-scale experiments which exhibits the independence of the jet sizes to the measured noise levels. The experimental results presented in this thesis have shown reasonable agreement between small-scale and moderate-scale jet acoustic data, as well as between heated jets and heat-simulated ones. As the scaling methodology is validated, it will be extended to using acoustic data measured with small-scale supersonic model jets to the prediction of the most important components of full-scale engine noise. When comparing the measured acoustic spectra with a microphone array set at different radial locations, the characteristics of the jet noise source distribution may induce subtle inaccuracies, depending on the conditions of jet operation. A close look is taken at the details of the noise generation region in order to better understand the mismatch between spectra measured at various acoustic field radial locations. A processing methodology was developed to correct the effect of the noise source distribution and efficiently compare near-field and far-field spectra with unprecedented accuracy. This technique then demonstrates that the measured noise levels in the physically restricted space of an anechoic chamber can be appropriately

  18. Magnet pole shape design for reduction of thrust ripple of slotless permanent magnet linear synchronous motor with arc-shaped magnets considering end-effect based on analytical method

    NASA Astrophysics Data System (ADS)

    Shin, Kyung-Hun; Park, Hyung-Il; Kim, Kwan-Ho; Jang, Seok-Myeong; Choi, Jang-Young

    2017-05-01

    The shape of the magnet is essential to the performance of a slotless permanent magnet linear synchronous machine (PMLSM) because it is directly related to desirable machine performance. This paper presents a reduction in the thrust ripple of a PMLSM through the use of arc-shaped magnets based on electromagnetic field theory. The magnetic field solutions were obtained by considering end effect using a magnetic vector potential and two-dimensional Cartesian coordinate system. The analytical solution of each subdomain (PM, air-gap, coil, and end region) is derived, and the field solution is obtained by applying the boundary and interface conditions between the subdomains. In particular, an analytical method was derived for the instantaneous thrust and thrust ripple reduction of a PMLSM with arc-shaped magnets. In order to demonstrate the validity of the analytical results, the back electromotive force results of a finite element analysis and experiment on the manufactured prototype model were compared. The optimal point for thrust ripple minimization is suggested.

  19. Powered Descent Guidance with General Thrust-Pointing Constraints

    NASA Technical Reports Server (NTRS)

    Carson, John M., III; Acikmese, Behcet; Blackmore, Lars

    2013-01-01

    The Powered Descent Guidance (PDG) algorithm and software for generating Mars pinpoint or precision landing guidance profiles has been enhanced to incorporate thrust-pointing constraints. Pointing constraints would typically be needed for onboard sensor and navigation systems that have specific field-of-view requirements to generate valid ground proximity and terrain-relative state measurements. The original PDG algorithm was designed to enforce both control and state constraints, including maximum and minimum thrust bounds, avoidance of the ground or descent within a glide slope cone, and maximum speed limits. The thrust-bound and thrust-pointing constraints within PDG are non-convex, which in general requires nonlinear optimization methods to generate solutions. The short duration of Mars powered descent requires guaranteed PDG convergence to a solution within a finite time; however, nonlinear optimization methods have no guarantees of convergence to the global optimal or convergence within finite computation time. A lossless convexification developed for the original PDG algorithm relaxed the non-convex thrust bound constraints. This relaxation was theoretically proven to provide valid and optimal solutions for the original, non-convex problem within a convex framework. As with the thrust bound constraint, a relaxation of the thrust-pointing constraint also provides a lossless convexification that ensures the enhanced relaxed PDG algorithm remains convex and retains validity for the original nonconvex problem. The enhanced PDG algorithm provides guidance profiles for pinpoint and precision landing that minimize fuel usage, minimize landing error to the target, and ensure satisfaction of all position and control constraints, including thrust bounds and now thrust-pointing constraints.

  20. Experimental and Computational Induced Aerodynamics from Missile Jet Reaction Controls at Angles of Attack to 75 Degrees

    NASA Technical Reports Server (NTRS)

    Capone, Francis J.; Ashbury, Scott C.; Deere, Karen A.

    1996-01-01

    An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine induced aerodynamic effects from jet reaction controls of an advanced air-to-air missile concept. The 75-percent scale model featured independently controlled reaction jets located near the nose and tail of the model. Aerodynamic control was provided by four fins located near the tail of the model. This investigation was conducted at Mach numbers of 0.35 and 0.60, at angles of attack up to 75 deg and at nozzle pressure ratios up to 90. Jet-reaction thrust forces were not measured by the force balance but jet-induced forces were. In addition, a multiblock three-dimensional Navier-Stokes method was used to calculate the flowfield of the missile at angles of attack up to 40 deg. Results indicate that large interference effects on pitching moment were induced from operating the nose jets with the the off. Excellent correlation between experimental and computational pressure distributions and pitching moment were obtained a a Mach number of 0.35 and at angles of attack up to 40 deg.

  1. Measurement of vector boson scattering and constraints on anomalous quartic couplings from events with four leptons and two jets in proton–proton collisions at s = 13   TeV

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Sirunyan, A. M.; Tumasyan, A.; Adam, W.

    A measurement of vector boson scattering and constraints on anomalous quartic gauge couplings from events with two Z bosons and two jets are presented. The analysis is based on a data sample of proton–proton collisions at √s = 13 TeV collected with the CMS detector and corresponding to an integrated luminosity of 35.9fb –1. Here, the search is performed in the fully leptonic final state ZZ → lll'l', where l,l' = e or μ.

  2. Measurement of vector boson scattering and constraints on anomalous quartic couplings from events with four leptons and two jets in proton–proton collisions at s = 13   TeV

    DOE PAGES

    Sirunyan, A. M.; Tumasyan, A.; Adam, W.; ...

    2017-10-17

    A measurement of vector boson scattering and constraints on anomalous quartic gauge couplings from events with two Z bosons and two jets are presented. The analysis is based on a data sample of proton–proton collisions at √s = 13 TeV collected with the CMS detector and corresponding to an integrated luminosity of 35.9fb –1. Here, the search is performed in the fully leptonic final state ZZ → lll'l', where l,l' = e or μ.

  3. Low-thrust chemical rocket engine study

    NASA Technical Reports Server (NTRS)

    Shoji, J. M.

    1981-01-01

    An analytical study evaluating thrust chamber cooling engine cycles and preliminary engine design for low thrust chemical rocket engines for orbit transfer vehicles is described. Oxygen/hydrogen, oxygen/methane, and oxygen/RP-1 engines with thrust levels from 444.8 N to 13345 N, and chamber pressures from 13.8 N/sq cm to 689.5 N/sq cm were evaluated. The physical and thermodynamic properties of the propellant theoretical performance data, and transport properties are documented. The thrust chamber cooling limits for regenerative/radiation and film/radiation cooling are defined and parametric heat transfer data presented. A conceptual evaluation of a number of engine cycles was performed and a 2224.1 N oxygen/hydrogen engine cycle configuration and a 2224.1 N oxygen/methane configuration chosen for preliminary engine design. Updated parametric engine data, engine design drawings, and an assessment of technology required are presented.

  4. In-water gas combustion for thrust production

    NASA Astrophysics Data System (ADS)

    Teslenko, V. S.; Drozhzhin, A. P.; Medvedev, R. N.

    2017-07-01

    The paper presents the results of experimental study for hydrodynamic processes occurring during combustion of a stoichiometric mixture propane-oxygen in combustion chambers with different configurations and submerged into water. The pulses of force acting upon a thrust wall were measured for different geometries: cylindrical, conic, hemispherical, including the case of gas combustion near a flat thrust wall. After a single charge of stoichiometric mixture propane-oxygen is burnt near the thrust wall, the process of cyclic generation of force pulses develops. The first pulse is generated due to pressure growth during gas combustion, and the following pulses are the result of hydrodynamic pulsations of the gaseous cavity. Experiments demonstrated that efficient generation of thrust occurs if all bubble pulsations are used during combustion of a single gas combustion. In the series of experiments, the specific impulse on the thrust wall was in the range 104-105 s (105-106 m/s) with account for positive and negative components of impulse.

  5. Performance Evaluation of the T6 Ion Engine

    NASA Technical Reports Server (NTRS)

    Snyder, John Steven; Goebel, Dan M.; Hofer, Richard R.; Polk, James E.; Wallace, Neil C.; Simpson, Huw

    2010-01-01

    The T6 ion engine is a 22-cm diameter, 4.5-kW Kaufman-type ion thruster produced by QinetiQ, Ltd., and is baselined for the European Space Agency BepiColombo mission to Mercury and is being qualified under ESA sponsorship for the extended range AlphaBus communications satellite platform. The heritage of the T6 includes the T5 ion thruster now successfully operating on the ESA GOCE spacecraft. As a part of the T6 development program, an engineering model thruster was subjected to a suite of performance tests and plume diagnostics at the Jet Propulsion Laboratory. The engine was mounted on a thrust stand and operated over its nominal throttle range of 2.5 to 4.5 kW. In addition to the typical electrical and flow measurements, an E x B mass analyzer, scanning Faraday probe, thrust vector probe, and several near-field probes were utilized. Thrust, beam divergence, double ion content, and thrust vector movement were all measured at four separate throttle points. The engine performance agreed well with published data on this thruster. At full power the T6 produced 143 mN of thrust at a specific impulse of 4120 seconds and an efficiency of 64%; optimization of the neutralizer for lower flow rates increased the specific impulse to 4300 seconds and the efficiency to nearly 66%. Measured beam divergence was less than, and double ion content was greater than, the ring-cusp-design NSTAR thruster that has flown on NASA missions. The measured thrust vector offset depended slightly on throttle level and was found to increase with time as the thruster approached thermal equilibrium.

  6. Distributed Exhaust Nozzles for Jet Noise Reduction

    NASA Technical Reports Server (NTRS)

    Ahuja, K. K.; Gaeta, R. J.; Hellman, B.; Schein, D. B.; Solomon, W. D., Jr.; Huff, Dennis (Technical Monitor)

    2001-01-01

    The main objective of this study is to validate the jet noise reduction potential of a concept associated with distributed exhaust nozzles. Under this concept the propulsive thrust is generated by a larger number of discrete plumes issuing from an array of small or mini-nozzles. The potential of noise reduction of this concept stems from the fact that a large number of small jets will produce very high frequency noise and also, if spaced suitably, they will coalesce at a smaller velocity to produce low amplitude, low frequency noise. This is accomplished through detailed acoustic and fluid measurements along with a Computational Fluidic Dynamic (CFD) solution of the mean (DE) Distributed Exhaust nozzle flowfield performed by Northrop-Grumman. The acoustic performance is quantified in an anechoic chamber. Farfield acoustic data is acquired for a DE nozzle as well as a round nozzle of the same area. Both these types of nozzles are assessed numerically using Computational Fluid Dynamic (CFD) techniques. The CFD analysis ensures that both nozzles issued the same amount of airflow for a given nozzle pressure ratio. Data at a variety of nozzle pressure ratios are acquired at a range of polar and azimuthal angles. Flow visualization of the DE nozzle is used to assess the fluid dynamics of the small jet interactions. Results show that at high subsonic jet velocities, the DE nozzle shifts its frequency of peak amplitude to a higher frequency relative to a round nozzle of equivalent area (from a S(sub tD) = 0.24 to 1. 3). Furthermore, the DE nozzle shows reduced sound pressure levels (as much as 4 - 8 dB) in the low frequency part of the spectrum (less than S(sub tD) = 0.24 ) compared to the round nozzle. At supersonic jet velocities, the DE nozzle does not exhibit the jet screech and the shock-associated broadband noise is reduced by as much as 12 dB.

  7. Effect of reaction control system jet-flow field interactions on a 0.015 scale model space shuttle orbiter aerodynamic characteristics

    NASA Technical Reports Server (NTRS)

    Monta, W. J.; Rausch, J. R.

    1973-01-01

    The effects of the reaction control system (RCS) jet-flow field interactions on the space shuttle orbiter system during entry are discussed. The primary objective of the test program was to obtain data for the shuttle orbiter configuration to determine control amplification factors resulting from jet interaction between the RCS plumes and the external flow over the vehicle. A secondary objective was to provide data for comparison and improvement of analytic jet interaction prediction techniques. The test program was divided into two phases; (1) force and moment measurements were made with and without RCS blowing, investigating environment parameters (R sub e, Alpha, Beta), RCS plume parameters (Jet pressure ratio, momentum ratio and thrust level), and geometry parameters (RCS pod locations) on the orbiter model, (2) oil flow visualization tests were conducted on a dummy balance at the end of the test.

  8. A simple hydrodynamic model of a laminar free-surface jet in horizontal or vertical flight

    NASA Astrophysics Data System (ADS)

    Haustein, Herman D.; Harnik, Ron S.; Rohlfs, Wilko

    2017-08-01

    A useable model for laminar free-surface jet evolution during flight, for both horizontal and vertical jets, is developed through joint analytical, experimental, and simulation methods. The jet's impingement centerline velocity, recently shown to dictate stagnation zone heat transfer, encompasses the entire flow history: from pipe-flow velocity profile development to profile relaxation and jet contraction during flight. While pipe-flow is well-known, an alternative analytic solution is presented for the centerline velocity's viscous-driven decay. Jet-contraction is subject to influences of surface tension (We), pipe-flow profile development, in-flight viscous dissipation (Re), and gravity (Nj = Re/Fr). The effects of surface tension and emergence momentum flux (jet thrust) are incorporated analytically through a global momentum balance. Though emergence momentum is related to pipe flow development, and empirically linked to nominal pipe flow-length, it can be modified to incorporate low-Re downstream dissipation as well. Jet contraction's gravity dependence is extended beyond existing uniform-velocity theory to cases of partially and fully developed profiles. The final jet-evolution model relies on three empirical parameters and compares well to present and previous experiments and simulations. Hence, micro-jet flight experiments were conducted to fill-in gaps in the literature: jet contraction under mild gravity-effects, and intermediate Reynolds and Weber numbers (Nj = 5-8, Re = 350-520, We = 2.8-6.2). Furthermore, two-phase direct numerical simulations provided insight beyond the experimental range: Re = 200-1800, short pipes (Z = L/d . Re ≥ 0.01), variable nozzle wettability, and cases of no surface tension and/or gravity.

  9. THRUST BEARING

    DOEpatents

    Heller, P.R.

    1958-09-16

    A thrust bearing suitable for use with a rotor or blower that is to rotate about a vertical axis is descrihed. A centrifagal jack is provided so thnt the device may opernte on one hearing at starting and lower speeds, and transfer the load to another bearing at higher speeds. A low viscosity fluid is used to lubricate the higher speed operation bearing, in connection with broad hearing -surfaces, the ability to withstand great loads, and a relatively high friction loss, as contraated to the lower speed operatio;n bearing which will withstand only light thrust loads but is sufficiently frictionfree to avoid bearing seizure during slow speed or startup operation. An axially aligned shaft pin provides the bearing surface for low rotational speeds, but at higher speed, weights operating against spring tension withdraw nthe shaft pin into the bearing proper and the rotor shaft comes in contact with the large bearing surfaces.

  10. Analysis of Material Sample Heated by Impinging Hot Hydrogen Jet in a Non-Nuclear Tester

    NASA Technical Reports Server (NTRS)

    Wang, Ten-See; Foote, John; Litchford, Ron

    2006-01-01

    A computational conjugate heat transfer methodology was developed and anchored with data obtained from a hot-hydrogen jet heated, non-nuclear materials tester, as a first step towards developing an efficient and accurate multiphysics, thermo-fluid computational methodology to predict environments for hypothetical solid-core, nuclear thermal engine thrust chamber. The computational methodology is based on a multidimensional, finite-volume, turbulent, chemically reacting, thermally radiating, unstructured-grid, and pressure-based formulation. The multiphysics invoked in this study include hydrogen dissociation kinetics and thermodynamics, turbulent flow, convective and thermal radiative, and conjugate heat transfers. Predicted hot hydrogen jet and material surface temperatures were compared with those of measurement. Predicted solid temperatures were compared with those obtained with a standard heat transfer code. The interrogation of physics revealed that reactions of hydrogen dissociation and recombination are highly correlated with local temperature and are necessary for accurate prediction of the hot-hydrogen jet temperature.

  11. Origin of the Uinta recess, Sevier fold thrust belt, Utah: influence of basin architecture on fold thrust belt geometry

    NASA Astrophysics Data System (ADS)

    Paulsen, Timothy; Marshak, Stephen

    1999-11-01

    Structural trends in the Sevier fold-thrust belt define a pronounced concave-to-the-foreland map-view curve, the Uinta recess, in north-central Utah. This recess separates two convex-to-the-foreland curves, the Provo salient on the south and the Wyoming salient on the north. The two limbs of the recess comprise transverse zones (fault zones at a high-angle to the regional trend of the orogen) that border the flanks of the east-west-trending Uinta/Cottonwood arch. Our structural analysis indicates that the transverse zones formed during the Sevier orogeny, and that they differ markedly from each other in structural style. The Charleston transverse zone (CTZ), on the south side of the arch, initiated as a complex sinistral strike-slip fault system that defines the abrupt northern boundary of the Provo salient. The Mount Raymond transverse zone (MRTZ), on the north side of the arch, represents the region in which the southeast-verging southern limb of the gently curving Wyoming salient was tilted northwards during the Laramide phase of uplift of the Uinta/Cottonwood arch. In effect, the MRTZ represents an oblique cross section through a thrust belt. The contrasting architecture of these transverse zones demonstrates how pre-deformation basin geometry influences the geometry of a fold-thrust belt. Analysis of isopach maps indicates that, at the time the Sevier fold-thrust belt formed, the area just north of the present site of the Uinta/Cottonwood arch was a basement high, with a gently dipping north flank, and a steeply dipping south flank. Thus, predeformational sediment thickened abruptly to the south of the high and thickened gradually to the north of the high. As illustrated by sandbox models, the distance that a fold-thrust belt propagates into the foreland depends on the thickness of the sedimentary layer being deformed, so the shape of the salient mimics the longitudinal cross-sectional shape of the sedimentary basin. Where basins taper gradually along strike

  12. Earthquakes, gravity, and the origin of the Bali Basin: An example of a Nascent Continental Fold-and-Thrust Belt

    NASA Astrophysics Data System (ADS)

    McCaffrey, Robert; Nabelek, John

    1987-01-01

    We infer from the bathymetry and gravity field and from the source mechanisms and depths of the eight largest earthquakes in the Bali region that the Bali Basin is a downwarp in the crust of the Sunda Shelf produced and maintained by thrusting along the Flores back arc thrust zone. Earthquake source mechanisms and focal depths are inferred from the inversion of long-period P and SH waves for all events and short-period P waves for two of the events. Centroidal depths that give the best fit to the seismograms range from 10 to 18 km, but uncertainties in depth allow a range from 7 to 24 km. The P wave nodal planes that dip south at 13° to 35° (±7°) strike roughly parallel to the volcanic arc and are consistent with thrusting of crust of the Bali Basin beneath it. The positions of the earthquakes with respect to crustal features inferred from seismic and gravity data suggest that the earthquakes occur in the basement along the western end of the Flores thrust zone. The slip direction for the back arc thrust zone inferred from the orientation of the earthquake slip vectors indicates that the thrusting in the Bali Basin is probably part of the overall plate convergence, as it roughly coincides with the convergence direction between the Sunda arc and the Indian Ocean plate. Summation of seismic moments of earthquakes between 1960 and 1985 suggests a minimum rate of convergence across the thrust zone of 4 ± 2 mm/a. The presence of back arc thrusting suggests that some coupling between the Indian Ocean plate and the Sunda arc occurs but mechanisms such as continental collision or a shallow subduction of the Indian Ocean plate probably can be ruled out. The present tectonic setting and structure of the Bali Basin is comparable to the early forelands of the Andes or western North America in that a fold-and-thrust belt is forming on the continental side of an arc-trench system at which oceanic lithosphere is being subducted. The Bali Basin is flanked by the Tertiary Java

  13. On the calculation of low-thrust fail-safe trajectories

    NASA Technical Reports Server (NTRS)

    Sauer, C. G., Jr.

    1975-01-01

    A guidance algorithm is developed for a low-thrust spacecraft such that target intercept is possible in spite of premature thrust termination along the trajectory. Such a trajectory is called a 'fail-safe' trajectory and the spacecraft thrust is utilized to minimize the relative target-spacecraft approach speed. The fail-safe guidance algorithm is solved using the concept of a critical thrust plane and a non-critical thrust direction. Several examples of fail-safe guidance are presented for a solar-electric propulsion flyby mission to the comet Encke.

  14. 14 CFR 33.97 - Thrust reversers.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Thrust reversers. 33.97 Section 33.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.97 Thrust reversers. (a) If the...

  15. 14 CFR 33.97 - Thrust reversers.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Thrust reversers. 33.97 Section 33.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.97 Thrust reversers. (a) If the...

  16. 14 CFR 33.97 - Thrust reversers.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Thrust reversers. 33.97 Section 33.97 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.97 Thrust reversers. (a) If the...

  17. Evaluation of various thrust calculation techniques on an F404 engine

    NASA Technical Reports Server (NTRS)

    Ray, Ronald J.

    1990-01-01

    In support of performance testing of the X-29A aircraft at the NASA-Ames, various thrust calculation techniques were developed and evaluated for use on the F404-GE-400 engine. The engine was thrust calibrated at NASA-Lewis. Results from these tests were used to correct the manufacturer's in-flight thrust program to more accurately calculate thrust for the specific test engine. Data from these tests were also used to develop an independent, simplified thrust calculation technique for real-time thrust calculation. Comparisons were also made to thrust values predicted by the engine specification model. Results indicate uninstalled gross thrust accuracies on the order of 1 to 4 percent for the various in-flight thrust methods. The various thrust calculations are described and their usage, uncertainty, and measured accuracies are explained. In addition, the advantages of a real-time thrust algorithm for flight test use and the importance of an accurate thrust calculation to the aircraft performance analysis are described. Finally, actual data obtained from flight test are presented.

  18. A 10 nN resolution thrust-stand for micro-propulsion devices

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Chakraborty, Subha; Courtney, Daniel G.; Shea, Herbert, E-mail: herbert.shea@epfl.ch

    We report on the development of a nano-Newton thrust-stand that can measure up to 100 μN thrust from different types of microthrusters with 10 nN resolution. The compact thrust-stand measures the impingement force of the particles emitted from a microthruster onto a suspended plate of size 45 mm × 45 mm and with a natural frequency over 50 Hz. Using a homodyne (lock-in) readout provides strong immunity to facility vibrations, which historically has been a major challenge for nano-Newton thrust-stands. A cold-gas thruster generating up to 50 μN thrust in air was first used to validate the thrust-stand. Better thanmore » 10 nN resolution and a minimum detectable thrust of 10 nN were achieved. Thrust from a miniature electrospray propulsion system generating up to 3 μN of thrust was measured with our thrust-stand in vacuum, and the thrust was compared with that computed from beam diagnostics, obtaining agreement within 50 nN to 150 nN. The 10 nN resolution obtained from this thrust-stand matches that from state-of-the-art nano-Newton thrust-stands, which measure thrust directly from the thruster by mounting it on a moving arm (but whose natural frequency is well below 1 Hz). The thrust-stand is the first of its kind to demonstrate less than 3 μN resolution by measuring the impingement force, making it capable of measuring thrust from different types of microthrusters, with the potential of easy upscaling for thrust measurement at much higher levels, simply by replacing the force sensor with other force sensors.« less

  19. A 10 nN resolution thrust-stand for micro-propulsion devices

    NASA Astrophysics Data System (ADS)

    Chakraborty, Subha; Courtney, Daniel G.; Shea, Herbert

    2015-11-01

    We report on the development of a nano-Newton thrust-stand that can measure up to 100 μN thrust from different types of microthrusters with 10 nN resolution. The compact thrust-stand measures the impingement force of the particles emitted from a microthruster onto a suspended plate of size 45 mm × 45 mm and with a natural frequency over 50 Hz. Using a homodyne (lock-in) readout provides strong immunity to facility vibrations, which historically has been a major challenge for nano-Newton thrust-stands. A cold-gas thruster generating up to 50 μN thrust in air was first used to validate the thrust-stand. Better than 10 nN resolution and a minimum detectable thrust of 10 nN were achieved. Thrust from a miniature electrospray propulsion system generating up to 3 μN of thrust was measured with our thrust-stand in vacuum, and the thrust was compared with that computed from beam diagnostics, obtaining agreement within 50 nN to 150 nN. The 10 nN resolution obtained from this thrust-stand matches that from state-of-the-art nano-Newton thrust-stands, which measure thrust directly from the thruster by mounting it on a moving arm (but whose natural frequency is well below 1 Hz). The thrust-stand is the first of its kind to demonstrate less than 3 μN resolution by measuring the impingement force, making it capable of measuring thrust from different types of microthrusters, with the potential of easy upscaling for thrust measurement at much higher levels, simply by replacing the force sensor with other force sensors.

  20. Advanced Methods for Aircraft Engine Thrust and Noise Benefits: Nozzle-Inlet Flow Analysis

    NASA Technical Reports Server (NTRS)

    Morgan, Morris H.; Gilinsky, Mikhail M.

    2001-01-01

    Three connected sub-projects were conducted under reported project. Partially, these sub-projects are directed to solving the problems conducted by the HU/FM&AL under two other NASA grants. The fundamental idea uniting these projects is to use untraditional 3D corrugated nozzle designs and additional methods for exhaust jet noise reduction without essential thrust lost and even with thrust augmentation. Such additional approaches are: (1) to add some solid, fluid, or gas mass at discrete locations to the main supersonic gas stream to minimize the negative influence of strong shock waves forming in propulsion systems; this mass addition may be accompanied by heat addition to the main stream as a result of the fuel combustion or by cooling of this stream as a result of the liquid mass evaporation and boiling; (2) to use porous or permeable nozzles and additional shells at the nozzle exit for preliminary cooling of exhaust hot jet and pressure compensation for non-design conditions (so-called continuous ejector with small mass flow rate; and (3) to propose and analyze new effective methods fuel injection into flow stream in air-breathing engines. Note that all these problems were formulated based on detailed descriptions of the main experimental facts observed at NASA Glenn Research Center. Basically, the HU/FM&AL Team has been involved in joint research with the purpose of finding theoretical explanations for experimental facts and the creation of the accurate numerical simulation technique and prediction theory for solutions for current problems in propulsion systems solved by NASA and Navy agencies. The research is focused on a wide regime of problems in the propulsion field as well as in experimental testing and theoretical and numerical simulation analysis for advanced aircraft and rocket engines. The F&AL Team uses analytical methods, numerical simulations, and possible experimental tests at the Hampton University campus. We will present some management activity

  1. Extended performance solar electric propulsion thrust system study. Volume 3: Tradeoff studies of alternate thrust system configurations

    NASA Technical Reports Server (NTRS)

    Hawthorne, E. I.

    1977-01-01

    Several thrust system design concepts were evaluated and compared using the specifications of the most advanced 30 cm engineering model thruster as the technology base. Emphasis was placed on relatively high power missions. The extensions in thruster performance required for the Halley's comet mission were defined and alternative thrust system concepts were designed in sufficient detail for comparing mass, efficiency, reliability, structure, and thermal characteristics. Confirmation testing and analysis of thruster and power-processing components were performed. A baseline design was selected from the alternatives considered, and the design analysis and documentation were refined. A program development plan was formulated that outlines the work structure considered necessary for developing, qualifying, and fabricating the flight hardware for the baseline thrust system within the time frame of a project to rendezvous with Halley's comet. An assessment was made of the costs and risks associated with a baseline thrust system as provided to the mission project under this plan. Critical procurements and interfaces were identified and defined.

  2. Initial Flight Test Evaluation of the F-15 ACTIVE Axisymmetric Vectoring Nozzle Performance

    NASA Technical Reports Server (NTRS)

    Orme, John S.; Hathaway, Ross; Ferguson, Michael D.

    1998-01-01

    A full envelope database of a thrust-vectoring axisymmetric nozzle performance for the Pratt & Whitney Pitch/Yaw Balance Beam Nozzle (P/YBBN) is being developed using the F-15 Advanced Control Technology for Integrated Vehicles (ACTIVE) aircraft. At this time, flight research has been completed for steady-state pitch vector angles up to 20' at an altitude of 30,000 ft from low power settings to maximum afterburner power. The nozzle performance database includes vector forces, internal nozzle pressures, and temperatures all of which can be used for regression analysis modeling. The database was used to substantiate a set of nozzle performance data from wind tunnel testing and computational fluid dynamic analyses. Findings from initial flight research at Mach 0.9 and 1.2 are presented in this paper. The results show that vector efficiency is strongly influenced by power setting. A significant discrepancy in nozzle performance has been discovered between predicted and measured results during vectoring.

  3. Quark fragmentation functions in NJL-jet model

    NASA Astrophysics Data System (ADS)

    Bentz, Wolfgang; Matevosyan, Hrayr; Thomas, Anthony

    2014-09-01

    We report on our studies of quark fragmentation functions in the Nambu-Jona-Lasinio (NJL) - jet model. The results of Monte-Carlo simulations for the fragmentation functions to mesons and nucleons, as well as to pion and kaon pairs (dihadron fragmentation functions) are presented. The important role of intermediate vector meson resonances for those semi-inclusive deep inelastic production processes is emphasized. Our studies are very relevant for the extraction of transverse momentum dependent quark distribution functions from measured scattering cross sections. We report on our studies of quark fragmentation functions in the Nambu-Jona-Lasinio (NJL) - jet model. The results of Monte-Carlo simulations for the fragmentation functions to mesons and nucleons, as well as to pion and kaon pairs (dihadron fragmentation functions) are presented. The important role of intermediate vector meson resonances for those semi-inclusive deep inelastic production processes is emphasized. Our studies are very relevant for the extraction of transverse momentum dependent quark distribution functions from measured scattering cross sections. Supported by Grant in Aid for Scientific Research, Japanese Ministry of Education, Culture, Sports, Science and Technology, Project No. 20168769.

  4. Investigation of Thrust Augmentation of a 1600-pound Thrust Centrifugal-flow-type Turbojet Engine by Injection of Refrigerants at Compressor Inlets

    NASA Technical Reports Server (NTRS)

    Jones, William L.; Dowman, Harry W.

    1947-01-01

    Investigations were conducted to determine effectiveness of refrigerants in increasing thrust of turbojet engines. Mixtures of water an alcohol were injected for a range of total flows up to 2.2 lb/sec. Kerosene was injected into inlets covering a range of injected flows up to approximately 30% of normal engine fuel flow. Injection of 2.0 lb/sec of water alone produced an increase in thrust of 35.8% of rate engine conditions and kerosene produced a negligible increase in thrust. Carbon dioxide increased thrust 23.5 percent.

  5. Initiation process of a thrust fault revealed by analog experiments

    NASA Astrophysics Data System (ADS)

    Yamada, Yasuhiro; Dotare, Tatsuya; Adam, Juergen; Hori, Takane; Sakaguchi, Hide

    2016-04-01

    We conducted 2D (cross-sectional) analog experiments with dry sand using a high resolution digital image correlation (DIC) technique to reveal initiation process of a thrust fault in detail, and identified a number of "weak shear bands" and minor uplift prior to the thrust initiation. The observations suggest that the process can be divided into three stages. Stage 1: characterized by a series of abrupt and short-lived weak shear bands at the location where the thrust will be generated later. Before initiation of the fault, the area to be the hanging wall starts to uplift. Stage 2: defined by the generation of the new thrust and its active displacement. The location of the new thrust seems to be constrained by its associated back-thrust, produced at the foot of the surface slope (by the previous thrust). The activity of the previous thrust turns to zero once the new thrust is generated, but the timing of these two events is not the same. Stage 3: characterized by a constant displacement along the (new) thrust. Similar minor shear bands can be seen in the toe area of the Nankai accretionary prism, SW Japan and we can correlate the along-strike variations in seismic profiles to the model results that show the characteristic features in each thrust development stage.

  6. Nanonewton thrust measurement of photon pressure propulsion using semiconductor laser

    NASA Astrophysics Data System (ADS)

    Iwami, K.; Akazawa, Taku; Ohtsuka, Tomohiro; Nishida, Hiroyuki; Umeda, Norihiro

    2011-09-01

    To evaluate the thrust produced by photon pressure emitted from a 100 W class continuous-wave semiconductor laser, a torsion-balance precise thrust stand is designed and tested. Photon emission propulsion using semiconductor light sources attract interests as a possible candidate for deep-space propellant-less propulsion and attitude control system. However, the thrust produced by photon emission as large as several ten nanonewtons requires precise thrust stand. A resonant method is adopted to enhance the sensitivity of the biflier torsional-spring thrust stand. The torsional spring constant and the resonant of the stand is 1.245 × 10-3 Nm/rad and 0.118 Hz, respectively. The experimental results showed good agreement with the theoretical estimation. The thrust efficiency for photon propulsion was also defined. A maximum thrust of 499 nN was produced by the laser with 208 W input power (75 W of optical output) corresponding to a thrust efficiency of 36.7%. The minimum detectable thrust of the stand was estimated to be 2.62 nN under oscillation at a frequency close to resonance.

  7. Multiphysics Nuclear Thermal Rocket Thrust Chamber Analysis

    NASA Technical Reports Server (NTRS)

    Wang, Ten-See

    2005-01-01

    The objective of this effort is t o develop an efficient and accurate thermo-fluid computational methodology to predict environments for hypothetical thrust chamber design and analysis. The current task scope is to perform multidimensional, multiphysics analysis of thrust performance and heat transfer analysis for a hypothetical solid-core, nuclear thermal engine including thrust chamber and nozzle. The multiphysics aspects of the model include: real fluid dynamics, chemical reactivity, turbulent flow, and conjugate heat transfer. The model will be designed to identify thermal, fluid, and hydrogen environments in all flow paths and materials. This model would then be used to perform non- nuclear reproduction of the flow element failures demonstrated in the Rover/NERVA testing, investigate performance of specific configurations and assess potential issues and enhancements. A two-pronged approach will be employed in this effort: a detailed analysis of a multi-channel, flow-element, and global modeling of the entire thrust chamber assembly with a porosity modeling technique. It is expected that the detailed analysis of a single flow element would provide detailed fluid, thermal, and hydrogen environments for stress analysis, while the global thrust chamber assembly analysis would promote understanding of the effects of hydrogen dissociation and heat transfer on thrust performance. These modeling activities will be validated as much as possible by testing performed by other related efforts.

  8. Laminated chemical and physical micro-jet actuators based on conductive media

    NASA Astrophysics Data System (ADS)

    Gadiraju, Priya D.

    2008-04-01

    placing it between two closely spaced electrodes. The first concept is demonstrated for the application of projectile maneuvering where energetic solid propellant is used in generating a high velocity gaseous jet and the second concept is demonstrated for transdermal drug delivery application where a rapid physical jet of a non-energetic propellant is generated. In the case of chemical-based microactuators, the feasibility of using conductive solid propellant based actuators for maneuvering a 25 mm bluff body projectile spinning at 600 Hz is presented. Several conductive solid propellants are developed and characterized for their electrical conductivity and required ignition energy. Finally, the propellant integrated microactuators are characterized for performance in terms of impulse delivered, thrust generated and duration of the jet. These experimental results are then compared to predicted results from simulations. In the case of physical based microactuators, the feasibility of using released physical jets from the microactuator array for transdermal drug delivery application is presented. Several bio-compatible and FDA-approved liquids are used as propellants and are characterized in terms of thrusts delivered and duration of the released jets. These thermo-mechanical jets are then used to expose skin locally so as to create micro conduits in the stratum corneum layer of skin. Both thermal effects and thermo-mechanical effects of the jet on exposed skin are studied. For both cases, histology of exposed skin is presented and its permeability to drug analog molecules is studied.

  9. Thrust Direction Optimization: Satisfying Dawn's Attitude Agility Constraints

    NASA Technical Reports Server (NTRS)

    Whiffen, Gregory J.

    2013-01-01

    The science objective of NASA's Dawn Discovery mission is to explore the two largest members of the main asteroid belt, the giant asteroid Vesta and the dwarf planet Ceres. Dawn successfully completed its orbital mission at Vesta. The Dawn spacecraft has complex, difficult to quantify, and in some cases severe limitations on its attitude agility. The low-thrust transfers between science orbits at Vesta required very complex time varying thrust directions due to the strong and complex gravity and various science objectives. Traditional thrust design objectives (like minimum (Delta)V or minimum transfer time) often result in thrust direction time evolutions that can not be accommodated with the attitude control system available on Dawn. This paper presents several new optimal control objectives, collectively called thrust direction optimization that were developed and necessary to successfully navigate Dawn through all orbital transfers at Vesta.

  10. Configuration management and automatic control of an augmentor wing aircraft with vectored thrust

    NASA Technical Reports Server (NTRS)

    Cicolani, L. S.; Sridhar, B.; Meyer, G.

    1979-01-01

    An advanced structure for automatic flight control logic for powered-lift aircraft operating in terminal areas is under investigation at Ames Research Center. This structure is based on acceleration control; acceleration commands are constructed as the sum of acceleration on the reference trajectory and a corrective feedback acceleration to regulate path tracking errors. The central element of the structure, termed a Trimmap, uses a model of the aircraft aerodynamic and engine forces to calculate the control settings required to generate the acceleration commands. This report describes the design criteria for the Trimmap and derives a Trimmap for Ames experimental augmentor wing jet STOL research aircraft.

  11. Evaluation of dual flow thrust vectored nozzles with exhaust stream impingement. MS Thesis Final Technical Report, Oct. 1990 - Jul. 1991

    NASA Technical Reports Server (NTRS)

    Carpenter, Thomas W.

    1991-01-01

    The main objective of this project was to predict the expansion wave/oblique shock wave structure in an under-expanded jet expanding from a convergent nozzle. The shock structure was predicted by combining the calculated curvature of the free pressure boundary with principles and governing equations relating to oblique shock wave and expansion wave interaction. The procedure was then continued until the shock pattern repeated itself. A mathematical model was then formulated and written in FORTRAN to calculate the oblique shock/expansion wave structure within the jet. In order to study shock waves in expanding jets, Schlieren photography, a form of flow visualization, was employed. Thirty-six Schlieren photographs of jets from both a straight and 15 degree nozzle were taken. An iterative procedure was developed to calculate the shock structure within the jet and predict the non-dimensional values of Prandtl primary wavelength (w/rn), distance to Mach Disc (Ld) and Mach Disc radius (rd). These values were then compared to measurements taken from Schlieren photographs and experimental results. The results agreed closely to measurements from Schlieren photographs and previously obtained data. This method provides excellent results for pressure ratios below that at which a Mach Disc first forms. Calculated values of non-dimensional distance to the Mach Disc (Ld) agreed closely to values measured from Schlieren photographs and published data. The calculated values of non-dimensional Mach Disc radius (rd), however, deviated from published data by as much as 25 percent at certain pressure ratios.

  12. OPTRAN- OPTIMAL LOW THRUST ORBIT TRANSFERS

    NASA Technical Reports Server (NTRS)

    Breakwell, J. V.

    1994-01-01

    OPTRAN is a collection of programs that solve the problem of optimal low thrust orbit transfers between non-coplanar circular orbits for spacecraft with chemical propulsion systems. The programs are set up to find Hohmann-type solutions, with burns near the perigee and apogee of the transfer orbit. They will solve both fairly long burn-arc transfers and "divided-burn" transfers. Program modeling includes a spherical earth gravity model and propulsion system models for either constant thrust or constant acceleration. The solutions obtained are optimal with respect to fuel use: i.e., final mass of the spacecraft is maximized with respect to the controls. The controls are the direction of thrust and the thrust on/off times. Two basic types of programs are provided in OPTRAN. The first type is for "exact solution" which results in complete, exact tkme-histories. The exact spacecraft position, velocity, and optimal thrust direction are given throughout the maneuver, as are the optimal thrust switch points, the transfer time, and the fuel costs. Exact solution programs are provided in two versions for non-coplanar transfers and in a fast version for coplanar transfers. The second basic type is for "approximate solutions" which results in approximate information on the transfer time and fuel costs. The approximate solution is used to estimate initial conditions for the exact solution. It can be used in divided-burn transfers to find the best number of burns with respect to time. The approximate solution is useful by itself in relatively efficient, short burn-arc transfers. These programs are written in FORTRAN 77 for batch execution and have been implemented on a DEC VAX series computer with the largest program having a central memory requirement of approximately 54K of 8 bit bytes. The OPTRAN program were developed in 1983.

  13. Reverse thrust performance of the QCSEE variable pitch turbofan engine

    NASA Technical Reports Server (NTRS)

    Samanich, N. E.; Reemsnyder, D. C.; Blodmer, H. E.

    1980-01-01

    Results of steady state reverse and forward to reverse thrust transient performance tests are presented. The original quiet, clean, short haul, experimental engine four segment variable fan nozzle was retested in reverse and compared with a continuous, 30 deg half angle conical exlet. Data indicated that the significantly more stable, higher pressure recovery flow with the fixed 30 deg exlet resulted in lower engine vibrations, lower fan blade stress, and approximately a 20 percent improvement in reverse thrust. Objective reverse thrust of 35 percent of takeoff thrust was reached. Thrust response of less than 1.5 sec was achieved for the approach and the takeoff to reverse thrust transients.

  14. Propulsion Flight Research at NASA Dryden From 1967 to 1997

    NASA Technical Reports Server (NTRS)

    Burcham, Frank W., Jr.; Ray, Ronald J.; Conners, Timothy R.; Walsh, Kevin R.

    1997-01-01

    From 1967 to 1997, pioneering propulsion flight research activities have been conceived and conducted at the NASA Dryden Flight Research Center. Many of these programs have been flown jointly with the United States Department of Defense, industry, or the Federal Aviation Administration. Propulsion research has been conducted on the XB-70, F-111 A, F-111E, YF-12, JetStar, B-720, MD-11, F-15, F- 104, Highly Maneuverable Aircraft Technology, F-14, F/A-18, SR-71, and the hypersonic X-15 airplanes. Research studies have included inlet dynamics and control, in-flight thrust computation, integrated propulsion controls, inlet and boattail drag, wind tunnel-to-flight comparisons, digital engine controls, advanced engine control optimization algorithms, acoustics, antimisting kerosene, in-flight lift and drag, throttle response criteria, and thrust-vectoring vanes. A computer-controlled thrust system has been developed to land the F-15 and MD-11 airplanes without using any of the normal flight controls. An F-15 airplane has flown tests of axisymmetric thrust-vectoring nozzles. A linear aerospike rocket experiment has been developed and tested on the SR-71 airplane. This paper discusses some of the more unique flight programs, the results, lessons learned, and their impact on current technology.

  15. Deriving the Generalized Power and Efficiency Equations for Jet Propulsion Systems

    NASA Astrophysics Data System (ADS)

    Lee, Hsing-Juin; Chang, Chih-Luong

    The kinetic power and efficiency equations for general jet propulsion systems are classically given in a much cursory, incomplete, and ununified format. This situation prohibits the propulsion designer from seeing the panorama of interrelated propulsion parameters and effects. And in some cases, it may lead to an energy-inefficient propulsion system design, or induce significant offset in propulsion performance as demonstrated in this study. Thus, herein we attempt to clarify some related concepts and to rigorously derive the associated generalized equations with a complete spectrum of physical parameters to be manipulated in quest of better performance. By a highly efficient interweaved transport scheme, we have derived the following equations for general jet propulsion systems: i.e., generalized total kinetic power, generalized kinetic power delivered to the jet propulsion system, generalized thrust power, generalized available propulsion power, and relevant generalized propulsive, thermal, and overall efficiency equations. Further, the variants of these equations under special conditions are also considered. For taking advantage of the above propulsion theories, we also illustrate some novel propulsion strategies in the final discussion, such as the dive-before-climb launch of rocket from highland mountain on eastbound rail, with perhaps minisatellites as the payloads.

  16. Thrust Direction Optimization: Satisfying Dawn's Attitude Agility Constraints

    NASA Technical Reports Server (NTRS)

    Whiffen, Gregory J.

    2013-01-01

    The science objective of NASA's Dawn Discovery mission is to explore the giant asteroid Vesta and the dwarf planet Ceres, the two largest members of the main asteroid belt. Dawn successfully completed its orbital mission at Vesta. The Dawn spacecraft has complex, difficult to quantify, and in some cases severe limitations on its attitude agility. The low-thrust transfers between science orbits at Vesta required very complex time varying thrust directions due to the strong and complex gravity and various science objectives. Traditional low-thrust design objectives (like minimum change in velocity or minimum transfer time) often result in thrust direction time evolutions that cannot be accommodated with the attitude control system available on Dawn. This paper presents several new optimal control objectives, collectively called thrust direction optimization that were developed and turned out to be essential to the successful navigation of Dawn at Vesta.

  17. Solar electric propulsion. [low thrust trajectory control

    NASA Technical Reports Server (NTRS)

    Barbieri, R. W.

    1975-01-01

    The major components of a solar electric propulsion system are discussed and some problems in low thrust mission analysis are detailed. Emphasis is placed on the development of a nominal low thrust trajectory and guidance and navigation aspects.

  18. Supersonic wings with significant leading-edge thrust at cruise

    NASA Technical Reports Server (NTRS)

    Robins, A. W.; Carlson, H. W.; Mack, R. J.

    1980-01-01

    Experimental/theoretical correlations are presented which show that significant levels of leading-edge thrust are possible at supersonic speeds for certain planforms having the geometry to support the theoretical thrust-distribution potential. The new analytical process employed provides not only the level of leading-edge thrust attainable but also the spanwise distribution of both it and that component of full theoretical thrust which acts as vortex lift. Significantly improved aerodynamic performance in the moderate supersonic speed regime is indicated.

  19. Improved Propulsion Modeling for Low-Thrust Trajectory Optimization

    NASA Technical Reports Server (NTRS)

    Knittel, Jeremy M.; Englander, Jacob A.; Ozimek, Martin T.; Atchison, Justin A.; Gould, Julian J.

    2017-01-01

    Low-thrust trajectory design is tightly coupled with spacecraft systems design. In particular, the propulsion and power characteristics of a low-thrust spacecraft are major drivers in the design of the optimal trajectory. Accurate modeling of the power and propulsion behavior is essential for meaningful low-thrust trajectory optimization. In this work, we discuss new techniques to improve the accuracy of propulsion modeling in low-thrust trajectory optimization while maintaining the smooth derivatives that are necessary for a gradient-based optimizer. The resulting model is significantly more realistic than the industry standard and performs well inside an optimizer. A variety of deep-space trajectory examples are presented.

  20. The effect of exhaust plume/afterbody interaction on installed Scramjet performance

    NASA Technical Reports Server (NTRS)

    Edwards, Thomas Alan

    1988-01-01

    Newly emerging aerospace technology points to the feasibility of sustained hypersonic flight. Designing a propulsion system capable of generating the necessary thrust is now the major obstacle. First-generation vehicles will be driven by air-breathing scramjet (supersonic combustion ramjet) engines. Because of engine size limitations, the exhaust gas leaving the nozzle will be highly underexpanded. Consequently, a significant amount of thrust and lift can be extracted by allowing the exhaust gases to expand along the underbody of the vehicle. Predicting how these forces influence overall vehicle thrust, lift, and moment is essential to a successful design. This work represents an important first step toward that objective. The UWIN code, an upwind, implicit Navier-Stokes computer program, has been applied to hypersonic exhaust plume/afterbody flow fields. The capability to solve entire vehicle geometries at hypersonic speeds, including an interacting exhaust plume, has been demonstrated for the first time. Comparison of the numerical results with available experimental data shows good agreement in all cases investigated. For moderately underexpanded jets, afterbody forces were found to vary linearly with the nozzle exit pressure, and increasing the exit pressure produced additional nose-down pitching moment. Coupling a species continuity equation to the UWIN code enabled calculations indicating that exhaust gases with low isentropic exponents (gamma) contribute larger afterbody forces than high-gamma exhaust gases. Moderately underexpanded jets, which remain attached to unswept afterbodies, underwent streamwise separation on upswept afterbodies. Highly underexpanded jets produced altogether different flow patterns, however. The highly underexpanded jet creates a strong plume shock, and the interaction of this shock with the afterbody was found to produce complicated patterns of crossflow separation. Finally, the effect of thrust vectoring on vehicle balance has

  1. Explicit Low-Thrust Guidance for Reference Orbit Targeting

    NASA Technical Reports Server (NTRS)

    Lam, Try; Udwadia, Firdaus E.

    2013-01-01

    The problem of a low-thrust spacecraft controlled to a reference orbit is addressed in this paper. A simple and explicit low-thrust guidance scheme with constrained thrust magnitude is developed by combining the fundamental equations of motion for constrained systems from analytical dynamics with a Lyapunov-based method. Examples are given for a spacecraft controlled to a reference trajectory in the circular restricted three body problem.

  2. Accommodation of practical constraints by a linear programming jet select. [for Space Shuttle

    NASA Technical Reports Server (NTRS)

    Bergmann, E.; Weiler, P.

    1983-01-01

    An experimental spacecraft control system will be incorporated into the Space Shuttle flight software and exercised during a forthcoming mission to evaluate its performance and handling qualities. The control system incorporates a 'phase space' control law to generate rate change requests and a linear programming jet select to compute jet firings. Posed as a linear programming problem, jet selection must represent the rate change request as a linear combination of jet acceleration vectors where the coefficients are the jet firing times, while minimizing the fuel expended in satisfying that request. This problem is solved in real time using a revised Simplex algorithm. In order to implement the jet selection algorithm in the Shuttle flight control computer, it was modified to accommodate certain practical features of the Shuttle such as limited computer throughput, lengthy firing times, and a large number of control jets. To the authors' knowledge, this is the first such application of linear programming. It was made possible by careful consideration of the jet selection problem in terms of the properties of linear programming and the Simplex algorithm. These modifications to the jet select algorithm may by useful for the design of reaction controlled spacecraft.

  3. Thrust augmentation nozzle (TAN) concept for rocket engine booster applications

    NASA Astrophysics Data System (ADS)

    Forde, Scott; Bulman, Mel; Neill, Todd

    2006-07-01

    Aerojet used the patented thrust augmented nozzle (TAN) concept to validate a unique means of increasing sea-level thrust in a liquid rocket booster engine. We have used knowledge gained from hypersonic Scramjet research to inject propellants into the supersonic region of the rocket engine nozzle to significantly increase sea-level thrust without significantly impacting specific impulse. The TAN concept overcomes conventional engine limitations by injecting propellants and combusting in an annular region in the divergent section of the nozzle. This injection of propellants at moderate pressures allows for obtaining high thrust at takeoff without overexpansion thrust losses. The main chamber is operated at a constant pressure while maintaining a constant head rise and flow rate of the main propellant pumps. Recent hot-fire tests have validated the design approach and thrust augmentation ratios. Calculations of nozzle performance and wall pressures were made using computational fluid dynamics analyses with and without thrust augmentation flow, resulting in good agreement between calculated and measured quantities including augmentation thrust. This paper describes the TAN concept, the test setup, test results, and calculation results.

  4. Recommended Practices in Thrust Measurements

    DTIC Science & Technology

    2013-10-01

    Turin.5,38 This stand consists of two BeCu plates which hang from flexible BeCu mounts on a rigid block of Zerodur c, a material with a very low coe...2013 Figure 4. Example of a state-of-the-art hanging pendulum thrust stand. 38 Two spherical mirrors mounted on the plates form an optical cavity for...the Zerodur frame. Temperature control and careful choice of materials were used to minimize and correct for thermal drift. 2. Thrust Stand Performance

  5. Analysis of the flow field generated near an aircraft engine operating in reverse thrust. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Ledwith, W. A., Jr.

    1972-01-01

    A computer solution is developed to the exhaust gas reingestion problem for aircraft operating in the reverse thrust mode on a crosswind-free runway. The computer program determines the location of the inlet flow pattern, whether the exhaust efflux lies within the inlet flow pattern or not, and if so, the approximate time before the reversed flow reaches the engine inlet. The program is written so that the user is free to select discrete runway speeds or to study the entire aircraft deceleration process for both the far field and cross-ingestion problems. While developed with STOL applications in mind, the solution is equally applicable to conventional designs. The inlet and reversed jet flow fields involved in the problem are assumed to be noninteracting. The nacelle model used in determining the inlet flow field is generated using an iterative solution to the Neuman problem from potential flow theory while the reversed jet flow field is adapted using an empirical correlation from the literature. Sample results obtained using the program are included.

  6. Dichotomy of Solar Coronal Jets: Standard Jets and Blowout Jets

    NASA Technical Reports Server (NTRS)

    Moore, R. L.; Cirtain, J. W.; Sterling, A. C.; Falconer, D. A.

    2010-01-01

    By examining many X-ray jets in Hinode/XRT coronal X-ray movies of the polar coronal holes, we found that there is a dichotomy of polar X-ray jets. About two thirds fit the standard reconnection picture for coronal jets, and about one third are another type. We present observations indicating that the non-standard jets are counterparts of erupting-loop H alpha macrospicules, jets in which the jet-base magnetic arch undergoes a miniature version of the blowout eruptions that produce major CMEs. From the coronal X-ray movies we present in detail two typical standard X-ray jets and two typical blowout X-ray jets that were also caught in He II 304 Angstrom snapshots from STEREO/EUVI. The distinguishing features of blowout X-ray jets are (1) X-ray brightening inside the base arch in addition to the outside bright point that standard jets have, (2) blowout eruption of the base arch's core field, often carrying a filament of cool (T 10(exp 4) - 10(exp 5) K) plasma, and (3) an extra jet-spire strand rooted close to the bright point. We present cartoons showing how reconnection during blowout eruption of the base arch could produce the observed features of blowout X-ray jets. We infer that (1) the standard-jet/blowout-jet dichotomy of coronal jets results from the dichotomy of base arches that do not have and base arches that do have enough shear and twist to erupt open, and (2) there is a large class of spicules that are standard jets and a comparably large class of spicules that are blowout jets.

  7. Simple control laws for low-thrust orbit transfers

    NASA Technical Reports Server (NTRS)

    Petropoulos, Anastassios E.

    2003-01-01

    Two methods are presented by which to determine both a thrust direction and when to apply thrust to effect specified changes in any of the orbit elements except for true anomaly, which is assumed free. The central body is assumed to be a point mass, and the initial and final orbits are assumed closed. Thrust, when on, is of a constant value, and specific impulse is constant. The thrust profiles derived from the two methods are not propellant-optimal, but are based firstly on the optimal thrust directions and location on the osculating orbit for changing each of the orbit elements and secondly on the desired changes in the orbit elements. Two examples of transfers are presented, one in semimajor axis and inclination, and one in semimajor axis and eccentricity. The latter compares favourably with a propellant-optimized transfer between the same orbits. The control laws have few input parameters, but can still capture the complexity of a wide variety of orbit transfers.

  8. Thrust bolting: roof bolt support apparatus

    DOEpatents

    Tadolini, Stephen C.; Dolinar, Dennis R.

    1992-01-01

    A method of installing a tensioned roof bolt in a borehole of a rock formation without the aid of a mechanical anchoring device or threaded tensioning threads by applying thrust to the bolt (19) as the bonding material (7') is curing to compress the strata (3) surrounding the borehole (1), and then relieving the thrust when the bonding material (7') has cured.

  9. Measuring Model Rocket Engine Thrust Curves

    ERIC Educational Resources Information Center

    Penn, Kim; Slaton, William V.

    2010-01-01

    This paper describes a method and setup to quickly and easily measure a model rocket engine's thrust curve using a computer data logger and force probe. Horst describes using Vernier's LabPro and force probe to measure the rocket engine's thrust curve; however, the method of attaching the rocket to the force probe is not discussed. We show how a…

  10. Laser Plasma Microthruster Performance Evaluation

    NASA Astrophysics Data System (ADS)

    Luke, James R.; Phipps, Claude R.

    2003-05-01

    The micro laser plasma thruster (μLPT) is a sub-kilogram thruster that is capable of meeting the Air Force requirements for the Attitude Control System on a 100-kg class small satellite. The μLPT uses one or more 4W diode lasers to ablate a solid fuel, producing a jet of hot gas or plasma which creates thrust with a high thrust/power ratio. A pre-prototype continuous thrust experiment has been constructed and tested. The continuous thrust experiment uses a 505 mm long continuous loop fuel tape, which consists of a black laser-absorbing fuel material on a transparent plastic substrate. When the laser is operated continuously, the exhaust plume and thrust vector are steered in the direction of the tape motion. Thrust steering can be avoided by pulsing the laser. A torsion pendulum thrust stand has been constructed and calibrated. Many fuel materials and substrates have been tested. Best performance from a non-energetic fuel material was obtained with black polyvinyl chloride (PVC), which produced an average of 70 μN thrust and coupling coefficient (Cm) of 190 μN/W. A proprietary energetic material was also tested, in which the laser initiates a non-propagating detonation. This material produced 500 μN of thrust.

  11. Trajectory optimization of spacecraft high-thrust orbit transfer using a modified evolutionary algorithm

    NASA Astrophysics Data System (ADS)

    Shirazi, Abolfazl

    2016-10-01

    This article introduces a new method to optimize finite-burn orbital manoeuvres based on a modified evolutionary algorithm. Optimization is carried out based on conversion of the orbital manoeuvre into a parameter optimization problem by assigning inverse tangential functions to the changes in direction angles of the thrust vector. The problem is analysed using boundary delimitation in a common optimization algorithm. A method is introduced to achieve acceptable values for optimization variables using nonlinear simulation, which results in an enlarged convergence domain. The presented algorithm benefits from high optimality and fast convergence time. A numerical example of a three-dimensional optimal orbital transfer is presented and the accuracy of the proposed algorithm is shown.

  12. A guidance and navigation system for continuous low-thrust vehicles. M.S. Thesis

    NASA Technical Reports Server (NTRS)

    Jack-Chingtse, C.

    1973-01-01

    A midcourse guidance and navigation system for continuous low thrust vehicles was developed. The equinoctial elements are the state variables. Uncertainties are modelled statistically by random vector and stochastic processes. The motion of the vehicle and the measurements are described by nonlinear stochastic differential and difference equations respectively. A minimum time trajectory is defined; equations of motion and measurements are linearized about this trajectory. An exponential cost criterion is constructed and a linear feedback quidance law is derived. An extended Kalman filter is used for state estimation. A short mission using this system is simulated. It is indicated that this system is efficient for short missions, but longer missions require accurate trajectory and ground based measurements.

  13. Propane-Fueled Jet Engine

    NASA Astrophysics Data System (ADS)

    Farwell, D. A.; Svenson, A. J.; Ramsier, R. D.

    2001-04-01

    We present our recent efforts to design, construct, and test a gas turbine, or jet, engine. Our design utilizes a turbocharger and ignition system from an automobile, and a flame tube/reaction chamber unit fabricated by hand from stainless steel. Once the engine is running, it is completely self-sustaining as long as there is a fuel supply, which in our case is propane. Air is forced into the intake where it is compressed and then injected into the combustion chamber where it is mixed with propane. The spark plugs ignite the air-propane mixture which burns to produce thrust at the exhaust. We have performed operational tests under different environmental conditions and with several turbochargers. We are currently working on adding a lubrication system to the engine, and will discuss our plan to experiment with the reaction chamber and flame tube design in an effort to improve performance and efficiency. *Corresponding author: rex@uakron.edu

  14. Design and Analysis of an Electromagnetic Thrust Bearing

    NASA Technical Reports Server (NTRS)

    Banerjee, Bibhuti; Rao, Dantam K.

    1996-01-01

    A double-acting electromagnetic thrust bearing is normally used to counter the axial loads in many rotating machines that employ magnetic bearings. It essentially consists of an actuator and drive electronics. Existing thrust bearing design programs are based on several assumptions. These assumptions, however, are often violated in practice. For example, no distinction is made between maximum external loads and maximum bearing forces, which are assumed to be identical. Furthermore, it is assumed that the maximum flux density in the air gap occurs at the nominal gap position of the thrust runner. The purpose of this paper is to present a clear theoretical basis for the design of the electromagnetic thrust bearing which obviates such assumptions.

  15. Coseismic fault-related fold model, growth structure, and the historic multisegment blind thrust earthquake on the basement-involved Yoro thrust, central Japan

    NASA Astrophysics Data System (ADS)

    Ishiyama, Tatsuya; Mueller, Karl; Sato, Hiroshi; Togo, Masami

    2007-03-01

    We use high-resolution seismic reflection profiles, boring transects, and mapping of fold scarps that deform late Quaternary and Holocene sediments to define the kinematic evolution, subsurface geometry, coseismic behavior, and fault slip rates for an active, basement-involved blind thrust system in central Japan. Coseismic fold scarps on the Yoro basement-involved fold are defined by narrow fold limbs and angular hinges on seismic profiles, suggesting that at least 3.9 km of fault slip is consumed by wedge thrust folding in the upper 10 km of the crust. The close coincidence and kinematic link between folded horizons and the underlying thrust geometry indicate that the Yoro basement-involved fold has accommodated slip at an average rate of 3.2 ± 0.1 mm/yr on a shallowly west dipping thrust fault since early Pleistocene time. Past large-magnitude earthquakes, including an historic M˜7.7 event in A.D. 1586 that occurred on the Yoro blind thrust, are shown to have produced discrete folding by curved hinge kink band migration above the eastward propagating tip of the wedge thrust. Coseismic fold scarps formed during the A.D. 1586 earthquake can be traced along the en echelon active folds that extend for at least 60 km, in spite of different styles of folding along the apparently hard-linked Nobi-Ise blind thrust system. We thus emphasize the importance of this multisegment earthquake rupture across these structures and the potential risk for similar future events in en echelon active fold and thrust belts.

  16. Initial Thrust Measurements of Marshall's Ion-ioN Thruster

    NASA Technical Reports Server (NTRS)

    Caruso, Natalie R. S.; Scogin, Tyler; Liu, Thomas M.; Walker, Mitchell L. R.; Polzin, Kurt A.; Dankanich, John W.

    2015-01-01

    Electronegative ion thrusters are a variation of traditional gridded ion thruster technology differentiated by the production and acceleration of both positive and negative ions. Benefits of electronegative ion thrusters include the elimination of lifetime-limiting cathodes from the thruster architecture and the ability to generate appreciable thrust from both charge species. While much progress has been made in the development of electronegative ion thruster technology, direct thrust measurements are required to unambiguously demonstrate the efficacy of the concept and support continued development. In the present work, direct thrust measurements of the thrust produced by the MINT (Marshall's Ion-ioN Thruster) are performed using an inverted-pendulum thrust stand in the High-Power Electric Propulsion Laboratory's Vacuum Test Facility-1 at the Georgia Institute of Technology with operating pressures ranging from 4.8 x 10(exp -5) and 5.7 x 10(exp -5) torr. Thrust is recorded while operating with a propellant volumetric mixture ratio of 5:1 argon to nitrogen with total volumetric flow rates of 6, 12, and 24 sccm (0.17, 0.34, and 0.68 mg/s). Plasma is generated using a helical antenna at 13.56 MHz and radio frequency (RF) power levels of 150 and 350 W. The acceleration grid assembly is operated using both sinusoidal and square waveform biases of +/-350 V at frequencies of 4, 10, 25, 125, and 225 kHz. Thrust is recorded for two separate thruster configurations: with and without the magnetic filter. No thrust is discernable during thruster operation without the magnetic filter for any volumetric flow rate, RF forward Power level, or acceleration grid biasing scheme. For the full thruster configuration, with the magnetic filter installed, a brief burst of thrust of approximately 3.75 mN +/- 3 mN of error is observed at the start of grid operation for a volumetric flow rate of 24 sccm at 350 W RF power using a sinusoidal waveform grid bias at 125 kHz and +/- 350 V

  17. Low thrust propulsion literature survey

    NASA Technical Reports Server (NTRS)

    Monroe, Darrel

    1989-01-01

    A literature search was performed to investigate the area of low thrust propulsion. In an effort to evaluate this technology, a number of articles, obtained through the use of the NASA-RECON database, were collected and categorized. The study indicates that although much was done, particularly in the 1960's and 1970's, more can be done in the area of practical navigation and guidance. It is suggested that the older studies be reinvestigated to see what potential there exists for future low thrust applications.

  18. Using U-Th-Pb petrochronology to determine rates of ductile thrusting: Time windows into the Main Central Thrust, Sikkim Himalaya

    NASA Astrophysics Data System (ADS)

    Mottram, Catherine M.; Parrish, Randall R.; Regis, Daniele; Warren, Clare J.; Argles, Tom W.; Harris, Nigel B. W.; Roberts, Nick M. W.

    2015-07-01

    Quantitative constraints on the rates of tectonic processes underpin our understanding of the mechanisms that form mountains. In the Sikkim Himalaya, late structural doming has revealed time-transgressive evidence of metamorphism and thrusting that permit calculation of the minimum rate of movement on a major ductile fault zone, the Main Central Thrust (MCT), by a novel methodology. U-Th-Pb monazite ages, compositions, and metamorphic pressure-temperature determinations from rocks directly beneath the MCT reveal that samples from 50 km along the transport direction of the thrust experienced similar prograde, peak, and retrograde metamorphic conditions at different times. In the southern, frontal edge of the thrust zone, the rocks were buried to conditions of 550°C and 0.8 GPa between 21 and 18 Ma along the prograde path. Peak metamorphic conditions of 650°C and 0.8-1.0 GPa were subsequently reached as this footwall material was underplated to the hanging wall at 17-14 Ma. This same process occurred at analogous metamorphic conditions between 18-16 Ma and 14.5-13 Ma in the midsection of the thrust zone and between 13 Ma and 12 Ma in the northern, rear edge of the thrust zone. Northward younging muscovite 40Ar/39Ar ages are consistently 4 Ma younger than the youngest monazite ages for equivalent samples. By combining the geochronological data with the >50 km minimum distance separating samples along the transport axis, a minimum average thrusting rate of 10 ± 3 mm yr-1 can be calculated. This provides a minimum constraint on the amount of Miocene India-Asia convergence that was accommodated along the MCT.

  19. RCS jet-flow field interaction effects on the aerodynamics of the space shuttle orbiter

    NASA Technical Reports Server (NTRS)

    Rausch, J. R.; Roberge, A. M.

    1973-01-01

    A study was conducted to determine the external effects caused by operation of the reaction control system during entry of the space shuttle orbiter. The effects of jet plume-external flow interactions were emphasized. Force data were obtained for the basic airframe characteristics plus induced effects when the reaction control system is operating. Resulting control amplification and/or coupling were derived and their effects on the aerodynamic stability and control of the orbiter and the reaction control system thrust were determined.

  20. Rocket thrust chamber thermal barrier coatings

    NASA Technical Reports Server (NTRS)

    Quentmeyer, R. J.

    1985-01-01

    Subscale rocket thrust chamber tests were conducted to evaluate the effectiveness and durability of thin yttria stabilized zirconium oxide coatings applied to the thrust chamber hot-gas side wall. The fabrication consisted of arc plasma spraying the ceramic coating and bond coat onto a mandrell and then electrodepositing the copper thrust chamber wall around the coating. Chambers were fabricated with coatings .008, and .005 and .003 inches thick. The chambers were thermally cycled at a chamber pressure of 600 psia using oxygen-hydrogen as propellants and liquid hydrogen as the coolant. The thicker coatings tended to delaminate, early in the cyclic testing, down to a uniform sublayer which remained well adhered during the remaining cycles. Two chambers with .003 inch coatings were subjected to 1500 thermal cycles with no coating loss in the throat region, which represents a tenfold increase in life over identical chambers having no coatings. An analysis is presented which shows that the heat lost to the coolant due to the coating, in a rocket thrust chamber design having a coating only in the throat region, can be recovered by adding only one inch to the combustion chamber length.

  1. Thrust Measurements of an Underexpanded Orifice in the Transitional Regime

    NASA Astrophysics Data System (ADS)

    Ketsdever, Andrew D.

    2003-05-01

    The popularity of micropropulsion system development has led to renewed interest in the determination of propulsive properties of orifice flows since micronozzle expansions may suffer high viscous losses at low pressure operation. The mass flow and relative thrust for an under expanded orifice is measured as a function of orifice stagnation pressure from 0.1 to 3.5 Torr. Nitrogen, argon, and helium propellant gases are passed through a 1.0 mm diameter orifice with a wall thickness of 0.015 mm . Near-free molecule, transitional and continuum flow regimes are studied. The relative thrust is determined by a novel thrust stand designed primarily for low operating pressure, micropropulsion systems. It is shown that the thrust indications obtained from the stand are a function of the facility background pressure, and corrections are made to determine the indicated thrust for a zero background pressure with nitrogen as propellant. Highly repeatable (within 1 %) indicated thrust measurements are obtained in the thrust range from 5 to 500 μN.

  2. Design and test of a magnetic thrust bearing

    NASA Technical Reports Server (NTRS)

    Allaire, P. E.; Mikula, A.; Banerjee, B.; Lewis, D. W.; Imlach, J.

    1993-01-01

    A magnetic thrust bearing can be employed to take thrust loads in rotating machinery. The design and construction of a prototype magnetic thrust bearing for a high load per weight application is described. The theory for the bearing is developed. Fixtures were designed and the bearing was tested for load capacity using a universal testing machine. Various shims were employed to have known gap thicknesses. A comparison of the theory and measured results is presented.

  3. Space shuttle orbit maneuvering engine reusable thrust chamber program

    NASA Technical Reports Server (NTRS)

    Senneff, J. M.

    1975-01-01

    The feasibility of potential reusable thrust chamber concepts is studied. Propellant condidates were examined and analytically combined with potential cooling schemes. A data base of engine data which would assist in a configuration selection was produced. The data base verification was performed by the demonstration of a thrust chamber of a selected coolant scheme design. A full scale insulated columbium thrust chamber was used for propellant coolant configurations. Combustion stability of the injectors and a reduced size thrust chamber were experimentally verified as proof of concept demonstrations of the design and study results.

  4. Stress triggering in thrust and subduction earthquakes and stress interaction between the southern San Andreas and nearby thrust and strike-slip faults

    USGS Publications Warehouse

    Lin, J.; Stein, R.S.

    2004-01-01

    We argue that key features of thrust earthquake triggering, inhibition, and clustering can be explained by Coulomb stress changes, which we illustrate by a suite of representative models and by detailed examples. Whereas slip on surface-cutting thrust faults drops the stress in most of the adjacent crust, slip on blind thrust faults increases the stress on some nearby zones, particularly above the source fault. Blind thrusts can thus trigger slip on secondary faults at shallow depth and typically produce broadly distributed aftershocks. Short thrust ruptures are particularly efficient at triggering earthquakes of similar size on adjacent thrust faults. We calculate that during a progressive thrust sequence in central California the 1983 Mw = 6.7 Coalinga earthquake brought the subsequent 1983 Mw = 6.0 Nunez and 1985 Mw = 6.0 Kettleman Hills ruptures 10 bars and 1 bar closer to Coulomb failure. The idealized stress change calculations also reconcile the distribution of seismicity accompanying large subduction events, in agreement with findings of prior investigations. Subduction zone ruptures are calculated to promote normal faulting events in the outer rise and to promote thrust-faulting events on the periphery of the seismic rupture and its downdip extension. These features are evident in aftershocks of the 1957 Mw = 9.1 Aleutian and other large subduction earthquakes. We further examine stress changes on the rupture surface imparted by the 1960 Mw = 9.5 and 1995 Mw = 8.1 Chile earthquakes, for which detailed slip models are available. Calculated Coulomb stress increases of 2-20 bars correspond closely to sites of aftershocks and postseismic slip, whereas aftershocks are absent where the stress drops by more than 10 bars. We also argue that slip on major strike-slip systems modulates the stress acting on nearby thrust and strike-slip faults. We calculate that the 1857 Mw = 7.9 Fort Tejon earthquake on the San Andreas fault and subsequent interseismic slip brought

  5. DICHOTOMY OF SOLAR CORONAL JETS: STANDARD JETS AND BLOWOUT JETS

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Moore, Ronald L.; Cirtain, Jonathan W.; Sterling, Alphonse C.

    2010-09-01

    By examining many X-ray jets in Hinode/X-Ray Telescope coronal X-ray movies of the polar coronal holes, we found that there is a dichotomy of polar X-ray jets. About two thirds fit the standard reconnection picture for coronal jets, and about one third are another type. We present observations indicating that the non-standard jets are counterparts of erupting-loop H{alpha} macrospicules, jets in which the jet-base magnetic arch undergoes a miniature version of the blowout eruptions that produce major coronal mass ejections. From the coronal X-ray movies we present in detail two typical standard X-ray jets and two typical blowout X-ray jetsmore » that were also caught in He II 304 A snapshots from STEREO/EUVI. The distinguishing features of blowout X-ray jets are (1) X-ray brightening inside the base arch in addition to the outside bright point that standard jets have, (2) blowout eruption of the base arch's core field, often carrying a filament of cool (T {approx} 10{sup 4} - 10{sup 5} K) plasma, and (3) an extra jet-spire strand rooted close to the bright point. We present cartoons showing how reconnection during blowout eruption of the base arch could produce the observed features of blowout X-ray jets. We infer that (1) the standard-jet/blowout-jet dichotomy of coronal jets results from the dichotomy of base arches that do not have and base arches that do have enough shear and twist to erupt open, and (2) there is a large class of spicules that are standard jets and a comparably large class of spicules that are blowout jets.« less

  6. The Prediction of Jet Noise Ground Effects Using an Acoustic Analogy and a Tailored Green's Function

    NASA Technical Reports Server (NTRS)

    Miller, Steven A. E.

    2013-01-01

    An assessment of an acoustic analogy for the mixing noise component of jet noise in the presence of an infinite surface is presented. The reflection of jet noise by the ground changes the distribution of acoustic energy and is characterized by constructive and destructive interference patterns. The equivalent sources are modeled based on the two-point cross- correlation of the turbulent velocity fluctuations and a steady Reynolds-Averaged Navier-Stokes (RANS) solution. Propagation effects, due to reflection by the surface and refaction by the jet shear layer, are taken into account by calculating the vector Green's function of the linearized Euler equations (LEE). The vector Green's function of the LEE is written in relation to Lilley's equation; that is, approximated with matched asymptotic solutions and the Green's function of the convective Helmholtz equation. The Green's function of the convective Helmholtz equation for an infinite flat plane with impedance is the Weyl-van der Pol equation. Predictions are compared with an unheated Mach 0.95 jet produced by a nozzle with an exit diameter of 0.3302 meters. Microphones are placed at various heights and distances from the nozzle exit in the peak jet noise direction above an acoustically hard and an asphalt surface. The predictions are shown to accurately capture jet noise ground effects that are characterized by constructive and destructive interference patterns in the mid- and far-field and capture overall trends in the near-field.

  7. Was Himalayan normal faulting triggered by initiation of the Ramgarh-Munsiari Thrust?

    USGS Publications Warehouse

    Robinson, Delores M.; Pearson, Ofori N.

    2013-01-01

    The Ramgarh–Munsiari thrust is a major orogen-scale fault that extends for more than 1,500 km along strike in the Himalayan fold-thrust belt. The fault can be traced along the Himalayan arc from Himachal Pradesh, India, in the west to eastern Bhutan. The fault is located within the Lesser Himalayan tectonostratigraphic zone, and it translated Paleoproterozoic Lesser Himalayan rocks more than 100 km toward the foreland. The Ramgarh–Munsiari thrust is always located in the proximal footwall of the Main Central thrust. Northern exposures (toward the hinterland) of the thrust sheet occur in the footwall of the Main Central thrust at the base of the high Himalaya, and southern exposures (toward the foreland) occur between the Main Boundary thrust and Greater Himalayan klippen. Although the metamorphic grade of rocks within the Ramgarh–Munsiari thrust sheet is not significantly different from that of Greater Himalayan rock in the hanging wall of the overlying Main Central thrust sheet, the tectonostratigraphic origin of the two different thrust sheets is markedly different. The Ramgarh–Munsiari thrust became active in early Miocene time and acted as the roof thrust for a duplex system within Lesser Himalayan rocks. The process of slip transfer from the Main Central thrust to the Ramgarh–Munsiari thrust in early Miocene time and subsequent development of the Lesser Himalayan duplex may have played a role in triggering normal faulting along the South Tibetan Detachment system.

  8. Jet in jet in M87

    NASA Astrophysics Data System (ADS)

    Sob'yanin, Denis Nikolaevich

    2017-11-01

    New high-resolution Very Long Baseline Interferometer observations of the prominent jet in the M87 radio galaxy show a persistent triple-ridge structure of the transverse 15-GHz profile with a previously unobserved ultra-narrow central ridge. This radio structure can reflect the intrinsic structure of the jet, so that the jet as a whole consists of two embedded coaxial jets. A relativistic magnetohydrodynamic model is considered in which an inner jet is placed inside a hollow outer jet and the electromagnetic fields, pressures and other physical quantities are found. The entire jet is connected to the central engine that plays the role of a unipolar inductor generating voltage between the jets and providing opposite electric currents, and the charge neutrality and current closure together with the electromagnetic fields between the jets can contribute to the jet stabilization. The constant voltage is responsible for the similar widening laws observed for the inner and outer jets. This jet-in-jet structure can indicate simultaneous operation of two different jet-launching mechanisms, one relating to the central supermassive black hole and the other to the surrounding accretion disc. An inferred magnetic field of 80 G at the base is sufficient to provide the observed jet luminosity.

  9. 14 CFR 33.79 - Fuel burning thrust augmentor.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... thrust augmentor. Each fuel burning thrust augmentor, including the nozzle, must— (a) Provide cutoff of... range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to...

  10. 14 CFR 33.79 - Fuel burning thrust augmentor.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... thrust augmentor. Each fuel burning thrust augmentor, including the nozzle, must— (a) Provide cutoff of... range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to...

  11. 14 CFR 33.79 - Fuel burning thrust augmentor.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... thrust augmentor. Each fuel burning thrust augmentor, including the nozzle, must— (a) Provide cutoff of... range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to...

  12. 14 CFR 33.79 - Fuel burning thrust augmentor.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... thrust augmentor. Each fuel burning thrust augmentor, including the nozzle, must— (a) Provide cutoff of... range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to...

  13. 14 CFR 33.79 - Fuel burning thrust augmentor.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... thrust augmentor. Each fuel burning thrust augmentor, including the nozzle, must— (a) Provide cutoff of... range of operation; (d) Upon a failure or malfunction of augmentor combustion, not cause the engine to...

  14. Polyphase thrust tectonic in the Barberton greenstone belt

    NASA Technical Reports Server (NTRS)

    Paris, I. A.

    1986-01-01

    In the circa 3.5 by-old Barberton greenstone belt, the supracrustal rocks form a thick and strongly deformed thrust complex. Structural studies in the southern part of the belt have shown that 2 separate phases of over-thrusting (D sub 1 and D sub 2) successively dismembered the original stratigraphy. Thrust nappes were subsequently refolded during later deformations (D sub 3 and D sub 4). This report deals with the second thrusting event which, in the study region appears to be dominant, and (unlike the earlier thrusting), affects the entire supracrustal pile. The supracrustal rocks form a predominantly NE/SW oriented, SE dipping tectonic fan (the D sub 2 fan) in which tectonic slices of ophiolitic-like rocks are interleaved with younger sedimentary sequences of the Diepgezet and malalotcha groups. Structural and sedimentological data indicate that the D sub 2 tectonic fan was formed during a prolonged, multi-stage regional horizontal shortening event during which several types of internal deformation mechanisms were successively and/or simultaneously active. Movement appears to have been predominantly to the NW and to the N. During D sub 2, periods of quiescence and sedimentation followed periods of thrust propagation. Although the exact kinematics which led to the formation of this fan is not yet known, paleoenvironmental interpretations together with structural data suggest that D sub 2 was probably related to (an) Archean collision(s).

  15. Second-order QCD effects in Higgs boson production through vector boson fusion

    NASA Astrophysics Data System (ADS)

    Cruz-Martinez, J.; Gehrmann, T.; Glover, E. W. N.; Huss, A.

    2018-06-01

    We compute the factorising second-order QCD corrections to the electroweak production of a Higgs boson through vector boson fusion. Our calculation is fully differential in the kinematics of the Higgs boson and of the final state jets, and uses the antenna subtraction method to handle infrared singular configurations in the different parton-level contributions. Our results allow us to reassess the impact of the next-to-leading order (NLO) QCD corrections to electroweak Higgs-plus-three-jet production and of the next-to-next-to-leading order (NNLO) QCD corrections to electroweak Higgs-plus-two-jet production. The NNLO corrections are found to be limited in magnitude to around ± 5% and are uniform in several of the kinematical variables, displaying a kinematical dependence only in the transverse momenta and rapidity separation of the two tagging jets.

  16. Characterization of Space Shuttle Reusable Rocket Motor Static Test Stand Thrust Measurements

    NASA Technical Reports Server (NTRS)

    Cook, Mart L.; Gruet, Laurent; Cash, Stephen F. (Technical Monitor)

    2003-01-01

    Space Shuttle Reusable Solid Rocket Motors (RSRM) are static tested at two ATK Thiokol Propulsion facilities in Utah, T-24 and T-97. The newer T-97 static test facility was recently upgraded to allow thrust measurement capability. All previous static test motor thrust measurements have been taken at T-24; data from these tests were used to characterize thrust parameters and requirement limits for flight motors. Validation of the new T-97 thrust measurement system is required prior to use for official RSRM performance assessments. Since thrust cannot be measured on RSRM flight motors, flight motor measured chamber pressure and a nominal thrust-to-pressure relationship (based on static test motor thrust and pressure measurements) are used to reconstruct flight motor performance. Historical static test and flight motor performance data are used in conjunction with production subscale test data to predict RSRM performance. The predicted motor performance is provided to support Space Shuttle trajectory and system loads analyses. Therefore, an accurate nominal thrust-to-pressure (F/P) relationship is critical for accurate RSRM flight motor performance and Space Shuttle analyses. Flight Support Motors (FSM) 7, 8, and 9 provided thrust data for the validation of the T-97 thrust measurement system. The T-97 thrust data were analyzed and compared to thrust previously measured at T-24 to verify measured thrust data and identify any test-stand bias. The T-97 FIP data were consistent and within the T-24 static test statistical family expectation. The FSMs 7-9 thrust data met all NASA contract requirements, and the test stand is now verified for future thrust measurements.

  17. Dynamic rupture modeling of thrust faults with parallel surface traces.

    NASA Astrophysics Data System (ADS)

    Peshette, P.; Lozos, J.; Yule, D.

    2017-12-01

    Fold and thrust belts (such as those found in the Himalaya or California Transverse Ranges) consist of many neighboring thrust faults in a variety of geometries. Active thrusts within these belts individually contribute to regional seismic hazard, but further investigation is needed regarding the possibility of multi-fault rupture in a single event. Past analyses of historic thrust surface traces suggest that rupture within a single event can jump up to 12 km. There is also observational precedent for long distance triggering between subparallel thrusts (e.g. the 1997 Harnai, Pakistan events, separated by 50 km). However, previous modeling studies find a maximum jumping rupture distance between thrust faults of merely 200 m. Here, we present a new dynamic rupture modeling parameter study that attempts to reconcile these differences and determine which geometrical and stress conditions promote jumping rupture. We use a community verified 3D finite element method to model rupture on pairs of thrust faults with parallel surface traces. We vary stress drop and fault strength to determine which conditions produce jumping rupture at different dip angles and different separations between surface traces. This parameter study may help to understand the likelihood of jumping rupture in real-world thrust systems, and may thereby improve earthquake hazard assessment.

  18. Fuel-optimal low-thrust formation reconfiguration via Radau pseudospectral method

    NASA Astrophysics Data System (ADS)

    Li, Jing

    2016-07-01

    This paper investigates fuel-optimal low-thrust formation reconfiguration near circular orbit. Based on the Clohessy-Wiltshire equations, first-order necessary optimality conditions are derived from the Pontryagin's maximum principle. The fuel-optimal impulsive solution is utilized to divide the low-thrust trajectory into thrust and coast arcs. By introducing the switching times as optimization variables, the fuel-optimal low-thrust formation reconfiguration is posed as a nonlinear programming problem (NLP) via direct transcription using multiple-phase Radau pseudospectral method (RPM), which is then solved by a sparse nonlinear optimization software SNOPT. To facilitate optimality verification and, if necessary, further refinement of the optimized solution of the NLP, formulas for mass costate estimation and initial costates scaling are presented. Numerical examples are given to show the application of the proposed optimization method. To fix the problem, generic fuel-optimal low-thrust formation reconfiguration can be simplified as reconfiguration without any initial and terminal coast arcs, whose optimal solutions can be efficiently obtained from the multiple-phase RPM at the cost of a slight fuel increment. Finally, influence of the specific impulse and maximum thrust magnitude on the fuel-optimal low-thrust formation reconfiguration is analyzed. Numerical results shown the links and differences between the fuel-optimal impulsive and low-thrust solutions.

  19. Thrust Stand Characterization of the NASA Evolutionary Xenon Thruster (NEXT)

    NASA Technical Reports Server (NTRS)

    Diamant, Kevin D.; Pollard, James E.; Crofton, Mark W.; Patterson, Michael J.; Soulas, George C.

    2010-01-01

    Direct thrust measurements have been made on the NASA Evolutionary Xenon Thruster (NEXT) ion engine using a standard pendulum style thrust stand constructed specifically for this application. Values have been obtained for the full 40-level throttle table, as well as for a few off-nominal operating conditions. Measurements differ from the nominal NASA throttle table 10 (TT10) values by 3.1 percent at most, while at 30 throttle levels (TLs) the difference is less than 2.0 percent. When measurements are compared to TT10 values that have been corrected using ion beam current density and charge state data obtained at The Aerospace Corporation, they differ by 1.2 percent at most, and by 1.0 percent or less at 37 TLs. Thrust correction factors calculated from direct thrust measurements and from The Aerospace Corporation s plume data agree to within measurement error for all but one TL. Thrust due to cold flow and "discharge only" operation has been measured, and analytical expressions are presented which accurately predict thrust based on thermal thrust generation mechanisms.

  20. Episodic Growth of Fold-Thrust Belts: Insights from Finite Element Modelling

    NASA Astrophysics Data System (ADS)

    Yang, X.; Peel, F.; Sanderson, D. J.; McNeill, L. C.

    2016-12-01

    The sequential development of an imbricate thrust system was investigated using a set of 2D FEM models. This study provides new insights on how the style and location of thrust activity changes through cycles of thrust accretion by making refined measurements of the thrust system parameters through time and tracking these parameters through each cycle. In addition to conventional wedge parameters (i.e. surface slope, wedge width and height), the overall taper angle is used to determine how the critical taper angle is reached; a particular focus is on the region of outboard minor horizontal displacement provides insights into the forward propagation of material within, and in front of, the thrust wedge; tracking the position of the failure front (where the frontal thrust roots into the basal detachment) reveals the sequence and advancement of the imbricate thrusts. The model results show that a thrust system is generally composed of three deformation components: thrust wedge, pre-wedge and wedge front. A thrust belt involves growth that repeats episodically and cyclically. When a wedge reaches critical taper ( 10°), thrust movement within the wedge slows while the taper angle and wedge width gradually increase. In contrast, the displacement front (tracked here by the location of 0 m displacement) rapidly propagates forward along whilst the wedge height is fast growing. During this period, the wedge experiences a significant shortening after a new thrust initiates at the failure front, leading to an obvious decrease in wedge width. As soon as the critical taper is achieved, wedge interior (tracked here by the location of 50 m displacement) accelerates forward reducing the taper angle below critical. This is accompanied by a sudden increase in wedge width, slow advancement of displacement front, and slow uplift of the fold-thrust belt. The rapid movements within and in front of the wedge occur alternately. The model results also show that there is clear, although

  1. Thrust Stand for Electric Propulsion Performance Evaluation

    NASA Technical Reports Server (NTRS)

    Markusic, T. E.; Jones, J. E.; Cox, M. D.

    2004-01-01

    An electric propulsion thrust stand capable of supporting thrusters with total mass of up to 125 kg and 1 mN to 1 N thrust levels has been developed and tested. The mechanical design features a conventional hanging pendulum arm attached to a balance mechanism that transforms horizontal motion into amplified vertical motion, with accommodation for variable displacement sensitivity. Unlike conventional hanging pendulum thrust stands, the deflection is independent of the length of the pendulum arm, and no reference structure is required at the end of the pendulum. Displacement is measured using a non-contact, optical linear gap displacement transducer. Mechanical oscillations are attenuated using a passive, eddy current damper. An on-board microprocessor-based level control system, which includes a two axis accelerometer and two linear-displacement stepper motors, continuously maintains the level of the balance mechanism - counteracting mechanical %era drift during thruster testing. A thermal control system, which includes heat exchange panels, thermocouples, and a programmable recirculating water chiller, continuously adjusts to varying thermal loads to maintain the balance mechanism temperature, to counteract thermal drifts. An in-situ calibration rig allows for steady state calibration both prior to and during thruster testing. Thrust measurements were carried out on a well-characterized 1 kW Hall thruster; the thrust stand was shown to produce repeatable results consistent with previously published performance data.

  2. Navigation and Guidance for Low-Thrust Trajectories, LOTNAV

    NASA Astrophysics Data System (ADS)

    Cano, J. L.; Bello, M.; Rodriguez-Canabal, J.

    A number of interplanetary low-thrust missions have already been flown by many space agencies. Examples of already flown missions based on the use of electric propulsion are Deep Space 1, Hayabusa and SMART-1. Many others are already in the assessment phase or in the development phase itself. In such perspective, it is required by the space agencies the procurement and utilisation of assessment tools for fast prototyping in the areas of mission design and navigation. The Low-Thrust Interplanetary Navigation Tool, which is the subject of this paper, allows the mission analyst performing such type of quick assessment studies for the early phases in the development of low-thrust missions. A number of test cases on low-thrust missions are also presented along with the utilities composing the LOTNAV tool.

  3. Screech Noise Generation From Supersonic Underexpanded Jets Investigated

    NASA Technical Reports Server (NTRS)

    Panda, Jayanta; Seasholtz, Richard G.

    2000-01-01

    Many supersonic military aircraft and some of the modern civilian aircraft (such as the Boeing 777) produce shock-associated noise. This noise is generated from the jet engine plume when the engine nozzle is operated beyond the subsonic operation limit to gain additional thrust. At these underexpanded conditions, a series of shock waves appear in the plume. The turbulent vortices present in the jet interact with the shock waves and produce the additional shock-associated noise. Screech belongs to this noise category, where sound is generated in single or multiple pure tones. The high dynamic load associated with screech can damage the tailplane. One purpose of this study at the NASA Glenn Research Center at Lewis Field was to provide an accurate data base for validating various computational fluid dynamics (CFD) codes. These codes will be used to predict the frequency and amplitude of screech tones. A second purpose was to advance the fundamental physical understanding of how shock-turbulence interactions generate sound. Previously, experiments on shock-turbulence interaction were impossible to perform because no suitable technique was available. As one part of this program, an optical Rayleigh-scattering measurement technique was devised to overcome this difficulty.

  4. Low-speed wind-tunnel test of a STOL supersonic-cruise fighter concept

    NASA Technical Reports Server (NTRS)

    Coe, Paul L., Jr.; Riley, Donald R.

    1988-01-01

    A wind-tunnel investigation was conducted to examine the low-speed static stability and control characteristics of a 0.10 scale model of a STOL supersonic cruise fighter concept. The concept, referred to as a twin boom fighter, was designed as a STOL aircraft capable of efficient long range supersonic cruise. The configuration name is derived from the long twin booms extending aft of the engine to the twin vertical tails which support a high center horizontal tail. The propulsion system features a two dimensional thrust vectoring exhaust nozzle which is located so that the nozzle hinge line is near the aircraft center of gravity. This arrangement is intended to allow large thrust vector angles to be used to obtain significant values of powered lift, while minimizing pitching moment trim changes. Low speed stability and control information was obtained over an angle of attack range including the stall. A study of jet induced power effects was included.

  5. A simplified gross thrust computing technique for an afterburning turbofan engine

    NASA Technical Reports Server (NTRS)

    Hamer, M. J.; Kurtenbach, F. J.

    1978-01-01

    A simplified gross thrust computing technique extended to the F100-PW-100 afterburning turbofan engine is described. The technique uses measured total and static pressures in the engine tailpipe and ambient static pressure to compute gross thrust. Empirically evaluated calibration factors account for three-dimensional effects, the effects of friction and mass transfer, and the effects of simplifying assumptions for solving the equations. Instrumentation requirements and the sensitivity of computed thrust to transducer errors are presented. NASA altitude facility tests on F100 engines (computed thrust versus measured thrust) are presented, and calibration factors obtained on one engine are shown to be applicable to the second engine by comparing the computed gross thrust. It is concluded that this thrust method is potentially suitable for flight test application and engine maintenance on production engines with a minimum amount of instrumentation.

  6. Dynamic Imbalance Would Counter Offcenter Thrust

    NASA Technical Reports Server (NTRS)

    Mccanna, Jason

    1994-01-01

    Dynamic imbalance generated by offcenter thrust on rotating body eliminated by shifting some of mass of body to generate opposing dynamic imbalance. Technique proposed originally for spacecraft including massive crew module connected via long, lightweight intermediate structure to massive engine module, such that artificial gravitation in crew module generated by rotating spacecraft around axis parallel to thrust generated by engine. Also applicable to dynamic balancing of rotating terrestrial equipment to which offcenter forces applied.

  7. GSFC Technology Thrusts and Partnership Opportunities

    NASA Technical Reports Server (NTRS)

    Le Moigne, Jacqueline

    2010-01-01

    This slide presentation reviews the technology thrusts and the opportunities to partner in developing software in support of the technological advances at the Goddard Space Flight Center (GSFC). There are thrusts in development of end-to-end software systems for mission data systems in areas of flight software, ground data systems, flight dynamic systems and science data systems. The required technical expertise is reviewed, and the supported missions are shown for the various areas given.

  8. The Quaternary thrust system of the northern Alaska Range

    USGS Publications Warehouse

    Bemis, Sean P.; Carver, Gary A.; Koehler, Richard D.

    2012-01-01

    The framework of Quaternary faults in Alaska remains poorly constrained. Recent studies in the Alaska Range north of the Denali fault add significantly to the recognition of Quaternary deformation in this active orogen. Faults and folds active during the Quaternary occur over a length of ∼500 km along the northern flank of the Alaska Range, extending from Mount McKinley (Denali) eastward to the Tok River valley. These faults exist as a continuous system of active structures, but we divide the system into four regions based on east-west changes in structural style. At the western end, the Kantishna Hills have only two known faults but the highest rate of shallow crustal seismicity. The western northern foothills fold-thrust belt consists of a 50-km-wide zone of subparallel thrust and reverse faults. This broad zone of deformation narrows to the east in a transition zone where the range-bounding fault of the western northern foothills fold-thrust belt terminates and displacement occurs on thrust and/or reverse faults closer to the Denali fault. The eastern northern foothills fold-thrust belt is characterized by ∼40-km-long thrust fault segments separated across left-steps by NNE-trending left-lateral faults. Altogether, these faults accommodate much of the topographic growth of the northern flank of the Alaska Range.Recognition of this thrust fault system represents a significant concern in addition to the Denali fault for infrastructure adjacent to and transecting the Alaska Range. Although additional work is required to characterize these faults sufficiently for seismic hazard analysis, the regional extent and structural character should require the consideration of the northern Alaska Range thrust system in regional tectonic models.

  9. SST Technology Follow-on Program - Phase I, Performance Evaluation of an SST Noise Suppressor Nozzle System. Volume 1. Suppressed Mode.

    DTIC Science & Technology

    ACOUSTIC INSULATION, *TURBOJET EXHAUST NOZZLES, *JET ENGINE NOISE, REDUCTION, JET TRANSPORT AIRCRAFT, THRUST AUGMENTATION , SUPERSONIC NOZZLES, DUCT...INLETS, CONVERGENT DIVERGENT NOZZLES, SUBSONIC FLOW, SUPERSONIC FLOW, SUPPRESSORS, TURBOJET INLETS, BAFFLES, JET PUMPS, THRUST , DRAG, TEMPERATURE

  10. 14 CFR 25.934 - Turbojet engine thrust reverser system tests.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Turbojet engine thrust reverser system... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Powerplant General § 25.934 Turbojet engine thrust reverser system tests. Thrust reversers installed on turbojet engines must meet the...

  11. Combined high and low-thrust geostationary orbit insertion with radiation constraint

    NASA Astrophysics Data System (ADS)

    Macdonald, Malcolm; Owens, Steven Robert

    2018-01-01

    The sequential use of an electric propulsion system is considered in combination with a high-thrust propulsion system for application to the propellant-optimal Geostationary Orbit insertion problem, whilst considering both temporal and radiation flux constraints. Such usage is found to offer a combined propellant mass saving when compared with an equivalent high-thrust only transfer. This propellant mass saving is seen to increase as the allowable transfer duration is increased, and as the thrust from the low-thrust system is increased, assuming constant specific impulse. It was found that the required plane change maneuver is most propellant-efficiently performed by the high-thrust system. The propellant optimal trajectory incurs a significantly increased electron flux when compared to an equivalent high-thrust only transfer. However, the electron flux can be reduced to a similar order of magnitude by increasing the high-thrust propellant consumption, whilst still delivering an improved mass fraction.

  12. The role of nonlinear effects in the propagation of noise from high-power jet aircraft.

    PubMed

    Gee, Kent L; Sparrow, Victor W; James, Michael M; Downing, J Micah; Hobbs, Christopher M; Gabrielson, Thomas B; Atchley, Anthony A

    2008-06-01

    To address the question of the role of nonlinear effects in the propagation of noise radiated by high-power jet aircraft, extensive measurements were made of the F-22A Raptor during static engine run-ups. Data were acquired at low-, intermediate-, and high-thrust engine settings with microphones located 23-305 m from the aircraft along several angles. Comparisons between the results of a generalized-Burgers-equation-based nonlinear propagation model and the measurements yield favorable agreement, whereas application of a linear propagation model results in spectral predictions that are much too low at high frequencies. The results and analysis show that significant nonlinear propagation effects occur for even intermediate-thrust engine conditions and at angles well away from the peak radiation angle. This suggests that these effects are likely to be common in the propagation of noise radiated by high-power aircraft.

  13. Multiphysics Thrust Chamber Modeling for Nuclear Thermal Propulsion

    NASA Technical Reports Server (NTRS)

    Wang, Ten-See; Cheng, Gary; Chen, Yen-Sen

    2006-01-01

    The objective of this effort is to develop an efficient and accurate thermo-fluid computational methodology to predict environments for a solid-core, nuclear thermal engine thrust chamber. The computational methodology is based on an unstructured-grid, pressure-based computational fluid dynamics formulation. A two-pronged approach is employed in this effort: A detailed thermo-fluid analysis on a multi-channel flow element for mid-section corrosion investigation; and a global modeling of the thrust chamber to understand the effect of heat transfer on thrust performance. Preliminary results on both aspects are presented.

  14. Supersonic jet noise - Its generation, prediction and effects on people and structures

    NASA Technical Reports Server (NTRS)

    Preisser, J. S.; Golub, R. A.; Seiner, J. M.; Powell, C. A.

    1990-01-01

    This paper presents the results of a study aimed at quantifying the effects of jet source noise reduction, increases in aircraft lift, and reduced aircraft thrust on the take-off noise associated with supersonic civil transports. Supersonic jet noise sources are first described, and their frequency and directivity dependence are defined. The study utilizes NASA's Aircraft Noise Prediction Program in a parametric study to weigh the relative benefits of several approaches to low noise. The baseline aircraft concept used in these predictions is the AST-205-1 powered by GE21/J11-B14A scaled engines. Noise assessment is presented in terms of effective perceived noise levels at the FAA's centerline and sideline measuring locations for current subsonic aircraft, and in terms of audiologically perceived sound of people and other indirect effects. The results show that significant noise benefit can be achieved through proper understanding and utilization of all available approaches.

  15. Direct thrust measurement of a permanent magnet helicon double layer thruster

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Takahashi, K.; Lafleur, T.; Charles, C.

    2011-04-04

    Direct thrust measurements of a permanent magnet helicon double layer thruster have been made using a pendulum thrust balance and a high sensitivity laser displacement sensor. At the low pressures used (0.08 Pa) an ion beam is detected downstream of the thruster exit, and a maximum thrust force of about 3 mN is measured for argon with an rf input power of about 700 W. The measured thrust is proportional to the upstream plasma density and is in good agreement with the theoretical thrust based on the maximum upstream electron pressure.

  16. A study of flow past an airfoil with a jet issuing from its lower surface

    NASA Technical Reports Server (NTRS)

    Krothapalli, A.; Leopold, D.

    1984-01-01

    The aerodynamics of a NACA 0018 airfoil with a rectangular jet of finite aspect ratio exiting from its lower surface at 90 deg to the chord were investigated. The jet was located at 50% of the wing chord. Measurements include static pressures on the airfoil surface, total pressures in the near wake, and local velocity vectors in different planes of the wake. The effects of jet cross flow interaction on the aerodynamics of the airfoil are studied. It is indicated that at all values of momentum coefficients, the jet cross flow interaction produces a strong contra-rotating vortex structure in the near wake. The flow behind the jet forms a closed recirculation region which extends up to a chord length down stream of the trailing edge which results in the flow field to become highly three dimensional. The various aerodynamic force coefficients vary significantly along the span of the wing. The results are compared with a jet flap configuration.

  17. Measurement of Impulsive Thrust from a Closed Radio Frequency Cavity in Vacuum

    NASA Technical Reports Server (NTRS)

    White, Harold; March, Paul; Lawrence, James; Vera, Jerry; Sylvester, Andre; Brady, David; Bailey, Paul

    2016-01-01

    A vacuum test campaign evaluating the impulsive thrust performance of a tapered RF test article excited in the TM212 mode at 1,937 megahertz (MHz) has been completed. The test campaign consisted of a forward thrust phase and reverse thrust phase at less than 8 x 10(exp -6) Torr vacuum with power scans at 40 watts, 60 watts, and 80 watts. The test campaign included a null thrust test effort to identify any mundane sources of impulsive thrust, however none were identified. Thrust data from forward, reverse, and null suggests that the system is consistently performing with a thrust to power ratio of 1.2 +/- 0.1 mN/kW.

  18. Thrust Measurements for a Pulse Detonation Engine Driven Ejector

    NASA Technical Reports Server (NTRS)

    Santoro, Robert J.; Pak, Sibtosh; Shehadeh, R.; Saretto, S. R.; Lee, S.-Y.

    2005-01-01

    Results of an experimental effort on pulse detonation driven ejectors aimed at probing different aspects of PDE ejector processes, are presented and discussed. The PDE was operated using ethylene as the fuel and an equimolar oxygen/nitrogen mixture as the oxidizer at an equivalence ratio of one. The thrust measurements for the PDE alone are in excellent agreement with experimental and modeling results reported in the literature and serve as a Baseline for the ejector studies. These thrust measurements were then used as a basis for quantifying thrust augmentation for various PDE/ejector setups using constant diameter ejector tubes and various detonation tube/ejector tube overlap distances. The results show that for the geometries studied here, a maximum thrust augmentation of 24% is achieved. The thrust augmentation results are complemented by shadowgraph imaging of the flowfield in the ejector tube inlet area and high frequency pressure transducer measurements along the length of the ejector tube.

  19. 14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

  20. 14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

  1. Supersonic wings with significant leading-edge thrust at cruise

    NASA Technical Reports Server (NTRS)

    Robins, A. W.; Carlson, H. W.; Mack, R. J.

    1980-01-01

    Experimental/theoretical correlations are presented which show that significant levels of leading edge thrust are possible at supersonic speeds for certain planforms which match the theoretical thrust distribution potential with the supporting airfoil geometry. The analytical process employed spanwise distribution of both it and/or that component of full theoretical thrust which acts as vortex lift. Significantly improved aerodynamic performance in the moderate supersonic speed regime is indicated.

  2. Thrust and drag characteristics of a convergent-divergent nozzle with various exhaust jet temperatures

    NASA Technical Reports Server (NTRS)

    Hearth, Donald P; Wilcox, Fred A

    1954-01-01

    An investigation was conducted in the 8-by-6 foot supersonic wind tunnel on the effect of exhaust-gas temperatures on the external and internal characteristics of a convergent-divergent nozzle having an area expansion ratio of 1.83. Data were obtained over a pressure-ratio range from 1 to 20 at free-stream Mach numbers of 1.6 and 2.0 for exhaust temperatures of 860 degrees, 1650 degrees, and 2000 degrees R. Results of this investigation indicated that generally both the internal and external performance characteristics were only slightly affected by a large change in jet temperature. The small differences in performance which did occur were predicted satisfactorily from theoretical considerations.

  3. Thrust modulation methods for a subsonic V/STOL aircraft

    NASA Technical Reports Server (NTRS)

    Woollett, R. R.

    1981-01-01

    Low speed wind tunnel tests were conducted to assess four methods for attaining thrust modulation for V/STOL aircraft. The four methods were: (1) fan speed change, (2) fan nozzle exit area change, (3) variable pitch rotor (VPR) fan, and (4) variable inlet guide vanes (VIGV). The interrelationships between inlet and thrust modulation system were also investigated using a double slotted inlet and thick lip inlet. Results can be summarized as: (1) the VPR and VIGV systems were the most promising, (2) changes in blade angle to obtain changes in fan thrust have significant implications for the inlet, and (3) both systems attained required level of thrust with acceptable levels of fan blade stress.

  4. Rapid prototype fabrication processes for high-performance thrust cells

    NASA Technical Reports Server (NTRS)

    Hunt, K.; Chwiedor, T.; Diab, J.; Williams, R.

    1994-01-01

    The Thrust Cell Technologies Program (Air Force Phillips Laboratory Contract No. F04611-92-C-0050) is currently being performed by Rocketdyne to demonstrate advanced materials and fabrication technologies which can be utilized to produce low-cost, high-performance thrust cells for launch and space transportation rocket engines. Under Phase 2 of the Thrust Cell Technologies Program (TCTP), rapid prototyping and investment casting techniques are being employed to fabricate a 12,000-lbf thrust class combustion chamber for delivery and hot-fire testing at Phillips Lab. The integrated process of investment casting directly from rapid prototype patterns dramatically reduces design-to-delivery cycle time, and greatly enhances design flexibility over conventionally processed cast or machined parts.

  5. Internal performance characteristics of vectored axisymmetric ejector nozzles

    NASA Technical Reports Server (NTRS)

    Lamb, Milton

    1993-01-01

    A series of vectoring axisymmetric ejector nozzles were designed and experimentally tested for internal performance and pumping characteristics at NASA-Langley Research Center. These ejector nozzles used convergent-divergent nozzles as the primary nozzles. The model geometric variables investigated were primary nozzle throat area, primary nozzle expansion ratio, effective ejector expansion ratio (ratio of shroud exit area to primary nozzle throat area), ratio of minimum ejector area to primary nozzle throat area, ratio of ejector upper slot height to lower slot height (measured on the vertical centerline), and thrust vector angle. The primary nozzle pressure ratio was varied from 2.0 to 10.0 depending upon primary nozzle throat area. The corrected ejector-to-primary nozzle weight-flow ratio was varied from 0 (no secondary flow) to approximately 0.21 (21 percent of primary weight-flow rate) depending on ejector nozzle configuration. In addition to the internal performance and pumping characteristics, static pressures were obtained on the shroud walls.

  6. Combining Relevance Vector Machines and exponential regression for bearing residual life estimation

    NASA Astrophysics Data System (ADS)

    Di Maio, Francesco; Tsui, Kwok Leung; Zio, Enrico

    2012-08-01

    In this paper we present a new procedure for estimating the bearing Residual Useful Life (RUL) by combining data-driven and model-based techniques. Respectively, we resort to (i) Relevance Vector Machines (RVMs) for selecting a low number of significant basis functions, called Relevant Vectors (RVs), and (ii) exponential regression to compute and continuously update residual life estimations. The combination of these techniques is developed with reference to partially degraded thrust ball bearings and tested on real world vibration-based degradation data. On the case study considered, the proposed procedure outperforms other model-based methods, with the added value of an adequate representation of the uncertainty associated to the estimates of the quantification of the credibility of the results by the Prognostic Horizon (PH) metric.

  7. Recent advances in low-thrust propulsion technology

    NASA Technical Reports Server (NTRS)

    Stone, James R.

    1988-01-01

    The NASA low-thrust propulsion technology program is aimed at providing high performance options to a broad class of near-term and future missions. Major emphases of the program are on storable and hydrogen/oxygen low-thrust chemical, low-power (auxiliary) electrothermal, and high-power electric propulsion. This paper represents the major accomplishments of the program and discusses their impact.

  8. Tertiary structural evolution of the Gangdese thrust system southeastern Tibet

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Yin, An; Harrison, M.; Ryerson, F.J.

    1994-09-10

    Structural and thermochronological investigations of southern Tibet (Xizang) suggest that intracontinental thrusting has been the dominant cause for formation of thickened crust in the southernmost Tibetan plateau since late Oligocene. Two thrust systems are documented in this study: the north dipping Gangdese system (GTS) and the younger south dipping Renbu-Zedong system (RZT). West of Lhasa, the Gangdese thrust juxtaposes the Late Cretaceous forearc basin deposits of the Lhasa Block (the Xigaze Group) over the Tethyan sedimentary rocks of the Indian plate, whereas east of Lhasa, the fault juxtaposes the Late Cretaceous-Eocene, Andean-type arc (the Gangdese batholith) over Tethyan sedimentary rocks.more » Near Zedong, 150 km southeast of Lhasa, the Gangdese thrust is marked by a >200-m-thick mylonitic shear zone that consists of deformed granite and metasedimentary rocks. A major south dipping backthrust in the hanging wall of the Gangdese thrust puts the Xigaze Group over Tertiary conglomerates and the Gangdese plutonics north of Xigaze and west of Lhasa. A lower age bound for the Gangdese thrust of 18.3{+-}0.5 Ma is given by crosscutting relationships. The timing of slip on the Gangdese thrust is estimate to be 27-23 Ma from {sup 40}Ar/{sup 39}Ar thermochronology, and a displacement of at least 46{+-}9 km is indicated near Zedong. The age of the Gangdese thrust (GT) is consistent with an upper age limit of {approximately}24 Ma for the initiation of movement on the Main Central thrust. In places, the younger Renbu-Zedong fault is thrust over the trace of the GT, obscuring its exposure. The RZT appears to have been active at circa 18 Ma but had ceased movement by 8{+-}1 Ma. The suture between India and Asia has been complexely modified by development of the GTS, RZT, and, locally, strike-slip and normal fault systems. 64 refs., 14 figs., 2 tabs.« less

  9. Heat pipe technology for advanced rocket thrust chambers

    NASA Technical Reports Server (NTRS)

    Rousar, D. C.

    1971-01-01

    The application of heat pipe technology to the design of rocket engine thrust chambers is discussed. Subjects presented are: (1) evaporator wick development, (2) specific heat pipe designs and test results, (3) injector design, fabrication, and cold flow testing, and (4) preliminary thrust chamber design.

  10. Structural evidence for northeastward movement on the Chocolate Mountains Thrust, southeasternmost California

    USGS Publications Warehouse

    Dillon, J.T.; Haxel, G.B.; Tosdal, R.M.

    1990-01-01

    The Late Cretaceous Chocolate Mountains Thrust of southeastern California and southwestern Arizona places a block of Proterozoic and Mesozoic continental crust over the late Mesozoic continental margin oceanic sedimentary and volcanic rocks of the Orocopia Schist. The Chocolate Mountains Thrust is interpreted as a thrust (burial, subduction) fault rather than a low-angle normal fault. An important parameter required to understand the tectonic significance of the Chocolate Mountains and related thrusts is their sense of movement. The only sense of movement consistent with collective asymmetry of the thrust zone folds is top to the northeast. Asymmetric microstructures studied at several localities also indicate top to the northeast movement. Paleomagnetic data suggest that the original sense of thrusting, prior to Neogene vertical axis tectonic rotation related to the San Andreas fault system, was northward. Movement of the upper plate of the chocolate Mountains thrust evidently was continentward. Continentward thrusting suggests a tectonic scenario in which an insular or peninsular microcontinental fragment collided with mainland southern California. -from Authors

  11. The jet-disk symbiosis without maximal jets: 1D hydrodynamical jets revisited

    NASA Astrophysics Data System (ADS)

    Crumley, Patrick; Ceccobello, Chiara; Connors, Riley M. T.; Cavecchi, Yuri

    2017-05-01

    In this work we discuss the recent criticism by Zdziarski (2016, A&A, 586, A18) of the maximal jet model derived in Falcke & Biermann (1995, A&A, 293, 665). We agree with Zdziarski that in general a jet's internal energy is not bounded by its rest-mass energy density. We describe the effects of the mistake on conclusions that have been made using the maximal jet model and show when a maximal jet is an appropriate assumption. The maximal jet model was used to derive a 1D hydrodynamical model of jets in agnjet, a model that does multiwavelength fitting of quiescent/hard state X-ray binaries and low-luminosity active galactic nuclei. We correct algebraic mistakes made in the derivation of the 1D Euler equation and relax the maximal jet assumption. We show that the corrections cause minor differences as long as the jet has a small opening angle and a small terminal Lorentz factor. We find that the major conclusion from the maximal jet model, the jet-disk symbiosis, can be generally applied to astrophysical jets. We also show that isothermal jets are required to match the flat radio spectra seen in low-luminosity X-ray binaries and active galactic nuclei, in agreement with other works.

  12. The Development of NASA's Low Thrust Trajectory Tool Set

    NASA Technical Reports Server (NTRS)

    Sims, Jon; Artis, Gwen; Kos, Larry

    2006-01-01

    Highly efficient electric propulsion systems can enable interesting classes of missions; unfortunately, they provide only a limited amount of thrust. Low-thrust (LT) trajectories are much more difficult to design than impulsive-type (chemical propulsion) trajectories. Previous low-thrust (LT) trajectory optimization software was often difficult to use, often had difficulties converging, and was somewhat limited in the types of missions it could support. A new state-of-the-art suite (toolbox) of low-thrust (LT) tools along with improved algorithms and methods was developed by NASA's MSFC, JPL, JSC, and GRC to address the needs of our customers to help foster technology development in the areas of advanced LT propulsion systems, and to facilitate generation of similar results by different analysts.

  13. Thrust Stand for Electric Propulsion Performance Evaluation

    NASA Technical Reports Server (NTRS)

    Polzin, Kurt A.; Markusic, Thomas E.; Stanojev, Boris J.; Dehoyos, Amado; Spaun, Benjamin

    2006-01-01

    An electric propulsion thrust stand capable of supporting testing of thrusters having a total mass of up to 125 kg and producing thrust levels between 100 microN to 1 N has been developed and tested. The design features a conventional hanging pendulum arm attached to a balance mechanism that converts horizontal deflections produced by the operating thruster into amplified vertical motion of a secondary arm. The level of amplification is changed through adjustment of the location of one of the pivot points linking the system. Response of the system depends on the relative magnitudes of the restoring moments applied by the displaced thruster mass and the twisting torsional pivots connecting the members of the balance mechanism. Displacement is measured using a non-contact, optical linear gap displacement transducer and balance oscillatory motion is attenuated using a passive, eddy-current damper. The thrust stand employs an automated leveling and thermal control system. Pools of liquid gallium are used to deliver power to the thruster without using solid wire connections, which can exert undesirable time-varying forces on the balance. These systems serve to eliminate sources of zero-drift that can occur as the stand thermally or mechanically shifts during the course of an experiment. An in-situ calibration rig allows for steady-state calibration before, during and after thruster operation. Thrust measurements were carried out on a cylindrical Hall thruster that produces mN-level thrust. The measurements were very repeatable, producing results that compare favorably with previously published performance data, but with considerably smaller uncertainty.

  14. Identification and rejection of pile-up jets at high pseudorapidity with the ATLAS detector

    NASA Astrophysics Data System (ADS)

    Aaboud, M.; Aad, G.; Abbott, B.; Abdallah, J.; Abdinov, O.; Abeloos, B.; Abidi, S. H.; AbouZeid, O. S.; Abraham, N. L.; Abramowicz, H.; Abreu, H.; Abreu, R.; Abulaiti, Y.; Acharya, B. S.; Adachi, S.; Adamczyk, L.; Adelman, J.; Adersberger, M.; Adye, T.; Affolder, A. A.; Agatonovic-Jovin, T.; Agheorghiesei, C.; Aguilar-Saavedra, J. A.; Ahlen, S. P.; Ahmadov, F.; Aielli, G.; Akatsuka, S.; Akerstedt, H.; Åkesson, T. P. A.; Akilli, E.; Akimov, A. V.; Alberghi, G. L.; Albert, J.; Albicocco, P.; Verzini, M. J. Alconada; Aleksa, M.; Aleksandrov, I. N.; Alexa, C.; Alexander, G.; Alexopoulos, T.; Alhroob, M.; Ali, B.; Aliev, M.; Alimonti, G.; Alison, J.; Alkire, S. P.; Allbrooke, B. M. M.; Allen, B. W.; Allport, P. P.; Aloisio, A.; Alonso, A.; Alonso, F.; Alpigiani, C.; Alshehri, A. A.; Alstaty, M.; Gonzalez, B. Alvarez; Piqueras, D. Álvarez; Alviggi, M. G.; Amadio, B. T.; Coutinho, Y. Amaral; Amelung, C.; Amidei, D.; Santos, S. P. Amor Dos; Amorim, A.; Amoroso, S.; Amundsen, G.; Anastopoulos, C.; Ancu, L. S.; Andari, N.; Andeen, T.; Anders, C. F.; Anders, J. K.; Anderson, K. J.; Andreazza, A.; Andrei, V.; Angelidakis, S.; Angelozzi, I.; Angerami, A.; Anisenkov, A. V.; Anjos, N.; Annovi, A.; Antel, C.; Antonelli, M.; Antonov, A.; Antrim, D. J.; Anulli, F.; Aoki, M.; Bella, L. Aperio; Arabidze, G.; Arai, Y.; Araque, J. P.; Ferraz, V. Araujo; Arce, A. T. H.; Ardell, R. E.; Arduh, F. A.; Arguin, J.-F.; Argyropoulos, S.; Arik, M.; Armbruster, A. J.; Armitage, L. J.; Arnaez, O.; Arnold, H.; Arratia, M.; Arslan, O.; Artamonov, A.; Artoni, G.; Artz, S.; Asai, S.; Asbah, N.; Ashkenazi, A.; Asquith, L.; Assamagan, K.; Astalos, R.; Atkinson, M.; Atlay, N. B.; Augsten, K.; Avolio, G.; Axen, B.; Ayoub, M. K.; Azuelos, G.; Baas, A. E.; Baca, M. J.; Bachacou, H.; Bachas, K.; Backes, M.; Backhaus, M.; Bagnaia, P.; Bahrasemani, H.; Baines, J. T.; Bajic, M.; Baker, O. K.; Baldin, E. M.; Balek, P.; Balli, F.; Balunas, W. 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J.; Faltova, J.; Fang, Y.; Fanti, M.; Farbin, A.; Farilla, A.; Farina, C.; Farina, E. M.; Farooque, T.; Farrell, S.; Farrington, S. M.; Farthouat, P.; Fassi, F.; Fassnacht, P.; Fassouliotis, D.; Giannelli, M. Faucci; Favareto, A.; Fawcett, W. J.; Fayard, L.; Fedin, O. L.; Fedorko, W.; Feigl, S.; Feligioni, L.; Feng, C.; Feng, E. J.; Feng, H.; Fenton, M. J.; Fenyuk, A. B.; Feremenga, L.; Martinez, P. Fernandez; Perez, S. Fernandez; Ferrando, J.; Ferrari, A.; Ferrari, P.; Ferrari, R.; de Lima, D. E. Ferreira; Ferrer, A.; Ferrere, D.; Ferretti, C.; Fiedler, F.; Filipčič, A.; Filipuzzi, M.; Filthaut, F.; Fincke-Keeler, M.; Finelli, K. D.; Fiolhais, M. C. N.; Fiorini, L.; Fischer, A.; Fischer, C.; Fischer, J.; Fisher, W. C.; Flaschel, N.; Fleck, I.; Fleischmann, P.; Fletcher, R. R. M.; Flick, T.; Flierl, B. M.; Castillo, L. R. Flores; Flowerdew, M. J.; Forcolin, G. T.; Formica, A.; Förster, F. A.; Forti, A.; Foster, A. G.; Fournier, D.; Fox, H.; Fracchia, S.; Francavilla, P.; Franchini, M.; Franchino, S.; Francis, D.; Franconi, L.; Franklin, M.; Frate, M.; Fraternali, M.; Freeborn, D.; Fressard-Batraneanu, S. M.; Freund, B.; Froidevaux, D.; Frost, J. A.; Fukunaga, C.; Fusayasu, T.; Fuster, J.; Gabaldon, C.; Gabizon, O.; Gabrielli, A.; Gabrielli, A.; Gach, G. P.; Gadatsch, S.; Gadomski, S.; Gagliardi, G.; Gagnon, L. G.; Galea, C.; Galhardo, B.; Gallas, E. J.; Gallop, B. J.; Gallus, P.; Galster, G.; Gan, K. K.; Ganguly, S.; Gao, Y.; Gao, Y. S.; Walls, F. M. Garay; García, C.; Navarro, J. E. García; Garcia-Sciveres, M.; Gardner, R. W.; Garelli, N.; Garonne, V.; Bravo, A. Gascon; Gasnikova, K.; Gatti, C.; Gaudiello, A.; Gaudio, G.; Gavrilenko, I. L.; Gay, C.; Gaycken, G.; Gazis, E. N.; Gee, C. N. P.; Geisen, J.; Geisen, M.; Geisler, M. P.; Gellerstedt, K.; Gemme, C.; Genest, M. 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G.; Govender, N.; Gozani, E.; Graber, L.; Grabowska-Bold, I.; Gradin, P. O. J.; Gramling, J.; Gramstad, E.; Grancagnolo, S.; Gratchev, V.; Gravila, P. M.; Gray, C.; Gray, H. M.; Greenwood, Z. D.; Grefe, C.; Gregersen, K.; Gregor, I. M.; Grenier, P.; Grevtsov, K.; Griffiths, J.; Grillo, A. A.; Grimm, K.; Grinstein, S.; Gris, Ph.; Grivaz, J.-F.; Groh, S.; Gross, E.; Grosse-Knetter, J.; Grossi, G. C.; Grout, Z. J.; Grummer, A.; Guan, L.; Guan, W.; Guenther, J.; Guescini, F.; Guest, D.; Gueta, O.; Gui, B.; Guido, E.; Guillemin, T.; Guindon, S.; Gul, U.; Gumpert, C.; Guo, J.; Guo, W.; Guo, Y.; Gupta, R.; Gupta, S.; Gustavino, G.; Gutierrez, P.; Ortiz, N. G. Gutierrez; Gutschow, C.; Guyot, C.; Guzik, M. P.; Gwenlan, C.; Gwilliam, C. B.; Haas, A.; Haber, C.; Hadavand, H. K.; Haddad, N.; Hadef, A.; Hageböck, S.; Hagihara, M.; Hakobyan, H.; Haleem, M.; Haley, J.; Halladjian, G.; Hallewell, G. D.; Hamacher, K.; Hamal, P.; Hamano, K.; Hamilton, A.; Hamity, G. N.; Hamnett, P. 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A.; Sicho, P.; Sickles, A. M.; Sidebo, P. E.; Haddad, E. Sideras; Sidiropoulou, O.; Sidoti, A.; Siegert, F.; Sijacki, Dj.; Silva, J.; Silverstein, S. B.; Simak, V.; Simic, Lj.; Simion, S.; Simioni, E.; Simmons, B.; Simon, M.; Sinervo, P.; Sinev, N. B.; Sioli, M.; Siragusa, G.; Siral, I.; Sivoklokov, S. Yu.; Sjölin, J.; Skinner, M. B.; Skubic, P.; Slater, M.; Slavicek, T.; Slawinska, M.; Sliwa, K.; Slovak, R.; Smakhtin, V.; Smart, B. H.; Smiesko, J.; Smirnov, N.; Smirnov, S. Yu.; Smirnov, Y.; Smirnova, L. N.; Smirnova, O.; Smith, J. W.; Smith, M. N. K.; Smith, R. W.; Smizanska, M.; Smolek, K.; Snesarev, A. A.; Snyder, I. M.; Snyder, S.; Sobie, R.; Socher, F.; Soffer, A.; Soh, D. A.; Sokhrannyi, G.; Sanchez, C. A. Solans; Solar, M.; Soldatov, E. Yu.; Soldevila, U.; Solodkov, A. A.; Soloshenko, A.; Solovyanov, O. V.; Solovyev, V.; Sommer, P.; Son, H.; Sopczak, A.; Sosa, D.; Sotiropoulou, C. L.; Soualah, R.; Soukharev, A. M.; South, D.; Sowden, B. C.; Spagnolo, S.; Spalla, M.; Spangenberg, M.; Spanò, F.; Sperlich, D.; Spettel, F.; Spieker, T. M.; Spighi, R.; Spigo, G.; Spiller, L. A.; Spousta, M.; Denis, R. D. St.; Stabile, A.; Stamen, R.; Stamm, S.; Stanecka, E.; Stanek, R. W.; Stanescu, C.; Stanitzki, M. M.; Stapf, B. S.; Stapnes, S.; Starchenko, E. A.; Stark, G. H.; Stark, J.; Stark, S. H.; Staroba, P.; Starovoitov, P.; Stärz, S.; Staszewski, R.; Steinberg, P.; Stelzer, B.; Stelzer, H. J.; Stelzer-Chilton, O.; Stenzel, H.; Stewart, G. A.; Stockton, M. C.; Stoebe, M.; Stoicea, G.; Stolte, P.; Stonjek, S.; Stradling, A. R.; Straessner, A.; Stramaglia, M. E.; Strandberg, J.; Strandberg, S.; Strauss, M.; Strizenec, P.; Ströhmer, R.; Strom, D. M.; Stroynowski, R.; Strubig, A.; Stucci, S. A.; Stugu, B.; Styles, N. A.; Su, D.; Su, J.; Suchek, S.; Sugaya, Y.; Suk, M.; Sulin, V. V.; Sultan, DMS; Sultansoy, S.; Sumida, T.; Sun, S.; Sun, X.; Suruliz, K.; Suster, C. J. E.; Sutton, M. R.; Suzuki, S.; Svatos, M.; Swiatlowski, M.; Swift, S. P.; Sykora, I.; Sykora, T.; Ta, D.; Tackmann, K.; Taenzer, J.; Taffard, A.; Tafirout, R.; Taiblum, N.; Takai, H.; Takashima, R.; Takasugi, E. H.; Takeshita, T.; Takubo, Y.; Talby, M.; Talyshev, A. A.; Tanaka, J.; Tanaka, M.; Tanaka, R.; Tanaka, S.; Tanioka, R.; Tannenwald, B. B.; Araya, S. Tapia; Tapprogge, S.; Tarem, S.; Tartarelli, G. F.; Tas, P.; Tasevsky, M.; Tashiro, T.; Tassi, E.; Delgado, A. Tavares; Tayalati, Y.; Taylor, A. C.; Taylor, G. N.; Taylor, P. T. E.; Taylor, W.; Teixeira-Dias, P.; Temple, D.; Kate, H. Ten; Teng, P. K.; Teoh, J. J.; Tepel, F.; Terada, S.; Terashi, K.; Terron, J.; Terzo, S.; Testa, M.; Teuscher, R. J.; Theveneaux-Pelzer, T.; Thomas, J. P.; Thomas-Wilsker, J.; Thompson, P. D.; Thompson, A. S.; Thomsen, L. A.; Thomson, E.; Tibbetts, M. J.; Torres, R. E. Ticse; Tikhomirov, V. O.; Tikhonov, Yu. A.; Timoshenko, S.; Tipton, P.; Tisserant, S.; Todome, K.; Todorova-Nova, S.; Tojo, J.; Tokár, S.; Tokushuku, K.; Tolley, E.; Tomlinson, L.; Tomoto, M.; Tompkins, L.; Toms, K.; Tong, B.; Tornambe, P.; Torrence, E.; Torres, H.; Pastor, E. Torró; Toth, J.; Touchard, F.; Tovey, D. R.; Treado, C. J.; Trefzger, T.; Tresoldi, F.; Tricoli, A.; Trigger, I. M.; Trincaz-Duvoid, S.; Tripiana, M. F.; Trischuk, W.; Trocmé, B.; Trofymov, A.; Troncon, C.; Trottier-McDonald, M.; Trovatelli, M.; Truong, L.; Trzebinski, M.; Trzupek, A.; Tsang, K. W.; Tseng, J. C.-L.; Tsiareshka, P. V.; Tsipolitis, G.; Tsirintanis, N.; Tsiskaridze, S.; Tsiskaridze, V.; Tskhadadze, E. G.; Tsui, K. M.; Tsukerman, I. I.; Tsulaia, V.; Tsuno, S.; Tsybychev, D.; Tu, Y.; Tudorache, A.; Tudorache, V.; Tulbure, T. T.; Tuna, A. N.; Tupputi, S. A.; Turchikhin, S.; Turgeman, D.; Cakir, I. Turk; Turra, R.; Tuts, P. M.; Ucchielli, G.; Ueda, I.; Ughetto, M.; Ukegawa, F.; Unal, G.; Undrus, A.; Unel, G.; Ungaro, F. C.; Unno, Y.; Unverdorben, C.; Urban, J.; Urquijo, P.; Urrejola, P.; Usai, G.; Usui, J.; Vacavant, L.; Vacek, V.; Vachon, B.; Vaidya, A.; Valderanis, C.; Santurio, E. Valdes; Valentinetti, S.; Valero, A.; Valéry, L.; Valkar, S.; Vallier, A.; Ferrer, J. A. Valls; Van Den Wollenberg, W.; van der Graaf, H.; van Gemmeren, P.; Van Nieuwkoop, J.; van Vulpen, I.; van Woerden, M. C.; Vanadia, M.; Vandelli, W.; Vaniachine, A.; Vankov, P.; Vardanyan, G.; Vari, R.; Varnes, E. W.; Varni, C.; Varol, T.; Varouchas, D.; Vartapetian, A.; Varvell, K. E.; Vasquez, J. G.; Vasquez, G. A.; Vazeille, F.; Schroeder, T. Vazquez; Veatch, J.; Veeraraghavan, V.; Veloce, L. M.; Veloso, F.; Veneziano, S.; Ventura, A.; Venturi, M.; Venturi, N.; Venturini, A.; Vercesi, V.; Verducci, M.; Verkerke, W.; Vermeulen, A. T.; Vermeulen, J. C.; Vetterli, M. C.; Maira, N. Viaux; Viazlo, O.; Vichou, I.; Vickey, T.; Boeriu, O. E. Vickey; Viehhauser, G. H. A.; Viel, S.; Vigani, L.; Villa, M.; Perez, M. Villaplana; Vilucchi, E.; Vincter, M. G.; Vinogradov, V. B.; Vishwakarma, A.; Vittori, C.; Vivarelli, I.; Vlachos, S.; Vlasak, M.; Vogel, M.; Vokac, P.; Volpi, G.; von der Schmitt, H.; von Toerne, E.; Vorobel, V.; Vorobev, K.; Vos, M.; Voss, R.; Vossebeld, J. H.; Vranjes, N.; Milosavljevic, M. Vranjes; Vrba, V.; Vreeswijk, M.; Vuillermet, R.; Vukotic, I.; Wagner, P.; Wagner, W.; Wagner-Kuhr, J.; Wahlberg, H.; Wahrmund, S.; Wakabayashi, J.; Walder, J.; Walker, R.; Walkowiak, W.; Wallangen, V.; Wang, C.; Wang, C.; Wang, F.; Wang, H.; Wang, H.; Wang, J.; Wang, J.; Wang, Q.; Wang, R.; Wang, S. M.; Wang, T.; Wang, W.; Wang, W.; Wang, Z.; Wanotayaroj, C.; Warburton, A.; Ward, C. P.; Wardrope, D. R.; Washbrook, A.; Watkins, P. M.; Watson, A. T.; Watson, M. F.; Watts, G.; Watts, S.; Waugh, B. M.; Webb, A. F.; Webb, S.; Weber, M. S.; Weber, S. W.; Weber, S. A.; Webster, J. S.; Weidberg, A. R.; Weinert, B.; Weingarten, J.; Weirich, M.; Weiser, C.; Weits, H.; Wells, P. S.; Wenaus, T.; Wengler, T.; Wenig, S.; Wermes, N.; Werner, M. D.; Werner, P.; Wessels, M.; Whalen, K.; Whallon, N. L.; Wharton, A. M.; White, A. S.; White, A.; White, M. J.; White, R.; Whiteson, D.; Whitmore, B. W.; Wickens, F. J.; Wiedenmann, W.; Wielers, M.; Wiglesworth, C.; Wiik-Fuchs, L. A. M.; Wildauer, A.; Wilk, F.; Wilkens, H. G.; Williams, H. H.; Williams, S.; Willis, C.; Willocq, S.; Wilson, J. A.; Wingerter-Seez, I.; Winkels, E.; Winklmeier, F.; Winston, O. J.; Winter, B. T.; Wittgen, M.; Wobisch, M.; Wolf, T. M. H.; Wolff, R.; Wolter, M. W.; Wolters, H.; Wong, V. W. S.; Worm, S. D.; Wosiek, B. K.; Wotschack, J.; Wozniak, K. W.; Wu, M.; Wu, S. L.; Wu, X.; Wu, Y.; Wyatt, T. R.; Wynne, B. M.; Xella, S.; Xi, Z.; Xia, L.; Xu, D.; Xu, L.; Xu, T.; Yabsley, B.; Yacoob, S.; Yamaguchi, D.; Yamaguchi, Y.; Yamamoto, A.; Yamamoto, S.; Yamanaka, T.; Yamatani, M.; Yamauchi, K.; Yamazaki, Y.; Yan, Z.; Yang, H.; Yang, H.; Yang, Y.; Yang, Z.; Yao, W.-M.; Yap, Y. C.; Yasu, Y.; Yatsenko, E.; Wong, K. H. Yau; Ye, J.; Ye, S.; Yeletskikh, I.; Yigitbasi, E.; Yildirim, E.; Yorita, K.; Yoshihara, K.; Young, C.; Young, C. J. S.; Yu, J.; Yu, J.; Yuen, S. P. Y.; Yusuff, I.; Zabinski, B.; Zacharis, G.; Zaidan, R.; Zaitsev, A. M.; Zakharchuk, N.; Zalieckas, J.; Zaman, A.; Zambito, S.; Zanzi, D.; Zeitnitz, C.; Zemaityte, G.; Zemla, A.; Zeng, J. C.; Zeng, Q.; Zenin, O.; Ženiš, T.; Zerwas, D.; Zhang, D.; Zhang, F.; Zhang, G.; Zhang, H.; Zhang, J.; Zhang, L.; Zhang, L.; Zhang, M.; Zhang, P.; Zhang, R.; Zhang, R.; Zhang, X.; Zhang, Y.; Zhang, Z.; Zhao, X.; Zhao, Y.; Zhao, Z.; Zhemchugov, A.; Zhou, B.; Zhou, C.; Zhou, L.; Zhou, M.; Zhou, M.; Zhou, N.; Zhu, C. G.; Zhu, H.; Zhu, J.; Zhu, Y.; Zhuang, X.; Zhukov, K.; Zibell, A.; Zieminska, D.; Zimine, N. I.; Zimmermann, C.; Zimmermann, S.; Zinonos, Z.; Zinser, M.; Ziolkowski, M.; Živković, L.; Zobernig, G.; Zoccoli, A.; Zou, R.; Nedden, M. zur; Zwalinski, L.

    2017-09-01

    The rejection of forward jets originating from additional proton-proton interactions (pile-up) is crucial for a variety of physics analyses at the LHC, including Standard Model measurements and searches for physics beyond the Standard Model. The identification of such jets is challenging due to the lack of track and vertex information in the pseudorapidity range |η |>2.5. This paper presents a novel strategy for forward pile-up jet tagging that exploits jet shapes and topological jet correlations in pile-up interactions. Measurements of the per-jet tagging efficiency are presented using a data set of 3.2 fb^{-1} of proton-proton collisions at a centre-of-mass energy of 13 {TeV} collected with the ATLAS detector. The fraction of pile-up jets rejected in the range 2.5<|η |<4.5 is estimated in simulated events with an average of 22 interactions per bunch-crossing. It increases with jet transverse momentum and, for jets with transverse momentum between 20 and 50 GeV, it ranges between 49% and 67% with an efficiency of 85% for selecting hard-scatter jets. A case study is performed in Higgs boson production via the vector-boson fusion process, showing that these techniques mitigate the background growth due to additional proton-proton interactions, thus enhancing the reach for such signatures.

  15. Identification and rejection of pile-up jets at high pseudorapidity with the ATLAS detector

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Aaboud, M.; Aad, G.; Abbott, B.

    The rejection of forward jets originating from additional proton–proton interactions (pile-up) is crucial for a variety of physics analyses at the LHC, including Standard Model measurements and searches for physics beyond the Standard Model. The identification of such jets is challenging due to the lack of track and vertex information in the pseudorapidity range | η| > 2.5. This article presents a novel strategy for forward pile-up jet tagging that exploits jet shapes and topological jet correlations in pile-up interactions. Measurements of the per-jet tagging efficiency are presented using a data set of 3.2 fb -1 of proton–proton collisions at amore » centre-of-mass energy of 13 TeV collected with the ATLAS detector. The fraction of pile-up jets rejected in the range 2.5 < | η| < 4.5 is estimated in simulated events with an average of 22 interactions per bunch-crossing. It increases with jet transverse momentum and, for jets with transverse momentum between 20 and 50 GeV, it ranges between 49% and 67% with an efficiency of 85% for selecting hard-scatter jets. Here, a case study is performed in Higgs boson production via the vector-boson fusion process, showing that these techniques mitigate the background growth due to additional proton–proton interactions, thus enhancing the reach for such signatures.« less

  16. Identification and rejection of pile-up jets at high pseudorapidity with the ATLAS detector

    DOE PAGES

    Aaboud, M.; Aad, G.; Abbott, B.; ...

    2017-09-02

    The rejection of forward jets originating from additional proton–proton interactions (pile-up) is crucial for a variety of physics analyses at the LHC, including Standard Model measurements and searches for physics beyond the Standard Model. The identification of such jets is challenging due to the lack of track and vertex information in the pseudorapidity range | η| > 2.5. This article presents a novel strategy for forward pile-up jet tagging that exploits jet shapes and topological jet correlations in pile-up interactions. Measurements of the per-jet tagging efficiency are presented using a data set of 3.2 fb -1 of proton–proton collisions at amore » centre-of-mass energy of 13 TeV collected with the ATLAS detector. The fraction of pile-up jets rejected in the range 2.5 < | η| < 4.5 is estimated in simulated events with an average of 22 interactions per bunch-crossing. It increases with jet transverse momentum and, for jets with transverse momentum between 20 and 50 GeV, it ranges between 49% and 67% with an efficiency of 85% for selecting hard-scatter jets. Here, a case study is performed in Higgs boson production via the vector-boson fusion process, showing that these techniques mitigate the background growth due to additional proton–proton interactions, thus enhancing the reach for such signatures.« less

  17. Analyzing structural variations along strike in a deep-water thrust belt

    NASA Astrophysics Data System (ADS)

    Totake, Yukitsugu; Butler, Robert W. H.; Bond, Clare E.; Aziz, Aznan

    2018-03-01

    We characterize a deep-water fold-thrust arrays imaged by a high-resolution 3D seismic dataset in the offshore NW Borneo, Malaysia, to understand the kinematics behind spatial arrangement of structural variations throughout the fold-thrust system. The seismic volume used covers two sub-parallel fold trains associated with a series of fore-thrusts and back-thrusts. We measured fault heave, shortening value, fold geometries (forelimb dip, interlimb angle and crest depth) along strike in individual fold trains. Heave plot on strike projection allows to identify individual thrust segments showing semi-elliptical to triangular to bimodal patterns, and linkages of these segments. The linkage sites are marked by local minima in cumulative heave. These local heave minima are compensated by additional structures, such as small imbricate thrusts and tight folds indicated by large forelimb dip and small interlimb angle. Complementary profiles of the shortening amount for the two fold trains result in smoother gradient of total shortening across the structures. We interpret this reflects kinematic interaction between two fold-thrust trains. This type of along-strike variation analysis provides comprehensive understanding of a fold-thrust system and may provide an interpretative strategy for inferring the presence of complex multiple faults in less well-imaged parts of seismic volumes.

  18. Episodic growth of fold-thrust belts: Insights from Finite Element Modelling

    NASA Astrophysics Data System (ADS)

    Yang, Xiaodong; Peel, Frank J.; Sanderson, David J.; McNeill, Lisa C.

    2017-09-01

    The sequential development of a fold-thrust belt was investigated using 2D Finite Element Modelling (FEM). The new model results show that a thrust system is typically composed of three distinct regions: the thrust wedge, pre-wedge, and undeformed region. The thrust wedge involves growth that repeats episodically and cyclically. A cycle of wedge building starts as frontal accretion occurs, which is accompanied by a rapid increase in wedge width reducing the taper angle below critical. In response to this, the wedge interior (tracked here by the 50 m displacement position) rapidly propagates forwards into a region of incipient folding. The taper angle progressively increases until it obtains a constant apparent critical value (∼10°). During this period, the wedge experiences significant shortening after a new thrust initiates at the failure front, leading to a decrease in wedge width. Successive widening of the wedge and subsequent shortening and thrusting maintain a reasonably constant taper angle. The fold-thrust belt evolves cyclically, through a combination of rapid advancement of the wedge and subsequent gradual, slow wedge growth. The new model results also highlights that there is clear, although minor, deformation (0-10 m horizontal displacement) in front of the thrust wedge.

  19. Development of a Transient Thrust Stand with Sub-Millisecond Resolution

    NASA Astrophysics Data System (ADS)

    Spells, Corbin Fraser

    The transient thrust stand has been developed to offer 0.1 ms time resolved thrust measurements for the characterization of mono-propellant thrusters for spacecraft applications. Results demonstrated that the system was capable of obtaining dynamic thrust profiles within 5 % and 0.1 ms. Measuring and improving the thrust performance of mono-propellant thrusters will require 1 ms time resolved forces to observe shot-to-shot variations, oscillations, and minimum impulse bits. To date, no thrust stand is capable of measuring up to 22 N forces with a time response of up to 10 kHz. Calibration forces up to 22 N with a frequency response greater than 0.1 ms were obtained using voice coil actuators. Steady state and low frequency measurements were obtained using displacement and velocity sensors and were combined with high frequency vibration modes measured using several accelerometers along the thrust stand arm. The system uses a predictor-based subspace algorithm to obtain a high order state space model of the thrust stand capable of defining the high frequency vibration modes. The high frequency vibration modes are necessary to provide the time response of 0.1 ms. Thruster forces are estimated using an augmented Kalman filter to combine sensor traces from four accelerometers, a velocity sensor, and displacement transducer. Combining low frequency displacement data with high frequency acceleration measurements provides accurate force data across a broad time domain. The transient thrust stand uses a torsional pendulum configuration to minimize influence from external vibration and achieve high force resolution independent of thruster weight.

  20. Next-to-leading order γ γ + 2 - jet production at the LHC

    DOE Office of Scientific and Technical Information (OSTI.GOV)

    Bern, Z.; Dixon, L. J.; Febres Cordero, F.

    We present next-to-leading-order QCD predictions for cross sections and for a comprehensive set of distributions in γγ+2-jet production at the Large Hadron Collider. We consider the contributions from loop amplitudes for two photons and four gluons, but we neglect top quarks. We use BlackHat together with SHERPA to carry out the computation. We use a Frixione cone isolation for the photons. We study standard sets of cuts on the jets and the photons and also sets of cuts appropriate for studying backgrounds to Higgs-boson production via vector-boson fusion.