Sample records for large subsonic transports

  1. Advanced Configurations for Very Large Subsonic Transport Airplanes

    NASA Technical Reports Server (NTRS)

    McMasters, John H.; Paisley, David J.; Hubert, Richard J.; Kroo, Ilan; Bofah, Kwasi K.; Sullivan, John P.; Drela, Mark

    1996-01-01

    Recent aerospace industry interest in developing a subsonic commercial transport airplane with 50 percent greater passenger capacity than the largest existing aircraft in this category (the Boeing 747-400 with approximately 400-450 seats) has generated a range of proposals based largely on the configuration paradigm established nearly 50 years ago with the Boeing B-47 bomber. While this basic configuration paradigm has come to dominate subsonic commercial airplane development since the advent of the Boeing 707/Douglas DC-8 in the mid-1950's, its extrapolation to the size required to carry more than 600-700 passengers raises several questions. To explore these and a number of related issues, a team of Boeing, university, and NASA engineers was formed under the auspices of the NASA Advanced Concepts Program. The results of a Research Analysis focused on a large, unconventional transport airplane configuration for which Boeing has applied for a patent are the subject of this report. It should be noted here that this study has been conducted independently of the Boeing New Large Airplane (NLA) program, and with the exception of some generic analysis tools which may be common to this effort and the NLA (as will be described later), no explicit Boeing NLA data other than that published in the open literature has been used in the conduct of the study reported here.

  2. The future of very large subsonic transports

    NASA Technical Reports Server (NTRS)

    Justice, R. Steven; Hays, Anthony P.; Parrott, Ed L.

    1996-01-01

    The Very Large Subsonic Transport (VLST) is a multi-use commercial passenger, commercial cargo, and military airlifter roughly 50% larger than the current Lockheed C-5 and Boeing 747. Due to the large size and cost of the VLST, it is unlikely that the commercial market can support more than one aircraft production line, while declining defense budgets will not support a dedicated military VLST. A successful VLST must therefore meet airline requirements for more passenger and cargo capacity on congested routes into slot-limited airports and also provide a cost effective heavy airlift capacity to support the overseas deployment of US military forces. A successful VLST must satisfy three key missions: commercial passenger service with nominal seating capacity at a minimum of 650 passengers with a range capability of 7,000 to 10,000 miles; commercial air cargo service for containerized cargo to support global manufacturing of high value added products, 'just-in-time' parts delivery, and the general globalization of trade; and military airlift with adequate capacity to load current weapon systems, with minimal break-down, over global ranges (7,000 to 10,000 miles) required to reach the operational theater without need of overseas bases and midair refueling. The development of the VLST poses some technical issues specific to large aircraft, but also key technologies applicable to a wide range of subsonic transport aircraft. Key issues and technologies unique to the VLST include: large composite structures; dynamic control of a large, flexible structure; aircraft noise requirements for aircraft over 850,000 pounds; and increased aircraft separation due to increased wake vortex generation. Other issues, while not unique to the VLST, will critically impact the ability to build an efficient and affordable aircraft include: active control systems: Fly-By-Light/Power-By-Wire (FBL/PBW); high lift systems; flight deck associate systems; laminar flow; emergency egress; and

  3. Takeoff certification considerations for large subsonic and supersonic transport airplanes using the Ames flight simulator for advanced aircraft

    NASA Technical Reports Server (NTRS)

    Snyder, C. T.; Drinkwater, F. J., III; Fry, E. B.; Forrest, R. D.

    1973-01-01

    Data for use in development of takeoff airworthiness standards for new aircraft designs such as the supersonic transport (SST) and the large wide-body subsonic jet transport are provided. An advanced motion simulator was used to compare the performance and handling characteristics of three representative large jet transports during specific flight certification tasks. Existing regulatory constraints and methods for determining rotation speed were reviewed, and the effects on takeoff performance of variations in rotation speed, pitch attitude, and pitch attitude rate during the rotation maneuver were analyzed. A limited quantity of refused takeoff information was obtained. The aerodynamics, wing loading, and thrust-to-weight ratio of the subject SST resulted in takeoff speeds limited by climb (rather than lift-off) considerations. Take-off speeds based on U.S. subsonic transport requirements were found unacceptable because of the criticality of rotation-abuse effects on one-engine-inoperative climb performance. Adequate safety margin was provided by takeoff speeds based on proposed Anglo-French supersonic transport (TSS) criteria, with the limiting criterion being that takeoff safety speed be at least 1.15 times the one-engine-inoperative zero-rate-of-climb speed. Various observations related to SST certification are presented.

  4. Power-by-Wire Development and Demonstration for Subsonic Civil Transport

    NASA Technical Reports Server (NTRS)

    1996-01-01

    During the last decade, three significant studies by the Lockheed Martin Corporation, the NASA Lewis Research Center, and McDonnell Douglas Corporation have clearly shown operational, weight, and cost advantages for commercial subsonic transport aircraft that use all-electric or more-electric technologies in the secondary electric power systems. Even though these studies were completed on different aircraft, used different criteria, and applied a variety of technologies, all three have shown large benefits to the aircraft industry and to the nation's competitive position. The Power-by-Wire (PBW) program is part of the highly reliable Fly-By-Light/Power-By-Wire (FBL/PBW) Technology Program, whose goal is to develop the technology base for confident application of integrated FBL/PBW systems for transport aircraft. This program is part of the NASA aeronautics strategic thrust in subsonic aircraft/national airspace (Thrust 1) to "develop selected high-leverage technologies and explore new means to ensure the competitiveness of U.S. subsonic aircraft and to enhance the safety and productivity of the national aviation system" (The Aeronautics Strategic Plan). Specifically, this program is an initiative under Thrust 1, Key Objective 2, to "develop, in cooperation with U.S. industry, selected high-payoff technologies that can enable significant improvements in aircraft efficiency and cost."

  5. Technologies and Concepts for Reducing the Fuel Burn of Subsonic Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Nickol, Craig L.

    2012-01-01

    There are many technologies under development that have the potential to enable large fuel burn reductions in the 2025 timeframe for subsonic transport aircraft relative to the current fleet. This paper identifies a potential technology suite and analyzes the fuel burn reduction potential of these technologies when integrated into advanced subsonic transport concepts. Advanced tube-and-wing concepts are developed in the single aisle and large twin aisle class, and a hybrid-wing-body concept is developed for the large twin aisle class. The resulting fuel burn reductions for the advanced tube-and-wing concepts range from a 42% reduction relative to the 777-200 to a 44% reduction relative to the 737-800. In addition, the hybrid-wingbody design resulted in a 47% fuel burn reduction relative to the 777-200. Of course, to achieve these fuel burn reduction levels, a significant amount of technology and concept maturation is required between now and 2025. A methodology for capturing and tracking concept maturity is also developed and presented in this paper.

  6. NASA Noise Reduction Program for Advanced Subsonic Transports

    NASA Technical Reports Server (NTRS)

    Stephens, David G.; Cazier, F. W., Jr.

    1995-01-01

    Aircraft noise is an important byproduct of the world's air transportation system. Because of growing public interest and sensitivity to noise, noise reduction technology is becoming increasingly important to the unconstrained growth and utilization of the air transportation system. Unless noise technology keeps pace with public demands, noise restrictions at the international, national and/or local levels may unduly constrain the growth and capacity of the system to serve the public. In recognition of the importance of noise technology to the future of air transportation as well as the viability and competitiveness of the aircraft that operate within the system, NASA, the FAA and the industry have developed noise reduction technology programs having application to virtually all classes of subsonic and supersonic aircraft envisioned to operate far into the 21st century. The purpose of this paper is to describe the scope and focus of the Advanced Subsonic Technology Noise Reduction program with emphasis on the advanced technologies that form the foundation of the program.

  7. Propulsion technology for an advanced subsonic transport

    NASA Technical Reports Server (NTRS)

    Beheim, M. A.; Antl, R. J.; Povolny, J. H.

    1972-01-01

    Engine design studies for future subsonic commercial transport aircraft were conducted in parallel with airframe studies. These studies surveyed a broad distribution of design variables, including aircraft configuration, payload, range, and speed, with particular emphasis on reducing noise and exhaust emissions without severe economic and performance penalties. The results indicated that an engine for an advanced transport would be similar to the currently emerging turbofan engines. Application of current technology in the areas of noise suppression and combustors imposed severe performance and economic penalties.

  8. Advanced subsonic long-haul transport terminal area compatibility study. Volume 1: Compatibility assessment

    NASA Technical Reports Server (NTRS)

    1974-01-01

    An analysis was made to identify airplane research and technology necessary to ensure advanced transport aircraft the capability of accommodating forecast traffic without adverse impact on airport communities. Projections were made of the delay, noise, and emissions impact of future aircraft fleets on typical large urban airport. Design requirements, based on these projections, were developed for an advanced technology, long-haul, subsonic transport. A baseline aircraft was modified to fulfill the design requirements for terminal area compatibility. Technical and economic comparisons were made between these and other aircraft configured to support the study.

  9. Vortex Wakes of Subsonic Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Rossow, Vernon J.; Nixon, David (Technical Monitor)

    1999-01-01

    A historical overview will be presented of the research conducted on the structure and modification of the vortices generated by the lifting surfaces of subsonic transport aircraft. The seminar will describe the three areas of vortex research; namely, the magnitude of the hazard posed, efforts to reduce the hazard to an acceptable level, and efforts to develop a systematic means for avoiding vortex wakes. It is first pointed out that the characteristics of lift-generated vortices are related to the aerodynamic shapes that produce them and that various arrangements of surfaces can be used to produce different vortex structures. The largest portion of the research conducted to date has been directed at finding ways to reduce the hazard potential of lift-generated vortices shed by subsonic transport aircraft in the vicinity of airports during landing and takeoff operations. It is stressed that lift-generated vortex wakes are so complex that progress towards a solution requires application of a combined theoretical and experimental research program because either alone often leads to incorrect conclusions. It is concluded that a satisfactory aerodynamic solution to the wake-vortex problem at airports has not yet been found but a reduction in the impact of the wake-vortex hazard on airport capacity may become available in the foreseeable future through wake-vortex avoidance concepts currently under study. The material to be presented in this overview is drawn from articles published in aerospace journals that are available publicly.

  10. Evaluation of viscous drag reduction schemes for subsonic transports

    NASA Technical Reports Server (NTRS)

    Marino, A.; Economos, C.; Howard, F. G.

    1975-01-01

    The results are described of a theoretical study of viscous drag reduction schemes for potential application to the fuselage of a long-haul subsonic transport aircraft. The schemes which were examined included tangential slot injection on the fuselage and various synergetic combinations of tangential slot injection and distributed suction applied to wing and fuselage surfaces. Both passive and mechanical (utilizing turbo-machinery) systems were examined. Overall performance of the selected systems was determined at a fixed subsonic cruise condition corresponding to a flight Mach number of free stream M = 0.8 and an altitude of 11,000 m. The nominal aircraft to which most of the performance data was referenced was a wide-body transport of the Boeing 747 category. Some of the performance results obtained with wing suction are referenced to a Lockheed C-141 Star Lifter wing section. Alternate designs investigated involved combinations of boundary layer suction on the wing surfaces and injection on the fuselage, and suction and injection combinations applied to the fuselage only.

  11. Follow-On Technology Requirement Study for Advanced Subsonic Transport

    NASA Technical Reports Server (NTRS)

    Wendus, Bruce E.; Stark, Donald F.; Holler, Richard P.; Funkhouser, Merle E.

    2003-01-01

    A study was conducted to define and assess the critical or enabling technologies required for a year 2005 entry into service (EIS) engine for subsonic commercial aircraft, with NASA Advanced Subsonic Transport goals used as benchmarks. The year 2005 EIS advanced technology engine is an Advanced Ducted Propulsor (ADP) engine. Performance analysis showed that the ADP design offered many advantages compared to a baseline turbofan engine. An airplane/ engine simulation study using a long range quad aircraft quantified the effects of the ADP engine on the economics of typical airline operation. Results of the economic analysis show the ADP propulsion system provides a 6% reduction in direct operating cost plus interest, with half the reduction resulting from reduced fuel consumption. Critical and enabling technologies for the year 2005 EIS ADP were identified and prioritized.

  12. Some applications of the NASTRAN level 16 subsonic flutter analysis capability. [to transport wing and arrow wing

    NASA Technical Reports Server (NTRS)

    Doggett, R. V., Jr.; Cunningham, H. J.

    1976-01-01

    The Level 16 flutter analysis capability was applied to an aspect-ratio-6.8 subsonic transport type wing, an aspect-ratio-1.7 arrow wing, and an aspect-ratio-1.3 all movable horizontal tail with a geared elevator. The transport wing and arrow wing results are compared with experimental results obtained in the Langley transonic dynamic tunnel and with other calculated results obtained using subsonic lifting surface (kernel function) unsteady aerodynamic theory.

  13. NASA's Subsonic Jet Transport Noise Reduction Research

    NASA Technical Reports Server (NTRS)

    Powell, Clemans A.; Preisser, John S.

    2000-01-01

    Although new jet transport airplanes in today s fleet are considerably quieter than the first jet transports introduced about 40 years ago, airport community noise continues to be an important environmental issue. NASA s Advanced Subsonic Transport (AST) Noise Reduction program was begun in 1994 as a seven-year effort to develop technology to reduce jet transport noise 10 dB relative to 1992 technology. This program provides for reductions in engine source noise, improvements in nacelle acoustic treatments, reductions in the noise generated by the airframe, and improvements in the way airplanes are operated in the airport environs. These noise reduction efforts will terminate at the end of 2001 and it appears that the objective will be met. However, because of an anticipated 3-8% growth in passenger and cargo operations well into the 21st Century and the slow introduction of new the noise reduction technology into the fleet, world aircraft noise impact will remain essentially constant until about 2020 to 2030 and thereafter begin to rise. Therefore NASA has begun planning with the Federal Aviation Administration, industry, universities and environmental interest groups in the USA for a new noise reduction initiative to provide technology for significant further reductions.

  14. Study of LH2 fueled subsonic passenger transport aircraft

    NASA Technical Reports Server (NTRS)

    Brewer, G. D.; Morris, R. E.

    1976-01-01

    The potential of using liquid hydrogen as fuel in subsonic transport aircraft was investigated to explore an expanded matrix of passenger aircraft sizes. Aircraft capable of carrying 130 passengers 2,780 km (1500 n.mi.); 200 passengers 5,560 km (3000 n.mi.); and 400 passengers on a 9,265 km (5000 n.mi.) radius mission, were designed parametrically. Both liquid hydrogen and conventionally fueled versions were generated for each payload/range in order that comparisons could be made. Aircraft in each mission category were compared on the basis of weight, size, cost, energy utilization, and noise.

  15. Subsonic aerodynamic characteristic of semispan commercial transport model with wing-mounted advanced ducted propeller operating in reverse thrust. [conducted in the Langley 14 by 22 foot subsonic wind tunnel

    NASA Technical Reports Server (NTRS)

    Applin, Zachary T.; Jones, Kenneth M.; Gile, Brenda E.; Quinto, P. Frank

    1994-01-01

    A test was conducted in the Langley 14 by 22 Foot Subsonic Tunnel to determine the effect of the reverse-thrust flow field of a wing-mounted advanced ducted propeller on the aerodynamic characteristics of a semispan subsonic high-lift transport model. The advanced ducted propeller (ADP) model was mounted separately in position alongside the wing so that only the aerodynamic interference of the propeller and nacelle affected the aerodynamic performance of the transport model. Mach numbers ranged from 0.14 to 0.26; corresponding Reynolds numbers ranged from 2.2 to 3.9 x 10(exp 6). The reverse-thrust flow field of the ADP shielded a portion of the wing from the free-stream airflow and reduced both lift and drag. The reduction in lift and drag was a function of ADP rotational speed and free-stream velocity. Test results included ground effects data for the transport model and ADP configuration. The ground plane caused a beneficial increase in drag and an undesirable slight increase in lift. The ADP and transport model performance in ground effect was similar to performance trends observed for out of ground effect. The test results form a comprehensive data set that supports the application of the ADP engine and airplane concept on the next generation of advanced subsonic transports. Before this investigation, the engine application was predicted to have detrimental ground effect characteristics. Ground effect test measurements indicated no critical problems and were the first step in proving the viability of this engine and airplane configuration.

  16. Hydrogen for the subsonic transport. [aircraft design and fuel requirements

    NASA Technical Reports Server (NTRS)

    Korycinski, P. F.; Snow, D. B.

    1975-01-01

    Relations between air travel and fuel requirements are examined. Alternate fuels considered in connection with problems related to a diminishing supply of petroleum include synthetic jet fuel, methane, and hydrogen. A cruise flight of a subsonic aircraft on a hydrogen-fueled jet engine was demonstrated in 1957. However, more development work is required to provide a sound engineering base for a complete air transportation system using hydrogen as fuel. Aircraft designs for alternate fuels are discussed, giving attention to hydrogen-related technology already available and new developments which are needed.

  17. Assessment of the Performance Potential of Advanced Subsonic Transport Concepts for NASA's Environmentally Responsible Aviation Project

    NASA Technical Reports Server (NTRS)

    Nickol, Craig L.; Haller, William J.

    2016-01-01

    NASA's Environmentally Responsible Aviation (ERA) project has matured technologies to enable simultaneous reductions in fuel burn, noise, and nitrogen oxide (NOx) emissions for future subsonic commercial transport aircraft. The fuel burn reduction target was a 50% reduction in block fuel burn (relative to a 2005 best-in-class baseline aircraft), utilizing technologies with an estimated Technology Readiness Level (TRL) of 4-6 by 2020. Progress towards this fuel burn reduction target was measured through the conceptual design and analysis of advanced subsonic commercial transport concepts spanning vehicle size classes from regional jet (98 passengers) to very large twin aisle size (400 passengers). Both conventional tube-and-wing (T+W) concepts and unconventional (over-wing-nacelle (OWN), hybrid wing body (HWB), mid-fuselage nacelle (MFN)) concepts were developed. A set of propulsion and airframe technologies were defined and integrated onto these advanced concepts which were then sized to meet the baseline mission requirements. Block fuel burn performance was then estimated, resulting in reductions relative to the 2005 best-in-class baseline performance ranging from 39% to 49%. The advanced single-aisle and large twin aisle T+W concepts had reductions of 43% and 41%, respectively, relative to the 737-800 and 777-200LR aircraft. The single-aisle OWN concept and the large twin aisle class HWB concept had reductions of 45% and 47%, respectively. In addition to their estimated fuel burn reduction performance, these unconventional concepts have the potential to provide significant noise reductions due, in part, to engine shielding provided by the airframe. Finally, all of the advanced concepts also have the potential for significant NOx emissions reductions due to the use of advanced combustor technology. Noise and NOx emissions reduction estimates were also generated for these concepts as part of the ERA project.

  18. Subsonic Aerodynamic Assessment of Vortex Flow Management Devices on a High-Speed Civil Transport Configuration

    NASA Technical Reports Server (NTRS)

    Campbell, Bryan A.; Applin, Zachary T.; Kemmerly, Guy T.

    1999-01-01

    An experimental investigation of the effects of leading-edge vortex management devices on the subsonic performance of a high-speed civil transport (HSCT) configuration was conducted in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.14 to 0.27, with corresponding chord Reynolds numbers of 3.08 x 10 (sup 6) to 5.47 x 10 (sup 6). The test model was designed for a cruise Mach number of 2.7. During the subsonic high-lift phase of flight, vortical flow dominates the upper surface flow structure, and during vortex breakdown, this flow causes adverse pitch-up and a reduction of usable lift. The experimental results showed that the beneficial effects of small leading-edge vortex management devices located near the model reference center were insufficient to substantially affect the resulting aerodynamic forces and moments. However, devices located at or near the wiring apex region demonstrated potential for pitch control with little effect on overall lift.

  19. A Probabilistic Assessment of NASA Ultra-Efficient Engine Technologies for a Large Subsonic Transport

    NASA Technical Reports Server (NTRS)

    Tong, Michael T.; Jones, Scott M.; Arcara, Philip C., Jr.; Haller, William J.

    2004-01-01

    NASA's Ultra Efficient Engine Technology (UEET) program features advanced aeropropulsion technologies that include highly loaded turbomachinery, an advanced low-NOx combustor, high-temperature materials, intelligent propulsion controls, aspirated seal technology, and an advanced computational fluid dynamics (CFD) design tool to help reduce airplane drag. A probabilistic system assessment is performed to evaluate the impact of these technologies on aircraft fuel burn and NOx reductions. A 300-passenger aircraft, with two 396-kN thrust (85,000-pound) engines is chosen for the study. The results show that a large subsonic aircraft equipped with the UEET technologies has a very high probability of meeting the UEET Program goals for fuel-burn (or equivalent CO2) reduction (15% from the baseline) and LTO (landing and takeoff) NOx reductions (70% relative to the 1996 International Civil Aviation Organization rule). These results are used to provide guidance for developing a robust UEET technology portfolio, and to prioritize the most promising technologies required to achieve UEET program goals for the fuel-burn and NOx reductions.

  20. An Analytical Study for Subsonic Oblique Wing Transport Concept

    NASA Technical Reports Server (NTRS)

    Bradley, E. S.; Honrath, J.; Tomlin, K. H.; Swift, G.; Shumpert, P.; Warnock, W.

    1976-01-01

    The oblique wing concept has been investigated for subsonic transport application for a cruise Mach number of 0.95. Three different mission applications were considered and the concept analyzed against the selected mission requirements. Configuration studies determined the best area of applicability to be a commercial passenger transport mission. The critical parameter for the oblique wing concept was found to be aspect ratio which was limited to a value of 6.0 due to aeroelastic divergence. Comparison of the concept final configuration was made with fixed winged configurations designed to cruise at Mach 0.85 and 0.95. The crossover Mach number for the oblique wing concept was found to be Mach 0.91 for takeoff gross weight and direct operating cost. Benefits include reduced takeoff distance, installed thrust and mission block fuel and improved community noise characteristics. The variable geometry feature enables the final configuration to increase range by 10% at Mach 0.712 and to increase endurance by as much as 44%.

  1. Guidelines for Computing Longitudinal Dynamic Stability Characteristics of a Subsonic Transport

    NASA Technical Reports Server (NTRS)

    Thompson, Joseph R.; Frank, Neal T.; Murphy, Patrick C.

    2010-01-01

    A systematic study is presented to guide the selection of a numerical solution strategy for URANS computation of a subsonic transport configuration undergoing simulated forced oscillation about its pitch axis. Forced oscillation is central to the prevalent wind tunnel methodology for quantifying aircraft dynamic stability derivatives from force and moment coefficients, which is the ultimate goal for the computational simulations. Extensive computations are performed that lead in key insights of the critical numerical parameters affecting solution convergence. A preliminary linear harmonic analysis is included to demonstrate the potential of extracting dynamic stability derivatives from computational solutions.

  2. Trim and Structural Optimization of Subsonic Transport Wings Using Nonconventional Aeroelastic Tailoring

    NASA Technical Reports Server (NTRS)

    Stanford, Bret K.; Jutte, Christine V.

    2014-01-01

    Several minimum-mass aeroelastic optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic strength and panel buckling constraints are imposed across a variety of trimmed maneuver loads. Tailoring with metallic thickness variations, functionally graded materials, composite laminates, tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.

  3. Measurements of the vortex wakes of a subsonic and supersonic transport model in the 40 by 80 foot wind tunnel

    NASA Technical Reports Server (NTRS)

    Rossow, V. J.; Corsiglia, V. R.; Phillippe, J. J.

    1974-01-01

    The rolling moment induced on aircraft models in the wake of a model of a subsonic transport and of a supersonic transport was measured as a function of angle of attack for several configurations. The tests are described and an analysis of the data is given in this memorandum.

  4. A comparison of optimum JP and LH2 turbofan engines designed for two subsonic transport missions

    NASA Technical Reports Server (NTRS)

    Civinskas, K. C.

    1974-01-01

    The use of liquid hydrogen fuel instead of JP fuel for two subsonic commercial transports was examined. The following determinations which are important to meeting noise reduction requirements were calculated: (1) take off gross weight, (2) energy consumption, and (3) direct operating costs. The optimum engine cycles were found to be the same for both fuels.

  5. Large capacity oblique all-wing transport aircraft

    NASA Technical Reports Server (NTRS)

    Galloway, Thomas L.; Phillips, James A.; Kennelly, Robert A., Jr.; Waters, Mark H.

    1996-01-01

    Dr. R. T. Jones first developed the theory for oblique wing aircraft in 1952, and in subsequent years numerous analytical and experimental projects conducted at NASA Ames and elsewhere have established that the Jones' oblique wing theory is correct. Until the late 1980's all proposed oblique wing configurations were wing/body aircraft with the wing mounted on a pivot. With the emerging requirement for commercial transports with very large payloads, 450-800 passengers, Jones proposed a supersonic oblique flying wing in 1988. For such an aircraft all payload, fuel, and systems are carried within the wing, and the wing is designed with a variable sweep to maintain a fixed subsonic normal Mach number. Engines and vertical tails are mounted on pivots supported from the primary structure of the wing. The oblique flying wing transport has come to be known as the Oblique All-Wing (OAW) transport. This presentation gives the highlights of the OAW project that was to study the total concept of the OAW as a commercial transport.

  6. Evaluation of Laminar Flow Control System Concepts for Subsonic Commercial Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Sturgeon, R. F.

    1980-01-01

    Alternatives in the design of laminar flow control (LFC) subsonic commerical transport aircraft for opeation in the 1980's period were studied. Analyses were conducted to select mission parameters and define optimum aircraft configurational parameters for the selected mission, defined by a passenger payload of 400 and a design range of 12, 038 km (6500 n mi). The baseline aircraft developed for this mission was used as a vehicle for the evaluation and development of alternative LFC system concepts. Alternatices in the areas of aerodynamics, structures and materials, LFC systems, leading-edge region cleaning, and integration of auxiliary systems were studied. Relative to a similarly-optimized advanced technology turbulent transport, the final LFC configuration is approximately equal in DOC but provides descreases of 8.2% in gross weight and 21.7% in fuel consumption.

  7. Large-Eddy Simulation of Subsonic Jets

    NASA Astrophysics Data System (ADS)

    Vuorinen, Ville; Wehrfritz, Armin; Yu, Jingzhou; Kaario, Ossi; Larmi, Martti; Boersma, Bendiks Jan

    2011-12-01

    The present study deals with development and validation of a fully explicit, compressible Runge-Kutta-4 (RK4) Navier-Stokes solver in the opensource CFD programming environment OpenFOAM. The background motivation is to shift towards explicit density based solution strategy and thereby avoid using the pressure based algorithms which are currently proposed in the standard OpenFOAM release for Large-Eddy Simulation (LES). This shift is considered necessary in strongly compressible flows when Ma > 0.5. Our application of interest is related to the pre-mixing stage in direct injection gas engines where high injection pressures are typically utilized. First, the developed flow solver is discussed and validated. Then, the implementation of subsonic inflow conditions using a forcing region in combination with a simplified nozzle geometry is discussed and validated. After this, LES of mixing in compressible, round jets at Ma = 0.3, 0.5 and 0.65 are carried out. Respectively, the Reynolds numbers of the jets correspond to Re = 6000, 10000 and 13000. Results for two meshes are presented. The results imply that the present solver produces turbulent structures, resolves a range of turbulent eddy frequencies and gives also mesh independent results within satisfactory limits for mean flow and turbulence statistics.

  8. Evaluation of laminar flow control systems concepts for subsonic commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    Pearce, W. E.

    1983-01-01

    An evaluation was made of laminar flow control (LFC) system concepts for subsonic commercial transport aircraft. Configuration design studies, performance analyses, fabrication development, structural testing, wind tunnel testing, and contamination-avoidance techniques were included. As a result of trade studies, a configuration with LFC on the upper wing surface only, utilizing an electron beam-perforated suction surface, and employing a retractable high-lift shield for contamination avoidance, was selected as the most practical LFC system. The LFC aircraft was then compared with an advanced turbulent aircraft designed for the same mission. This comparison indicated significant fuel savings and reduced direct operating cost benefits would result from using LFC.

  9. Vehicle design considerations for active control application to subsonic transport aircraft

    NASA Technical Reports Server (NTRS)

    Hofmann, L. G.; Clement, W. F.

    1974-01-01

    The state of the art in active control technology is summarized. How current design criteria and airworthiness regulations might restrict application of this emerging technology to subsonic CTOL transports of the 1980's are discussed. Facets of active control technology considered are: (1) augmentation of relaxed inherent stability; (2) center-of-gravity control; (3) ride quality control; (4) load control; (5) flutter control; (6) envelope limiting, and (7) pilot interface with the control system. A summary and appraisal of the current state of the art, design criteria, and recommended practices, as well as a projection of the risk in applying each of these facets of active control technology is given. A summary of pertinent literature and technical expansions is included.

  10. Evaluation of laminar flow control systems for subsonic commercial transport aircraft: Executive summary

    NASA Technical Reports Server (NTRS)

    Pearce, W. E.

    1982-01-01

    An evaluation was made of laminar flow control (LFC) system concepts for subsonic commercial transport aircraft. Configuration design studies, performance analyses, fabrication development, structural testing, wind tunnel testing, and contamination-avoidance techniques were included. As a result of trade studies, a configuration with LFC on the upper wing surface only, utilizing an electron beam-perforated suction surface, and employing a retractable high-lift shield for contamination avoidance, was selected as the most practical LFC system. The LFC aircraft was then compared with an advanced turbulent aircraft designed for the same mission. This comparison indicated significant fuel savings.

  11. Evaluation of laminar flow control system concepts for subsonic commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    1980-01-01

    A study was conducted to evaluate alternatives in the design of laminar flow control (LFC) subsonic commercial transport aircraft for operation in the 1980's period. Analyses were conducted to select mission parameters and define optimum aircraft configurational parameters for the selected mission, defined by a passenger payload of 400 and a design range of 12,038 km (6500 n mi). The baseline aircraft developed for this mission was used as a vehicle for the evaluation and development of alternative LFC system concepts. Alternatives were evaluated in the areas of aerodynamics structures, materials, LFC systems, leading-edge region cleaning and integration of auxiliary systems. Based on these evaluations, concept in each area were selected for further development and testing and ultimate incorporation in the final study aircraft. Relative to a similarly-optimized advanced technology turbulent transport, the final LFC configuration is approximately equal in direct operating cost but provides decreases of 8.2% in gross weight and 21.7% in fuel consumption.

  12. Comparison of all-electric secondary power systems for civil subsonic transports

    NASA Technical Reports Server (NTRS)

    Renz, David D.

    1992-01-01

    Three separate studies have shown operational, weight, and cost advantages for commercial subsonic transport aircraft using an all-electric secondary power system. The first study in 1982 showed that all-electric secondary power systems produced the second largest benefit compared to four other technology upgrades. The second study in 1985 showed a 10 percent weight and fuel savings using an all-electric high frequency (20 kHz) secondary power system. The last study in 1991 showed a 2 percent weight savings using today's technology (400 Hz) in an all-electric secondary power system. This paper will compare the 20 kHz and 400 Hz studies, analyze the 2 to 10 percent difference in weight savings and comment on the common benefits of the all-electric secondary power system.

  13. Hybrid-Electric and Distributed Propulsion Technologies for Large Commercial Transports: A NASA Perspective

    NASA Technical Reports Server (NTRS)

    Madavan, Nateri K.; Del Rosario, Ruben; Jankovsky, Amy L.

    2015-01-01

    Develop and demonstrate technologies that will revolutionize commercial transport aircraft propulsion and accelerate development of all-electric aircraft architectures. Enable radically different propulsion systems that can meet national environmental and fuel burn reduction goals for subsonic commercial aircraft. Focus on future large regional jets and single-aisle twin (Boeing 737- class) aircraft for greatest impact on fuel burn, noise and emissions. Research horizon is long-term but with periodic spinoff of technologies for introduction in aircraft with more- and all-electric architectures. Research aligned with new NASA Aeronautics strategic R&T thrusts in areas of transition to low-carbon propulsion and ultra-efficient commercial transports.

  14. Three dimensional steady subsonic Euler flows in bounded nozzles

    NASA Astrophysics Data System (ADS)

    Chen, Chao; Xie, Chunjing

    The existence and uniqueness of three dimensional steady subsonic Euler flows in rectangular nozzles were obtained when prescribing normal component of momentum at both the entrance and exit. If, in addition, the normal component of the voriticity and the variation of Bernoulli's function at the entrance are both zero, then there exists a unique subsonic potential flow when the magnitude of the normal component of the momentum is less than a critical number. As the magnitude of the normal component of the momentum approaches the critical number, the associated flows converge to a subsonic-sonic flow. Furthermore, when the normal component of vorticity and the variation of Bernoulli function are both small, the existence and uniqueness of subsonic Euler flows with non-zero vorticity are established. The proof of these results is based on a new formulation for the Euler system, a priori estimate for nonlinear elliptic equations with nonlinear boundary conditions, detailed study for a linear div-curl system, and delicate estimate for the transport equations.

  15. Acoustic Prediction Methodology and Test Validation for an Efficient Low-Noise Hybrid Wing Body Subsonic Transport

    NASA Technical Reports Server (NTRS)

    Kawai, Ronald T. (Compiler)

    2011-01-01

    This investigation was conducted to: (1) Develop a hybrid wing body subsonic transport configuration with noise prediction methods to meet the circa 2007 NASA Subsonic Fixed Wing (SFW) N+2 noise goal of -52 dB cum relative to FAR 36 Stage 3 (-42 dB cum re: Stage 4) while achieving a -25% fuel burned compared to current transports (re :B737/B767); (2) Develop improved noise prediction methods for ANOPP2 for use in predicting FAR 36 noise; (3) Design and fabricate a wind tunnel model for testing in the LaRC 14 x 22 ft low speed wind tunnel to validate noise predictions and determine low speed aero characteristics for an efficient low noise Hybrid Wing Body configuration. A medium wide body cargo freighter was selected to represent a logical need for an initial operational capability in the 2020 time frame. The Efficient Low Noise Hybrid Wing Body (ELNHWB) configuration N2A-EXTE was evolved meeting the circa 2007 NRA N+2 fuel burn and noise goals. The noise estimates were made using improvements in jet noise shielding and noise shielding prediction methods developed by UC Irvine and MIT. From this the Quiet Ultra Integrated Efficient Test Research Aircraft #1 (QUIET-R1) 5.8% wind tunnel model was designed and fabricated.

  16. Study of the application of hydrogen fuel to long-range subsonic transport aircraft, volume 2

    NASA Technical Reports Server (NTRS)

    Brewer, G. D.; Morris, R. E.; Lange, R. H.; Moore, J. W.

    1975-01-01

    The feasibility, practicability, and potential advantages/disadvantages of using liquid hydrogen as fuel in long range, subsonic transport aircraft of advanced design were studied. Both passenger and cargo-type aircraft were investigated. To provide a valid basis for comparison, conventional hydrocarbon (Jet A) fueled aircraft were designed to perform identical missions using the same advanced technology and meeting the same operational constraints. The liquid hydrogen and Jet A fueled aircraft were compared on the basis of weight, size, energy utilization, cost, noise, emissions, safety, and operational characteristics. A program of technology development was formulated.

  17. An example of requirements for Advanced Subsonic Civil Transport (ASCT) flight control system using structured techniques

    NASA Technical Reports Server (NTRS)

    Mclees, Robert E.; Cohen, Gerald C.

    1991-01-01

    The requirements are presented for an Advanced Subsonic Civil Transport (ASCT) flight control system generated using structured techniques. The requirements definition starts from initially performing a mission analysis to identify the high level control system requirements and functions necessary to satisfy the mission flight. The result of the study is an example set of control system requirements partially represented using a derivative of Yourdon's structured techniques. Also provided is a research focus for studying structured design methodologies and in particular design-for-validation philosophies.

  18. Study of the application of hydrogen fuel to long-range subsonic transport aircraft. Volume 1: Summary

    NASA Technical Reports Server (NTRS)

    Brewer, G. D.; Morris, R. E.; Lange, R. H.; Moore, J. W.

    1975-01-01

    The feasibility of using liquid hydrogen as fuel in advanced designs of long range, subsonic transport aircraft is assessed. Both passenger and cargo type aircraft are investigated. Comparisons of physical, performance, and economic parameters of the LH2 fueled designs with conventionally fueled aircraft are presented. Design studies are conducted to determine appropriate characteristics for the hydrogen related systems required on board the aircraft. These studies included consideration of material, structural, and thermodynamic requirements of the cryogenic fuel tanks and fuel systems with the structural support and thermal protection systems.

  19. Wing planform geometry effects on large subsonic military transport airplanes. Final technical report March 1976-February 1977

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

    Kulfan, R.M.; Vachal, J.D.

    1978-02-01

    A Preliminary Design Study of large turbulent flow military transport aircraft has been made. The study airplanes were designed to carry a heavy payload (350,000 lb) for a long range (10,000 nmi). The study tasks included: Wing geometry/cruise speed optimization of a large cantilever wing military transport airplane; Preliminary design and performance evaluation of a strut-braced wing transport airplane; and Structural analyses of large-span cantilever and strut-braced wings of graphite/epoxy sandwich construction (1985 technology). The best cantilever wing planform for minimum takeoff gross weight, and minimum fuel requirements, as determined using statistical weight evaluations, has a high aspect ratio, lowmore » sweep, low thickness/chord ratio, and a cruise Mach number of 0.76. A near optimum wing planform with greater speed capability (M = 0.78) has an aspect ratio = 12, quarter chord sweep = 20 deg, and thickness/chord ratio of 0.14/0.08 (inboard/outboard).« less

  20. Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project. ACT/Control/Guidance System study. Volume 2: Appendices

    NASA Technical Reports Server (NTRS)

    1982-01-01

    The integrated application of active controls (IAAC) technology to an advanced subsonic transport is reported. Supplementary technical data on the following topics are included: (1) 1990's avionics technology assessment; (2) function criticality assessment; (3) flight deck system for total control and functional features list; (4) criticality and reliability assessment of units; (5) crew procedural function task analysis; and (6) recommendations for simulation mechanization.

  1. A method for computation of inviscid three-dimensional flow over blunt bodies having large embedded subsonic regions

    NASA Technical Reports Server (NTRS)

    Weilmuenster, K. J.; Hamilton, H. H., II

    1981-01-01

    A computational technique for computing the three-dimensional inviscid flow over blunt bodies having large regions of embedded subsonic flow is detailed. Results, which were obtained using the CDC Cyber 203 vector processing computer, are presented for several analytic shapes with some comparison to experimental data. Finally, windward surface pressure computations over the first third of the Space Shuttle vehicle are compared with experimental data for angles of attack between 25 and 45 degrees.

  2. Multivariate Analysis, Retrieval, and Storage System (MARS). Volume 6: MARS System - A Sample Problem (Gross Weight of Subsonic Transports)

    NASA Technical Reports Server (NTRS)

    Hague, D. S.; Woodbury, N. W.

    1975-01-01

    The Mars system is a tool for rapid prediction of aircraft or engine characteristics based on correlation-regression analysis of past designs stored in the data bases. An example of output obtained from the MARS system, which involves derivation of an expression for gross weight of subsonic transport aircraft in terms of nine independent variables is given. The need is illustrated for careful selection of correlation variables and for continual review of the resulting estimation equations. For Vol. 1, see N76-10089.

  3. CFD Assessment of Aerodynamic Degradation of a Subsonic Transport Due to Airframe Damage

    NASA Technical Reports Server (NTRS)

    Frink, Neal T.; Pirzadeh, Shahyar Z.; Atkins, Harold L.; Viken, Sally A.; Morrison, Joseph H.

    2010-01-01

    A computational study is presented to assess the utility of two NASA unstructured Navier-Stokes flow solvers for capturing the degradation in static stability and aerodynamic performance of a NASA General Transport Model (GTM) due to airframe damage. The approach is to correlate computational results with a substantial subset of experimental data for the GTM undergoing progressive losses to the wing, vertical tail, and horizontal tail components. The ultimate goal is to advance the probability of inserting computational data into the creation of advanced flight simulation models of damaged subsonic aircraft in order to improve pilot training. Results presented in this paper demonstrate good correlations with slope-derived quantities, such as pitch static margin and static directional stability, and incremental rolling moment due to wing damage. This study further demonstrates that high fidelity Navier-Stokes flow solvers could augment flight simulation models with additional aerodynamic data for various airframe damage scenarios.

  4. Overview of NASA Electrified Aircraft Propulsion Research for Large Subsonic Transports

    NASA Technical Reports Server (NTRS)

    Jansen, Ralph H.; Bowman, Cheryl; Jankovsky, Amy; Dyson, Rodger; Felder, James L.

    2017-01-01

    NASA is investing in Electrified Aircraft Propulsion (EAP) research as part of the portfolio to improve the fuel efficiency, emissions, and noise levels in commercial transport aircraft. Turboelectric, partially turboelectric, and hybrid electric propulsion systems are the primary EAP configurations being evaluated for regional jet and larger aircraft. The goal is to show that one or more viable EAP concepts exist for narrow body aircraft and mature tall-pole technologies related to those concepts. A summary of the aircraft system studies, technology development, and facility development is provided. The leading concept for mid-term (2035) introduction of EAP for a single aisle aircraft is a tube and wing, partially turbo electric configuration (STARC-ABL), however other viable configurations exist. Investments are being made to raise the TRL level of light weight, high efficiency motors, generators, and electrical power distribution systems as well as to define the optimal turbine and boundary layer ingestion systems for a mid-term tube and wing configuration. An electric aircraft power system test facility (NEAT) is under construction at NASA Glenn and an electric aircraft control system test facility (HEIST) is under construction at NASA Armstrong. The correct building blocks are in place to have a viable, large plane EAP configuration tested by 2025 leading to entry into service in 2035 if the community chooses to pursue that goal.

  5. A Full Navier-Stokes Analysis of Subsonic Diffuser of a Bifurcated 70/30 Supersonic Inlet for High Speed Civil Transport Application

    NASA Technical Reports Server (NTRS)

    Kapoor, Kamlesh; Anderson, Bernhard H.; Shaw, Robert J.

    1994-01-01

    A full Navier-Stokes analysis was performed to evaluate the performance of the subsonic diffuser of a NASA Lewis Research Center 70/30 mixed-compression bifurcated supersonic inlet for high speed civil transport application. The PARC3D code was used in the present study. The computations were also performed when approximately 2.5 percent of the engine mass flow was allowed to bypass through the engine bypass doors. The computational results were compared with the available experimental data which consisted of detailed Mach number and total pressure distribution along the entire length of the subsonic diffuser. The total pressure recovery, flow distortion, and crossflow velocity at the engine face were also calculated. The computed surface ramp and cowl pressure distributions were compared with experiments. Overall, the computational results compared well with experimental data. The present CFD analysis demonstrated that the bypass flow improves the total pressure recovery and lessens flow distortions at the engine face.

  6. Accelerated development and flight evaluation of active controls concepts for subsonic transport aircraft. Volume 2: AFT C.G. simulation and analysis

    NASA Technical Reports Server (NTRS)

    Urie, D. M.

    1979-01-01

    Relaxed static stability and stability augmentation with active controls were investigated for subsonic transport aircraft. Analytical and simulator evaluations were done using a contemporary wide body transport as a baseline. Criteria for augmentation system performance and unaugmented flying qualities were evaluated. Augmentation control laws were defined based on selected frequency response and time history criteria. Flying qualities evaluations were conducted by pilots using a moving base simulator with a transport cab. Static margin and air turbulence intensity were varied in test with and without augmentation. Suitability of a simple pitch control law was verified at neutral static margin in cruise and landing flight tasks. Neutral stability was found to be marginally acceptable in heavy turbulence in both cruise and landing conditions.

  7. Durability of foam insulation for LH2 fuel tanks of future subsonic transports

    NASA Technical Reports Server (NTRS)

    Sharpe, E. L.; Helenbrook, R. G.

    1979-01-01

    Organic foams were tested to determine their suitability for insulating liquid hydrogen tanks of subsonic aircraft. The specimens, including nonreinforced foams and foams with chopped glass reinforcements, flame retardants, and vapor barriers, were scaled to simulate stress conditions in large tanks. The tests were conducted within aluminum tank compartments filled with liquid hydrogen and the boil-off rate was used as the criterion of thermal performance. It was found that while all insulations deteriorated with increased cycles, two nonreinforced polyurethane foams showed no structural deterioration after 4200 thermal cycles (equivalent to 15 years of airline service). It was also found that fiberglass reinforcement and flame retardants impaired thermal performance and reduced useful life of the foams. Vapor barriers enhanced structural integrity without any deterioration in thermal properties.

  8. Overview of NASA Electrified Aircraft Propulsion Research for Large Subsonic Transports

    NASA Technical Reports Server (NTRS)

    Jansen, Ralph H.; Bowman, Cheryl; Jankovsky, Amy; Dyson, Rodger; Felder, James L.

    2017-01-01

    NASA is investing in Electrified Aircraft Propulsion (EAP) research as part of the portfolio to improve the fuel efficiency, emissions, and noise levels in commercial transport aircraft. Turboelectric, partially turboelectric, and hybrid electric propulsion systems are the primary EAP configurations being evaluated for regional jet and larger aircraft. The goal is to show that one or more viable EAP concepts exist for narrow body aircraft and mature tall-pole technologies related to those concepts. A summary of the aircraft system studies, technology development, and facility development is provided. The leading concept for mid-term (2035) introduction of EAP for a single aisle aircraft is a tube and wing, partially turbo electric configuration (STARC-ABL), however other viable configurations exist. Investments are being made to raise the TRL (Technology Readiness Level) level of light weight, high efficiency motors, generators, and electrical power distribution systems as well as to define the optimal turbine and boundary layer ingestion systems for a mid-term tube and wing configuration. An electric aircraft power system test facility (NEAT - NASA’s Electric Aircraft Testbed) is under construction at NASA Glenn and an electric aircraft control system test facility (HEIST - Hybrid-Electric Integrated Systems Testbed) is under construction at NASA Armstrong. The correct building blocks are in place to have a viable, large plane EAP configuration tested by 2025 leading to entry into service in 2035 if the community chooses to pursue that goal.

  9. On the use of controls for subsonic transport performance improvement: Overview and future directions

    NASA Technical Reports Server (NTRS)

    Gilyard, Glenn; Espana, Martin

    1994-01-01

    Increasing competition among airline manufacturers and operators has highlighted the issue of aircraft efficiency. Fewer aircraft orders have led to an all-out efficiency improvement effort among the manufacturers to maintain if not increase their share of the shrinking number of aircraft sales. Aircraft efficiency is important in airline profitability and is key if fuel prices increase from their current low. In a continuing effort to improve aircraft efficiency and develop an optimal performance technology base, NASA Dryden Flight Research Center developed and flight tested an adaptive performance seeking control system to optimize the quasi-steady-state performance of the F-15 aircraft. The demonstrated technology is equally applicable to transport aircraft although with less improvement. NASA Dryden, in transitioning this technology to transport aircraft, is specifically exploring the feasibility of applying adaptive optimal control techniques to performance optimization of redundant control effectors. A simulation evaluation of a preliminary control law optimizes wing-aileron camber for minimum net aircraft drag. Two submodes are evaluated: one to minimize fuel and the other to maximize velocity. This paper covers the status of performance optimization of the current fleet of subsonic transports. Available integrated controls technologies are reviewed to define approaches using active controls. A candidate control law for adaptive performance optimization is presented along with examples of algorithm operation.

  10. Subsonic Aircraft Safety Icing Study

    NASA Technical Reports Server (NTRS)

    Jones, Sharon Monica; Reveley, Mary S.; Evans, Joni K.; Barrientos, Francesca A.

    2008-01-01

    NASA's Integrated Resilient Aircraft Control (IRAC) Project is one of four projects within the agency s Aviation Safety Program (AvSafe) in the Aeronautics Research Mission Directorate (ARMD). The IRAC Project, which was redesigned in the first half of 2007, conducts research to advance the state of the art in aircraft control design tools and techniques. A "Key Decision Point" was established for fiscal year 2007 with the following expected outcomes: document the most currently available statistical/prognostic data associated with icing for subsonic transport, summarize reports by subject matter experts in icing research on current knowledge of icing effects on control parameters and establish future requirements for icing research for subsonic transports including the appropriate alignment. This study contains: (1) statistical analyses of accident and incident data conducted by NASA researchers for this "Key Decision Point", (2) an examination of icing in other recent statistically based studies, (3) a summary of aviation safety priority lists that have been developed by various subject-matter experts, including the significance of aircraft icing research in these lists and (4) suggested future requirements for NASA icing research. The review of several studies by subject-matter experts was summarized into four high-priority icing research areas. Based on the Integrated Resilient Aircraft Control (IRAC) Project goals and objectives, the IRAC project was encouraged to conduct work in all of the high-priority icing research areas that were identified, with the exception of the developing of methods to sense and document actual icing conditions.

  11. Optimized aerodynamic design process for subsonic transport wing fitted with winglets. [wind tunnel model

    NASA Technical Reports Server (NTRS)

    Kuhlman, J. M.

    1979-01-01

    The aerodynamic design of a wind-tunnel model of a wing representative of that of a subsonic jet transport aircraft, fitted with winglets, was performed using two recently developed optimal wing-design computer programs. Both potential flow codes use a vortex lattice representation of the near-field of the aerodynamic surfaces for determination of the required mean camber surfaces for minimum induced drag, and both codes use far-field induced drag minimization procedures to obtain the required spanloads. One code uses a discrete vortex wake model for this far-field drag computation, while the second uses a 2-D advanced panel wake model. Wing camber shapes for the two codes are very similar, but the resulting winglet camber shapes differ widely. Design techniques and considerations for these two wind-tunnel models are detailed, including a description of the necessary modifications of the design geometry to format it for use by a numerically controlled machine for the actual model construction.

  12. Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project: Program review

    NASA Technical Reports Server (NTRS)

    1986-01-01

    This report summarizes the Integrated Application of Active Controls (IAAC) Technology to an Advanced Subsonic Transport Project, established as one element of the NASA/Boeing Energy Efficient Transport Technology Program. The performance assessment showed that incorporating ACT into an airplane designed to fly approximately 200 passengers approximately 2,000 nmi could yield block fuel savings from 6 to 10 percent at the design range. The principal risks associated with incorporating these active control functions into a commercial airplane are those involved with the ACT system implementation. The Test and Evaluation phase of the IAAC Project focused on the design, fabrication, and test of a system that implemented pitch axis fly-by-wire, pitch axis augmentation, and wing load alleviation. The system was built to be flight worthy, and was planned to be experimentally flown on the 757. The system was installed in the Boeing Digital Avionics Flight Controls Laboratory (DAFCL), where open loop hardware and software tests, and a brief examination of a direct drive valve (DDV) actuation concept were accomplished. The IAAC Project has shown that ACT can be beneficially incorporated into a commercial transport airplane. Based on the results achieved during the testing phase, there appears to be no fundamental reason(s) that would preclude the commercial application of ACT, assuming an appropriate development effort is included.

  13. Far-Field Turbulent Vortex-Wake/Exhaust Plume Interaction for Subsonic and HSCT Airplanes

    NASA Technical Reports Server (NTRS)

    Kandil, Osama A.; Adam, Ihab; Wong, Tin-Chee

    1996-01-01

    Computational study of the far-field turbulent vortex-wake/exhaust plume interaction for subsonic and high speed civil transport (HSCT) airplanes is carried out. The Reynolds-averaged Navier-Stokes (NS) equations are solved using the implicit, upwind, Roe-flux-differencing, finite-volume scheme. The two-equation shear stress transport model of Menter is implemented with the NS solver for turbulent-flow calculation. For the far-field study, the computations of vortex-wake interaction with the exhaust plume of a single engine of a Boeing 727 wing in a holding condition and two engines of an HSCT in a cruise condition are carried out using overlapping zonal method for several miles downstream. These results are obtained using the computer code FTNS3D. The results of the subsonic flow of this code are compared with those of a parabolized NS solver known as the UNIWAKE code.

  14. Subsonic and Supersonic shear flows in laser driven high-energy-density plasmas

    NASA Astrophysics Data System (ADS)

    Harding, E. C.; Drake, R. P.; Gillespie, R. S.; Grosskopf, M. J.; Kuranz, C. C.; Visco, A.; Ditmar, J. R.; Aglitskiy, Y.; Weaver, J. L.; Velikovich, A. L.; Hurricane, O. A.; Hansen, J. F.; Remington, B. A.; Robey, H. F.; Bono, M. J.; Plewa, T.

    2009-05-01

    Shear flows arise in many high-energy-density (HED) and astrophysical systems, yet few laboratory experiments have been carried out to study their evolution in these extreme environments. Fundamentally, shear flows can initiate mixing via the Kelvin-Helmholtz (KH) instability and may eventually drive a transition to turbulence. We present two dedicated shear flow experiments that created subsonic and supersonic shear layers in HED plasmas. In the subsonic case the Omega laser was used to drive a shock wave along a rippled plastic interface, which subsequently rolled-upped into large KH vortices. In the supersonic shear experiment the Nike laser was used to drive Al plasma across a low-density foam surface also seeded with a ripple. Unlike the subsonic case, detached shocks developed around the ripples in response to the supersonic Al flow.

  15. Supersonic Wind Tunnel Capabilities Expanded Into Subsonic Region

    NASA Technical Reports Server (NTRS)

    Roeder, James W., Jr.

    1997-01-01

    The operating envelope of the Abe Silverstein 10- by 10-Foot Supersonic Wind Tunnel (10x10 SWT) at the NASA Lewis Research Center was recently expanded to include operation at subsonic test section speeds. This new capability generates test section air speeds ranging from Mach 0.05 to 0.35 (32 to 240 kn). Most of the expansion in air speed range was obtained by running the tunnel's main compressor at much lower speeds than ever before. The compressor drive system, consisting of four large electric motors, was run with only one or two motors energized to obtain the lower compressor speed range. This new capability makes the 10x10 SWT more versatile and gives U.S. researchers an enhanced ability to perform subsonic propulsion and aerodynamic testing.

  16. Subsonic Investigation of a Leading-Edge Boundary Layer Control Suction System on a High-Speed Civil Transport Configuration

    NASA Technical Reports Server (NTRS)

    Campbell, Bryan A.; Applin, Zachary T.; Kemmerly, Guy T.; Coe, Paul L., Jr.; Owens, D. Bruce; Gile, Brenda E.; Parikh, Pradip G.; Smith, Don

    1999-01-01

    A wind tunnel investigation of a leading edge boundary layer control system was conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.08 to 0.27, with corresponding chord Reynolds numbers of 1.79 x 10(exp 6) to 5.76 x 10(exp 6). Variations in the amount of suction, as well as the size and location of the suction area, were tested with outboard leading edge flaps deflected 0 and 30 deg and trailing-edge flaps deflected 0 and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein.

  17. Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project: Current and advanced act control system definition study. Volume 2: Appendices

    NASA Technical Reports Server (NTRS)

    Hanks, G. W.; Shomber, H. A.; Dethman, H. A.; Gratzer, L. B.; Maeshiro, A.; Gangsaas, D.; Blight, J. D.; Buchan, S. M.; Crumb, C. B.; Dorwart, R. J.

    1981-01-01

    The current status of the Active Controls Technology (ACT) for the advanced subsonic transport project is investigated through analysis of the systems technical data. Control systems technologies under examination include computerized reliability analysis, pitch axis fly by wire actuator, flaperon actuation system design trade study, control law synthesis and analysis, flutter mode control and gust load alleviation analysis, and implementation of alternative ACT systems. Extensive analysis of the computer techniques involved in each system is included.

  18. 14 CFR 91.805 - Final compliance: Subsonic airplanes.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Final compliance: Subsonic airplanes. 91... § 91.805 Final compliance: Subsonic airplanes. Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane...

  19. 14 CFR 91.805 - Final compliance: Subsonic airplanes.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Final compliance: Subsonic airplanes. 91... § 91.805 Final compliance: Subsonic airplanes. Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane...

  20. 14 CFR 91.805 - Final compliance: Subsonic airplanes.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Final compliance: Subsonic airplanes. 91... § 91.805 Final compliance: Subsonic airplanes. Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane...

  1. 14 CFR 91.805 - Final compliance: Subsonic airplanes.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Final compliance: Subsonic airplanes. 91... § 91.805 Final compliance: Subsonic airplanes. Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane...

  2. 14 CFR 91.805 - Final compliance: Subsonic airplanes.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Final compliance: Subsonic airplanes. 91... § 91.805 Final compliance: Subsonic airplanes. Except as provided in §§ 91.809 and 91.811, on and after January 1, 1985, no person may operate to or from an airport in the United States any subsonic airplane...

  3. Study of the application of advanced technologies to laminar flow control systems for subsonic transports. Volume 1: Summary

    NASA Technical Reports Server (NTRS)

    Sturgeon, R. F.; Bennett, J. A.; Etchberger, F. R.; Ferrill, R. S.; Meade, L. E.

    1976-01-01

    A study was conducted to evaluate the technical and economic feasibility of applying laminar flow control to the wings and empennage of long-range subsonic transport aircraft compatible with initial operation in 1985. For a design mission range of 10,186 km (5500 n mi), advanced technology laminar-flow-control (LFC) and turbulent-flow (TF) aircraft were developed for both 200 and 400-passenger payloads, and compared on the basis of production costs, direct operating costs, and fuel efficiency. Parametric analyses were conducted to establish the optimum geometry for LFC and TF aircraft, advanced LFC system concepts and arrangements were evaluated, and configuration variations maximizing the effectiveness of LFC were developed. For the final LFC aircraft, analyses were conducted to define maintenance costs and procedures, manufacturing costs and procedures, and operational considerations peculiar to LFC aircraft. Compared to the corresponding advanced technology TF transports, the 200- and 400-passenger LFC aircraft realized reductions in fuel consumption up to 28.2%, reductions in direct operating costs up to 8.4%, and improvements in fuel efficiency, in ssm/lb of fuel, up to 39.4%. Compared to current commercial transports at the design range, the LFC study aircraft demonstrate improvements in fuel efficiency up to 131%. Research and technology requirements requisite to the development of LFC transport aircraft were identified.

  4. A Lagrangian Simulation of Subsonic Aircraft Exhaust Emissions

    NASA Technical Reports Server (NTRS)

    Schoeberl, M. R.; Morris, G. A.

    1999-01-01

    To estimate the effect of subsonic and supersonic aircraft exhaust on the stratospheric concentration of NO(y), we employ a trajectory model initialized with air parcels based on the standard release scenarios. The supersonic exhaust simulations are in good agreement with 2D and 3D model results and show a perturbation of about 1-2 ppbv of NO(y) in the stratosphere. The subsonic simulations show that subsonic emissions are almost entirely trapped below the 380 K potential temperature surface. Our subsonic results contradict results from most other models, which show exhaust products penetrating above 380 K, as summarized. The disagreement can likely be attributed to an excessive vertical diffusion in most models of the strong vertical gradient in NO(y) that forms at the boundary between the emission zone and the stratosphere above 380 K. Our results suggest that previous assessments of the impact of subsonic exhaust emission on the stratospheric region above 380 K should be considered to be an upper bound.

  5. Temperature in subsonic and supersonic radiation fronts measured at OMEGA

    NASA Astrophysics Data System (ADS)

    Johns, Heather; Kline, John; Lanier, Nick; Perry, Ted; Fontes, Chris; Fryer, Chris; Brown, Colin; Morton, John

    2017-10-01

    Propagation of heat fronts relevant to astrophysical plasmas is challenging in the supersonic regime. Plasma Te changes affect opacity and equation of state without hydrodynamic change. In the subsonic phase density perturbations form at material interfaces as the plasma responds to radiation pressure of the front. Recent experiments at OMEGA studied this transition in aerogel foams driven by a hohlraum. In COAX, two orthogonal backlighters drive x-ray radiography and K-shell absorption spectroscopy to diagnose the subsonic shape of the front and supersonic Te profiles. Past experiments used absorption spectroscopy in chlorinated foams to measure the heat front; however, Cl dopant is not suitable for higher material temperatures at NIF. COAX has developed use of Sc and Ti dopants to diagnose Te between 60-100eV and 100-180eV. Analysis with PrismSPECT using OPLIB tabular opacity data will evaluate the platform's ability to advance radiation transport in this regime.

  6. Design Methodology for Multi-Element High-Lift Systems on Subsonic Civil Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Pepper, R. S.; vanDam, C. P.

    1996-01-01

    The choice of a high-lift system is crucial in the preliminary design process of a subsonic civil transport aircraft. Its purpose is to increase the allowable aircraft weight or decrease the aircraft's wing area for a given takeoff and landing performance. However, the implementation of a high-lift system into a design must be done carefully, for it can improve the aerodynamic performance of an aircraft but may also drastically increase the aircraft empty weight. If designed properly, a high-lift system can improve the cost effectiveness of an aircraft by increasing the payload weight for a given takeoff and landing performance. This is why the design methodology for a high-lift system should incorporate aerodynamic performance, weight, and cost. The airframe industry has experienced rapid technological growth in recent years which has led to significant advances in high-lift systems. For this reason many existing design methodologies have become obsolete since they are based on outdated low Reynolds number wind-tunnel data and can no longer accurately predict the aerodynamic characteristics or weight of current multi-element wings. Therefore, a new design methodology has been created that reflects current aerodynamic, weight, and cost data and provides enough flexibility to allow incorporation of new data when it becomes available.

  7. An Analytical Assessment of NASA's N+1 Subsonic Fixed Wing Project Noise Goal

    NASA Technical Reports Server (NTRS)

    Berton, Jeffrey J.; Envia, Edmane; Burley, Casey L.

    2009-01-01

    The Subsonic Fixed Wing Project of NASA's Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called 'N+1' aircraft - designated in NASA vernacular as such since they will follow the current, in-service, 'N' airplanes - are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are analytically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

  8. An Analytical Assessment of NASA's N(+)1 Subsonic Fixed Wing Project Noise Goal

    NASA Technical Reports Server (NTRS)

    Berton, Jeffrey J.; Envia, Edmane; Burley, Casey L.

    2010-01-01

    The Subsonic Fixed Wing Project of NASA s Fundamental Aeronautics Program has adopted a noise reduction goal for new, subsonic, single-aisle, civil aircraft expected to replace current 737 and A320 airplanes. These so-called "N+1" aircraft--designated in NASA vernacular as such since they will follow the current, in-service, "N" airplanes--are hoped to achieve certification noise goal levels of 32 cumulative EPNdB under current Stage 4 noise regulations. A notional, N+1, single-aisle, twinjet transport with ultrahigh bypass ratio turbofan engines is analyzed in this study using NASA software and methods. Several advanced noise-reduction technologies are empirically applied to the propulsion system and airframe. Certification noise levels are predicted and compared with the NASA goal.

  9. The requirements for a new full scale subsonic wind tunnel

    NASA Technical Reports Server (NTRS)

    Kelly, M. W.; Mckinney, M. O.; Luidens, R. W.

    1972-01-01

    Justification and requirements are presented for a large subsonic wind tunnel capable of testing full scale aircraft, rotor systems, and advanced V/STOL propulsion systems. The design considerations and constraints for such a facility are reviewed, and the trades between facility test capability and costs are discussed.

  10. Atmospheric Effects of Subsonic Aircraft: Interim Assessment Report of the Advanced Subsonic Technology Program

    NASA Technical Reports Server (NTRS)

    Friedl, Randall R. (Editor)

    1997-01-01

    This first interim assessment of the subsonic assessment (SASS) project attempts to summarize concisely the status of our knowledge concerning the impacts of present and future subsonic aircraft fleets. It also highlights the major areas of scientific uncertainty, through review of existing data bases and model-based sensitivity studies. In view of the need for substantial improvements in both model formulations and experimental databases, this interim assessment cannot provide confident numerical predictions of aviation impacts. However, a number of quantitative estimates are presented, which provide some guidance to policy makers.

  11. Effect of aileron deflections on the aerodynamic characteristics of a semispan model of a subsonic energy-efficient transport

    NASA Technical Reports Server (NTRS)

    Jacobs, P. F.

    1985-01-01

    An investigation was conducted in the Langley 8 Foot Transonic Pressure Tunnel to determine the effect of aileron deflections on the aerodynamic characteristics of a subsonic energy efficient transport (EET) model. The semispan model had an aspect ratio 10 supercritical wing and was configured with a conventionally located set of ailerons (i.e., a high speed aileron located inboard and a low speed aileron located outboard). Data for the model were taken over a Mach number range from 0.30 to 0.90 and an angle of attack range from approximately -2 deg to 10 deg. The Reynolds number was 2.5 million per foot for Mach number = 0.30 and 4 million per foot for the other Mach numbers. Model force and moment data, aileron effectiveness parameters, aileron hinge moment data, otherwise pressure distributions, and spanwise load data are presented.

  12. Incorporating biplane wing theory into a large, subsonic, all-cargo transport

    NASA Technical Reports Server (NTRS)

    Zyskowski, Michael K.

    1994-01-01

    If the air-cargo market increases at the pace predicted, a new conceptual aircraft will be demanded to meet the needs of the air-cargo industry. Furthermore, it has been found that not only should this aircraft be optimized to carry the intermodal containers used by the current shipping industry, but it should also be be able to operate at existing airports. The best solution to these problems is a configuration incorporating a bi-wing planform, which has resulted in significant improvements over the monoplane in lift/drag, weight reduction, and span reduction. The future of the air-cargo market, biplane theory, wind tunnel tests, and a comparison of the aerodynamic characteristics of the biplane and monoplane are discussed. The factors pertaining to a biplane cargo transport are then examined, resulting in biplane geometric parameters.

  13. Subsonic Dynamics of Stardust Sample Return Capsule

    NASA Technical Reports Server (NTRS)

    Mitcheltree, Robert A.; Fremaux, Charles M.

    1997-01-01

    Subsonic dynamic stability tests performed in the NASA Langley 20-Foot Vertical Spin-Tunnel on a 0.238 scale model of the Stardust Sample Return Capsule are discussed. The tests reveal that the blunted 60 degree half-angle cone capsule is dynamically unstable at low subsonic conditions due to the aft location of the center-of-gravity (0.351 body diameters back from the nose). The divergent behavior of the capsule continued when the center-of-gravity was moved to 0.337 and 0.313 body diameters back from the nose. When the center-of-gravity was moved further forward to 0.290 body diameters back from the nose, the vehicle established itself in a limit cycle with amplitude around 10 degrees. Two afterbody modifications were examined which proved unsuccessful in alleviating the instability of the original design. Finally, the addition of different sized parachutes was examined as a means to stabilize the vehicle. The parachute tests indicate that a parachute with equivalent full scale drag area of at least 2.24 ft. is necessary to assure large perturbations are damped.

  14. Effect of Winglets on a First-Generation Jet Transport Wing. 2: Pressure and Spanwise Load Distributions for a Semispan Model at High Subsonic Speeds. [in the Langley 8 ft transonic tunnel

    NASA Technical Reports Server (NTRS)

    Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.

    1977-01-01

    Pressure and spanwise load distributions on a first-generation jet transport semispan model at high subsonic speeds are presented for the basic wing and for configurations with an upper winglet only, upper and lower winglets, and a simple wing-tip extension. Selected data are discussed to show the general trends and effects of the various configurations.

  15. Analysis of supersonic combustion flow fields with embedded subsonic regions

    NASA Technical Reports Server (NTRS)

    Dash, S.; Delguidice, P.

    1972-01-01

    The viscous characteristic analysis for supersonic chemically reacting flows was extended to include provisions for analyzing embedded subsonic regions. The numerical method developed to analyze this mixed subsonic-supersonic flow fields is described. The boundary conditions are discussed related to the supersonic-subsonic and subsonic-supersonic transition, as well as a heuristic description of several other numerical schemes for analyzing this problem. An analysis of shock waves generated either by pressure mismatch between the injected fluid and surrounding flow or by chemical heat release is also described.

  16. Analysis of a high speed civil transport configuration at subsonic flow conditions using a Navier-Stokes solver

    NASA Technical Reports Server (NTRS)

    Lessard, Victor R.

    1993-01-01

    Computations of three dimensional vortical flows over a generic High Speed Civil Transport (HSCT) configuration with an aspect ratio of 3.04 are performed using a thin-layer Navier-Stokes solver. The HSCT cruise configuration is modeled without leading or trailing edge flap deflections and without engine nacelles. The flow conditions, which correspond to tests done in the NASA Langley 8-Foot Transonic Pressure Tunnel (TPT), are a subsonic Mach number of 0.3 and Reynolds number of 4.4 million for a range-of-attack (-.23 deg to 17.78 deg). The effects of the farfield boundary location with respect to the body are investigated. The boundary layer is assumed turbulent and simulated using an algebraic turbulence model. The key features of the vortices and their interactions are captured. Grid distribution in the vortex regions is critical for predicting the correct induced lift. Computed forces and surface pressures compare reasonably well with the experimental TPT data.

  17. Wing pressure distributions from subsonic tests of a high-wing transport model. [in the Langley 14- by 22-Foot Subsonic Wind Tunnel

    NASA Technical Reports Server (NTRS)

    Applin, Zachary T.; Gentry, Garl L., Jr.; Takallu, M. A.

    1995-01-01

    A wind tunnel investigation was conducted on a generic, high-wing transport model in the Langley 14- by 22-Foot Subsonic Tunnel. This report contains pressure data that document effects of various model configurations and free-stream conditions on wing pressure distributions. The untwisted wing incorporated a full-span, leading-edge Krueger flap and a part-span, double-slotted trailing-edge flap system. The trailing-edge flap was tested at four different deflection angles (20 deg, 30 deg, 40 deg, and 60 deg). Four wing configurations were tested: cruise, flaps only, Krueger flap only, and high lift (Krueger flap and flaps deployed). Tests were conducted at free-stream dynamic pressures of 20 psf to 60 psf with corresponding chord Reynolds numbers of 1.22 x 10(exp 6) to 2.11 x 10(exp 6) and Mach numbers of 0.12 to 0.20. The angles of attack presented range from 0 deg to 20 deg and were determined by wing configuration. The angle of sideslip ranged from minus 20 deg to 20 deg. In general, pressure distributions were relatively insensitive to free-stream speed with exceptions primarily at high angles of attack or high flap deflections. Increasing trailing-edge Krueger flap significantly reduced peak suction pressures and steep gradients on the wing at high angles of attack. Installation of the empennage had no effect on wing pressure distributions. Unpowered engine nacelles reduced suction pressures on the wing and the flaps.

  18. Propulsion system studies for an advanced high subsonic, long range jet commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    1972-01-01

    Propulsion system characteristics for a long range, high subsonic (Mach 0.90 - 0.98), jet commercial transport aircraft are studied to identify the most desirable cycle and engine configuration and to assess the payoff of advanced engine technologies applicable to the time frame of the late 1970s to the mid 1980s. An engine parametric study phase examines major cycle trends on the basis of aircraft economics. This is followed by the preliminary design of two advanced mixed exhaust turbofan engines pointed at two different technology levels (1970 and 1985 commercial certification for engines No. 1 and No. 2, respectively). The economic penalties of environmental constraints - noise and exhaust emissions - are assessed. The highest specific thrust engine (lowest bypass ratio for a given core technology) achievable with a single-stage fan yields the best economics for a Mach 0.95 - 0.98 aircraft and can meet the noise objectives specified, but with significant economic penalties. Advanced technologies which would allow high temperature and cycle pressure ratios to be used effectively are shown to provide significant improvement in mission performance which can partially offset the economic penalties incurred to meet lower noise goals. Advanced technology needs are identified; and, in particular, the initiation of an integrated fan and inlet aero/acoustic program is recommended.

  19. Subsonic structure and optically thick winds from Wolf-Rayet stars

    NASA Astrophysics Data System (ADS)

    Grassitelli, L.; Langer, N.; Grin, N. J.; Mackey, J.; Bestenlehner, J. M.; Gräfener, G.

    2018-06-01

    Mass loss by stellar wind is a key agent in the evolution and spectroscopic appearance of massive main sequence and post-main sequence stars. In Wolf-Rayet stars the winds can be so dense and so optically thick that the photosphere appears in the highly supersonic part of the outflow, veiling the underlying subsonic part of the star, and leaving the initial acceleration of the wind inaccessible to observations. Here we investigate the conditions and the structure of the subsonic part of the outflow of Galactic Wolf-Rayet stars, in particular of the WNE subclass; our focus is on the conditions at the sonic point of their winds. We compute 1D hydrodynamic stellar structure models for massive helium stars adopting outer boundaries at the sonic point. We find that the outflows of our models are accelerated to supersonic velocities by the radiative force from opacity bumps either at temperatures of the order of 200 kK by the iron opacity bump or of the order of 50 kK by the helium-II opacity bump. For a given mass-loss rate, the diffusion approximation for radiative energy transport allows us to define the temperature gradient based purely on the local thermodynamic conditions. For a given mass-loss rate, this implies that the conditions in the subsonic part of the outflow are independent from the detailed physical conditions in the supersonic part. Stellar atmosphere calculations can therefore adopt our hydrodynamic models as ab initio input for the subsonic structure. The close proximity to the Eddington limit at the sonic point allows us to construct a sonic HR diagram, relating the sonic point temperature to the luminosity-to-mass ratio and the stellar mass-loss rate, thereby constraining the sonic point conditions, the subsonic structure, and the stellar wind mass-loss rates of WNE stars from observations. The minimum stellar wind mass-loss rate necessary to have the flow accelerated to supersonic velocities by the iron opacity bump is derived. A comparison of the

  20. High altitude subsonic parachute field programmable gate array

    NASA Technical Reports Server (NTRS)

    Kowalski, James E.; Gromov, Konstantin; Konefat, Edward H.

    2005-01-01

    This paper describes a rapid, top down requirements-driven design of an FPGA used in an Earth qualification test program for a new Mars subsonic parachute. The FPGA is used to process and control storage of telemetry data from multiple sensors throughout; launch, ascent, deployment and descent phases of the subsonic parachute test.

  1. Development of a Large Field-of-View PIV System for Rotorcraft Testing in the 14- x 22-Foot Subsonic Tunnel

    NASA Technical Reports Server (NTRS)

    Jenkins, Luther N.; Yao, Chung-Sheng; Bartram, Scott M.; Harris, Jerome; Allan, Brian; Wong, Oliver; Mace, W. Derry

    2009-01-01

    A Large Field-of-View Particle Image Velocimetry (LFPIV) system has been developed for rotor wake diagnostics in the 14-by 22-Foot Subsonic Tunnel. The system has been used to measure three components of velocity in a plane as large as 1.524 meters by 0.914 meters in both forward flight and hover tests. Overall, the system performance has exceeded design expectations in terms of accuracy and efficiency. Measurements synchronized with the rotor position during forward flight and hover tests have shown that the system is able to capture the complex interaction of the body and rotor wakes as well as basic details of the blade tip vortex at several wake ages. Measurements obtained with traditional techniques such as multi-hole pressure probes, Laser Doppler Velocimetry (LDV), and 2D Particle Image Velocimetry (PIV) show good agreement with LFPIV measurements.

  2. Validating a Monotonically-Integrated Large Eddy Simulation Code for Subsonic Jet Acoustics

    NASA Technical Reports Server (NTRS)

    Ingraham, Daniel; Bridges, James

    2017-01-01

    The results of subsonic jet validation cases for the Naval Research Lab's Jet Engine Noise REduction (JENRE) code are reported. Two set points from the Tanna matrix, set point 3 (Ma = 0.5, unheated) and set point 7 (Ma = 0.9, unheated) are attempted on three different meshes. After a brief discussion of the JENRE code and the meshes constructed for this work, the turbulent statistics for the axial velocity are presented and compared to experimental data, with favorable results. Preliminary simulations for set point 23 (Ma = 0.5, Tj=T1 = 1.764) on one of the meshes are also described. Finally, the proposed configuration for the farfield noise prediction with JENRE's Ffowcs-Williams Hawking solver are detailed.

  3. Subsonic flight test evaluation of a performance seeking control algorithm on an F-15 airplane

    NASA Technical Reports Server (NTRS)

    Gilyard, Glenn B.; Orme, John S.

    1992-01-01

    The subsonic flight test evaluation phase of the NASA F-15 (powered by F 100 engines) performance seeking control program was completed for single-engine operation at part- and military-power settings. The subsonic performance seeking control algorithm optimizes the quasi-steady-state performance of the propulsion system for three modes of operation. The minimum fuel flow mode minimizes fuel consumption. The minimum thrust mode maximizes thrust at military power. Decreases in thrust-specific fuel consumption of 1 to 2 percent were measured in the minimum fuel flow mode; these fuel savings are significant, especially for supersonic cruise aircraft. Decreases of up to approximately 100 degree R in fan turbine inlet temperature were measured in the minimum temperature mode. Temperature reductions of this magnitude would more than double turbine life if inlet temperature was the only life factor. Measured thrust increases of up to approximately 15 percent in the maximum thrust mode cause substantial increases in aircraft acceleration. The system dynamics of the closed-loop algorithm operation were good. The subsonic flight phase has validated the performance seeking control technology, which can significantly benefit the next generation of fighter and transport aircraft.

  4. The Existence of Steady Compressible Subsonic Impinging Jet Flows

    NASA Astrophysics Data System (ADS)

    Cheng, Jianfeng; Du, Lili; Wang, Yongfu

    2018-03-01

    In this paper, we investigate the compressible subsonic impinging jet flows through a semi-infinitely long nozzle and impacting on a solid wall. Firstly, it is shown that given a two-dimensional semi-infinitely long nozzle and a wall behind the nozzle, and an appropriate atmospheric pressure, then there exists a smooth global subsonic compressible impinging jet flow with two asymptotic directions. The subsonic impinging jet develops two free streamlines, which initiate smoothly at the end points of the semi-infinitely long nozzles. In particular, there exists a smooth curve which separates the fluids which go to different places downstream. Moreover, under some suitable asymptotic assumptions of the nozzle, the asymptotic behaviors of the compressible subsonic impinging jet flows in the inlet and the downstream are obtained by means of a blow-up argument. On the other hand, the non-existence of compressible subsonic impinging jet flows with only one asymptotic direction is also established. This main result in this paper solves the open problem (4) in Chapter 16.3 proposed by uc(Friedman) in his famous survey (uc(Friedman) in Mathematics in industrial problems, II, I.M.A. volumes in mathematics and its applications, vol 24, Springer, New York, 1989).

  5. 14 CFR 36.103 - Noise limits.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.103 Noise limits. (a) For subsonic transport category large airplanes and subsonic jet airplanes compliance...

  6. 14 CFR 36.103 - Noise limits.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT NOISE STANDARDS: AIRCRAFT TYPE AND AIRWORTHINESS CERTIFICATION Transport Category Large Airplanes and Jet Airplanes § 36.103 Noise limits. (a) For subsonic transport category large airplanes and subsonic jet airplanes compliance...

  7. Large-Scale V/STOL Experimental Investigations of an Ejector-Lift Fighter and a Twin Tilt-Nacelle Transport

    NASA Technical Reports Server (NTRS)

    Dudley, Michael R.

    2016-01-01

    In the 1980s NASA Aeronautics was actively involved in full-scale wind tunnel testing of promising VSTOL aircraft concepts. This presentation looks at two, a multi-role fighter and a subsonic tactical transport. Their strengths and weaknesses are discussed with some of the rationale that ultimately led to the selection of competing concepts for production, namely the V-22 Osprey and the F-35 Lightning. The E7-A STOVL multi-role fighter was the product of an aircraft development program in the late 1980s by NASA, the Defense Advanced Research Projects Agency (DARPA), the Canadian Department of Industry Science and Technology (DIST), and industry partners General Dynamics and Boeing Dehavilland. The program was conducted an in response to increasing US-UK interest in supersonic STOVL fighters. The objective was to design an aircraft that could replace most existing close air support-air combat fighters with a single aircraft that had some of the qualities of an air superiority fighter and the deployment flexibility of a VSTOL aircraft. The resulting E7-A concept was a delta-wing supersonic fighter that used a fuselage-mounted thrust augmenting ejector and a ventral deflecting jet nozzle for vertical lift. The Grumman Aircraft Company, the Navy, and NASA developed the Design-698 (D-698) subsonic tactical transport in response to the Navy's Type A VSTOL utility aircraft requirement. The objective was to develop a subsonic utility transport with the operational flexibility of a helicopter, but with greater speed and range. The D-698 employs two high-bypass turbofan engines mounted on a dumbbell that rotates through ninety degrees for vertical takeoff and cruise flight. Movable vanes positioned in the exhaust flow provide control in hover with the need for reaction control jets. The presentations concluding comments suggest that technology advances in the last thirty-years may justify the value of revisiting some of these concepts.

  8. 14 CFR 91.853 - Final compliance: Civil subsonic airplanes.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...

  9. 14 CFR 91.853 - Final compliance: Civil subsonic airplanes.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...

  10. 14 CFR 91.853 - Final compliance: Civil subsonic airplanes.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...

  11. 14 CFR 91.853 - Final compliance: Civil subsonic airplanes.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 2 2011-01-01 2011-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...

  12. 14 CFR 91.853 - Final compliance: Civil subsonic airplanes.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Final compliance: Civil subsonic airplanes... Noise Limits § 91.853 Final compliance: Civil subsonic airplanes. Except as provided in § 91.873, after... airplane subject to § 91.801(c) of this subpart, unless that airplane has been shown to comply with Stage 3...

  13. Longitudinal aerodynamic characteristics of a subsonic, energy-efficient transport configuration in the National Transonic Facility

    NASA Technical Reports Server (NTRS)

    Jacobs, Peter F.; Gloss, Blair B.

    1989-01-01

    The Reynolds number, aeroelasticity, boundary layer transition, and nonadiabatic wall temperature effects, and data repeatability was determined in the National Transonic Facility (NTF) for a subsonic, energy efficient transport model. The model was tested over a Mach number range of 0.50 to 0.86 and a Reynolds number range of 1.9 million to approximately 23.0 million (based on mean geometric chord). The majority of the data was taken using cryogenic nitrogen (data at 1.9 million Reynolds number was taken in air). Force and moment, wing pressure, and wing thermocouple data are presented. The data indicate that increasing Reynolds number resulted in greater effective camber of the supercritical wing and horizontal tail, resulting in greater lift and pitching moment coefficients at nearly all angles of attack for M = 0.82. As Reynolds number was increased, untrimmed L/D increased, the angle of attack for maximum L/D decreased, drag creep was reduced significantly, and drag divergence Mach number increased slightly. Data repeatability for both modes of operation of the NTF (air and cryogenic nitrogen) was generally very good, and nonadiabatic wall effects were estimated to be small. Transition-free and transition-fixed configurations had significantly different force and moment data at M = 0.82 for low Reynolds number, and very small differences were noted at high Reynolds numbers.

  14. Experimental Flight Characterization of a Canard-Controlled, Subsonic Missile

    DTIC Science & Technology

    2017-08-01

    ARL-TR-8086 ● AUG 2017 US Army Research Laboratory Experimental Flight Characterization of a Canard- Controlled , Subsonic Missile...Laboratory Experimental Flight Characterization of a Canard- Controlled , Subsonic Missile by Frank Fresconi, Ilmars Celmins, James Maley, and...valid OMB control number. PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE ADDRESS. 1. REPORT DATE (DD-MM-YYYY) August 2017 2. REPORT TYPE Technical

  15. On the Importance of Very Light Internally Subsonic AGN Jets in Radio-mode AGN Feedback

    NASA Astrophysics Data System (ADS)

    Guo, Fulai

    2016-07-01

    Radio-mode active galactic nucleus (AGN) feedback plays a key role in the evolution of galaxy groups and clusters. Its physical origin lies in the kiloparsec-scale interaction of AGN jets with the intracluster medium. Large-scale jet simulations often initiate light internally supersonic jets with density contrast 0.01 < η < 1. Here we argue for the first time for the importance of very light (η < 0.01) internally subsonic jets. We investigated the shapes of young X-ray cavities produced in a suite of hydrodynamic simulations, and found that bottom-wide cavities are always produced by internally subsonic jets, while internally supersonic jets inflate cylindrical, center-wide, or top-wide cavities. We found examples of real cavities with shapes analogous to those inflated in our simulations by internally subsonic and internally supersonic jets, suggesting a dichotomy of AGN jets according to their internal Mach numbers. We further studied the long-term cavity evolution, and found that old cavities resulted from light jets spread along the jet direction, while those produced by very light jets are significantly elongated along the perpendicular direction. The northwestern ghost cavity in Perseus is pancake shaped, providing tentative evidence for the existence of very light jets. Our simulations show that very light internally subsonic jets decelerate faster and rise much slower in the intracluster medium than light internally supersonic jets, possibly depositing a larger fraction of jet energy to cluster cores and alleviating the problem of low coupling efficiencies found previously. The internal Mach number points to the jet’s energy content, and internally subsonic jets are energetically dominated by non-kinetic energy, such as thermal energy, cosmic rays, or magnetic fields.

  16. Electron collection theory for a D-region subsonic blunt electrostatic probe

    NASA Technical Reports Server (NTRS)

    Wai-Kwong Lai, T.

    1974-01-01

    Blunt probe theory for subsonic flow in a weakly ionized and collisional gas is reviewed, and an electron collection theory for the relatively unexplored case, Deybye length approximately 1, which occurs in the lower ionosphere (D-region), is developed. It is found that the dimensionless Debye length is no longer an electric field screening parameter, and the space charge field effect can be negelected. For ion collection, Hoult-Sonin theory is recognized as a correct description of the thin, ion density-perturbed layer adjacent the blunt probe surface. The large volume with electron density perturbed by a positively biased probe renders the usual thin boundary layer analysis inapplicable. Theories relating free stream conditions to the electron collection rate for both stationary and moving blunt probes are obtained. A model based on experimental nonlinear electron drift velocity data is proposed. For a subsonically moving probe, it is found that the perturbed region can be divided into four regions with distinct collection mechanisms.

  17. Subsonic Round and Rectangular Twin Jet Flow Effects

    NASA Technical Reports Server (NTRS)

    Bozak, Rick; Wernet, Mark

    2014-01-01

    Subsonic and supersonic aircraft concepts proposed by NASAs Fundamental Aeronautics Program have integrated propulsion systems with asymmetric nozzles. The asymmetry in the exhaust of these propulsion systems creates asymmetric flow and acoustic fields. The flow asymmetries investigated in the current study are from two parallel round, 2:1, and 8:1 aspect ratio rectangular jets at the same nozzle conditions. The flow field was measured with streamwise and cross-stream particle image velocimetry (PIV). A large dataset of single and twin jet flow field measurements was acquired at subsonic jet conditions. The effects of twin jet spacing and forward flight were investigated. For round, 2:1, and 8:1 rectangular twin jets at their closest spacings, turbulence levels between the two jets decreased due to enhanced jet mixing at near static conditions. When the flight Mach number was increased to 0.25, the flow around the twin jet model created a velocity deficit between the two nozzles. This velocity deficit diminished the effect of forward flight causing an increase in turbulent kinetic energy relative to a single jet. Both of these twin jet flow field effects decreased with increasing twin jet spacing relative to a single jet. These variations in turbulent kinetic energy correlate with changes in far-field sound pressure level.

  18. Numerical Simulation of Tip Vortices of Wings in Subsonic and Transonic Flows,

    DTIC Science & Technology

    1986-01-01

    roll-up of the tip vor- rv : dimensionless strength of tip vortex " tex in both subsonic and transonic flows. Four test cases which used small and large...of their po- tion and the roll-up of the tip vortex has been observed for tential hazard to aircraft that encounter them in flight. To all the cases...such flows encompassing large air- tip- vortex strength. craft wakes (see for example Refs. 1-2). In spite of this, the present understanding of such

  19. Subsonic islands within a high-mass star-forming infrared dark cloud

    NASA Astrophysics Data System (ADS)

    Sokolov, Vlas; Wang, Ke; Pineda, Jaime E.; Caselli, Paola; Henshaw, Jonathan D.; Barnes, Ashley T.; Tan, Jonathan C.; Fontani, Francesco; Jiménez-Serra, Izaskun; Zhang, Qizhou

    2018-03-01

    High-mass star forming regions are typically thought to be dominated by supersonic motions. We present combined Very Large Array and Green Bank Telescope (VLA+GBT) observations of NH3 (1,1) and (2,2) in the infrared dark cloud (IRDC) G035.39-00.33, tracing cold and dense gas down to scales of 0.07 pc. We find that, in contrast to previous, similar studies of IRDCs, more than a third of the fitted ammonia spectra show subsonic non-thermal motions (mean line width of 0.71 km s-1), and sonic Mach number distribution peaks around ℳ = 1. As possible observational and instrumental biases would only broaden the line profiles, our results provide strong upper limits to the actual value of ℳ, further strengthening our findings of narrow line widths. This finding calls for a re-evaluation of the role of turbulent dissipation and subsonic regions in massive-star and cluster formation. Based on our findings in G035.39, we further speculate that the coarser spectral resolution used in the previous VLA NH3 studies may have inhibited the detection of subsonic turbulence in IRDCs. The reduced turbulent support suggests that dynamically important magnetic fields of the 1 mG order would be required to support against possible gravitational collapse. Our results offer valuable input into the theories and simulations that aim to recreate the initial conditions of high-mass star and cluster formation.

  20. Subsonic Investigation of Leading-Edge Flaps Designed for Vortex- and Attached-Flow on a High-Speed Civil Transport Configuration

    NASA Technical Reports Server (NTRS)

    Campbell, Bryan A.; Kemmerly, Guy T.; Kjerstad, Kevin J.; Lessard, Victor R.

    1999-01-01

    A wind tunnel investigation of two separate leading-edge flaps, designed for vortex and attached-flow, respectively, were conducted on a High Speed Civil Transport (HSCT) configuration in the Langley 14- by 22-Foot Subsonic Tunnel. Data were obtained over a Mach number range of 0.12 to 0.27, with corresponding chord Reynolds numbers of 2.50 x 10 (sup 6) to 5.50 x 10 (sup 6). Variations of the leading-edge flap deflection angle were tested with outboard leading-edge flaps deflected 0 deg. and 26.4 deg. Trailing-edge flaps were deflected 0 deg., 10 deg., 12.9 deg., and 20 deg. The longitudinal and lateral aerodynamic data are presented without analysis. A complete tabulated data listing is also presented herein. The data associated with each deflected leading-edge flap indicate L/D improvements over the undeflected configuration. These improvements may be instrumental in providing the necessary lift augmentation required by an actual HSCT during the climb-out and landing phases of the flight envelope. However, further tests will have to be done to assess their full potential.

  1. ON THE IMPORTANCE OF VERY LIGHT INTERNALLY SUBSONIC AGN JETS IN RADIO-MODE AGN FEEDBACK

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

    Guo, Fulai, E-mail: fulai@shao.ac.cn

    Radio-mode active galactic nucleus (AGN) feedback plays a key role in the evolution of galaxy groups and clusters. Its physical origin lies in the kiloparsec-scale interaction of AGN jets with the intracluster medium. Large-scale jet simulations often initiate light internally supersonic jets with density contrast 0.01 < η < 1. Here we argue for the first time for the importance of very light ( η < 0.01) internally subsonic jets. We investigated the shapes of young X-ray cavities produced in a suite of hydrodynamic simulations, and found that bottom-wide cavities are always produced by internally subsonic jets, while internally supersonicmore » jets inflate cylindrical, center-wide, or top-wide cavities. We found examples of real cavities with shapes analogous to those inflated in our simulations by internally subsonic and internally supersonic jets, suggesting a dichotomy of AGN jets according to their internal Mach numbers. We further studied the long-term cavity evolution, and found that old cavities resulted from light jets spread along the jet direction, while those produced by very light jets are significantly elongated along the perpendicular direction. The northwestern ghost cavity in Perseus is pancake shaped, providing tentative evidence for the existence of very light jets. Our simulations show that very light internally subsonic jets decelerate faster and rise much slower in the intracluster medium than light internally supersonic jets, possibly depositing a larger fraction of jet energy to cluster cores and alleviating the problem of low coupling efficiencies found previously. The internal Mach number points to the jet’s energy content, and internally subsonic jets are energetically dominated by non-kinetic energy, such as thermal energy, cosmic rays, or magnetic fields.« less

  2. Infrared Images of Boundary Layer Transition on the D8 Transport Configuration in the LaRC 14- by 22-Foot Subsonic Tunnel

    NASA Technical Reports Server (NTRS)

    Mason, Michelle L.; Gatlin, Gregory M.

    2015-01-01

    Grit, trip tape, or trip dots are routinely applied on the leading-edge regions of the fuselage, wings, tails or nacelles of wind tunnel models to trip the flow from laminar to turbulent. The thickness of the model's boundary layer is calculated for nominal conditions in the wind tunnel test to determine the effective size of the trip dots, but the flow over the model may not transition as intended for runs with different flow conditions. Temperature gradients measured with an infrared camera can be used to detect laminar to turbulent boundary layer transition on a wind tunnel model. This non-intrusive technique was used in the NASA Langley 14- by 22-Foot Subsonic Tunnel to visualize the behavior of the flow over a D8 transport configuration model. As the flow through the wind tunnel either increased to or decreased from the run conditions, a sufficient temperature difference existed between the air and the model to visualize the transition location (due to different heat transfer rates through the laminar and the turbulent boundary layers) for several runs in this test. Transition phenomena were visible without active temperature control in the atmospheric wind tunnel, whether the air was cooler than the model or vice-versa. However, when the temperature of the model relative to the air was purposely changed, the ability to detect transition in the infrared images was enhanced. Flow characteristics such as a wing root horseshoe vortex or the presence of fore-body vortical flows also were observed in the infrared images. The images of flow features obtained for this study demonstrate the usefulness of current infrared technology in subsonic wind tunnel tests.

  3. Subsonic Aircraft Soot: A Tracer Documenting Stratospheric Vertical Mixing and Barriers to Inter-Hemispheric Exchanges

    NASA Technical Reports Server (NTRS)

    Pueschel, Rudolf F.; Gore, Warren J. (Technical Monitor)

    1996-01-01

    Pole-to-pole variability of soot aerosol from subsonic aircraft is evidence of two important aspects of stratospheric transport. Vertical transport to 20 km pressure altitude from flight levels near 10-12 km cannot be explained by isentropic mixing. Instead, lofting in the tropics is a possibility. A strong meridional gradient implies that stratospheric soot aerosol residence time is shorter than are mixing times between the hemispheres. Therefore, little if any of exhaust constituents (with residence times similar to that of aircraft soot aerosol), emitted in heavily traveled flight corridors in northern mid-latitudes by a future supersonic fleet, would be transported to the southern hemisphere. However, a significant fraction of NOx could be lofted to altitudes above flight levels where it would dominate ozone depletion.

  4. High resolution imaging of a subsonic projectile using automated mirrors with large aperture

    NASA Astrophysics Data System (ADS)

    Tateno, Y.; Ishii, M.; Oku, H.

    2017-02-01

    Visual tracking of high-speed projectiles is required for studying the aerodynamics around the objects. One solution to this problem is a tracking method based on the so-called 1 ms Auto Pan-Tilt (1ms-APT) system that we proposed in previous work, which consists of rotational mirrors and a high-speed image processing system. However, the images obtained with that system did not have high enough resolution to realize detailed measurement of the projectiles because of the size of the mirrors. In this study, we propose a new system consisting of enlarged mirrors for tracking a high-speed projectiles so as to achieve higher-resolution imaging, and we confirmed the effectiveness of the system via an experiment in which a projectile flying at subsonic speed tracked.

  5. Multi-Mission Earth Vehicle Subsonic Dynamic Stability Testing and Analyses

    NASA Technical Reports Server (NTRS)

    Glaab, Louis J.; Fremaux, C. Michael

    2013-01-01

    Multi-Mission Earth Entry Vehicles (MMEEVs) are blunt-body vehicles designed with the purpose of transporting payloads from outer space to the surface of the Earth. To achieve high-reliability and minimum weight, MMEEVs avoid use of limited-reliability systems, such as parachutes, retro-rockets, and reaction control systems and rely on the natural aerodynamic stability of the vehicle throughout the Entry, Descent, and Landing (EDL) phase of flight. The Multi-Mission Systems Analysis for Planetary Entry (M-SAPE) parametric design tool is used to facilitate the design of MMEEVs for an array of missions and develop and visualize the trade space. Testing in NASA Langley?s Vertical Spin Tunnel (VST) was conducted to significantly improve M-SAPE?s subsonic aerodynamic models. Vehicle size and shape can be driven by entry flight path angle and speed, thermal protection system performance, terminal velocity limitations, payload mass and density, among other design parameters. The objectives of the VST testing were to define usable subsonic center of gravity limits, and aerodynamic parameters for 6-degree-of-freedom (6-DOF) simulations, for a range of MMEEV designs. The range of MMEEVs tested was from 1.8m down to 1.2m diameter. A backshell extender provided the ability to test a design with a much larger payload for the 1.2m MMEEV.

  6. An experimental study of the turbulent boundary layer on a transport wing in subsonic and transonic flow

    NASA Technical Reports Server (NTRS)

    Spaid, Frank W.; Roos, Frederick W.; Hicks, Raymond M.

    1990-01-01

    The upper surface boundary layer on a transport wing model was extensively surveyed with miniature yaw probes at a subsonic and a transonic cruise condition. Additional data were obtained at a second transonic test condition, for which a separated region was present at mid-semispan, aft of mid-chord. Significant variation in flow direction with distance from the surface was observed near the trailing edge except at the wing root and tip. The data collected at the transonic cruise condition show boundary layer growth associated with shock wave/boundary layer interaction, followed by recovery of the boundary layer downstream of the shock. Measurements of fluctuating surface pressure and wingtip acceleration were also obtained. The influence of flow field unsteadiness on the boundary layer data is discussed. Comparisons among the data and predictions from a variety of computational methods are presented. The computed predictions are in reasonable agreement with the experimental data in the outboard regions where 3-D effects are moderate and adverse pressure gradients are mild. In the more highly loaded mid-span region near the trailing edge, displacement thickness growth was significantly underpredicted, except when unrealistically severe adverse pressure gradients associated with inviscid calculations were used to perform boundary layer calculations.

  7. Assessment of the Noise Reduction Potential of Advanced Subsonic Transport Concepts for NASA's Environmentally Responsible Aviation Project

    NASA Technical Reports Server (NTRS)

    Thomas, Russell H.; Burley, Casey L.; Nickol, Craig L.

    2016-01-01

    Aircraft system noise is predicted for a portfolio of NASA advanced concepts with 2025 entry-into-service technology assumptions. The subsonic transport concepts include tube-and-wing configurations with engines mounted under the wing, over the wing nacelle integration, and a double deck fuselage with engines at a mid-fuselage location. Also included are hybrid wing body aircraft with engines upstream of the fuselage trailing edge. Both advanced direct drive engines and geared turbofan engines are modeled. Recent acoustic experimental information was utilized in the prediction for several key technologies. The 301-passenger class hybrid wing body with geared ultra high bypass engines is assessed at 40.3 EPNLdB cumulative below the Stage 4 certification level. Other hybrid wing body and unconventional tube-and-wing configurations reach levels of 33 EPNLdB or more below the certification level. Many factors contribute to the system level result; however, the hybrid wing body in the 301-passenger class, as compared to a tubeand- wing with conventional engine under wing installation, has 11.9 EPNLdB of noise reduction due to replacing reflection with acoustic shielding of engine noise sources. Therefore, the propulsion airframe aeroacoustic interaction effects clearly differentiate the unconventional configurations that approach levels close to or exceed the 42 EPNLdB goal.

  8. 78 FR 29426 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-05-20

    ... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Agency Information Collection... Certification Standards for Subsonic Jet Airplanes and Subsonic Transport Category Large Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice and request for comments. SUMMARY: In...

  9. 78 FR 48540 - Agency Information Collection Activities: Requests for Comments; Clearance of Renewed Approval of...

    Federal Register 2010, 2011, 2012, 2013, 2014

    2013-08-08

    ... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration Agency Information Collection... Certification Standards for Subsonic Jet Airplanes and Subsonic Transport Category Large Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice and request for comments. SUMMARY: In...

  10. Large Payload Transportation and Test Considerations

    NASA Technical Reports Server (NTRS)

    Rucker, Michelle A.; Pope, James C.

    2011-01-01

    Ironically, the limiting factor to a national heavy lift strategy may not be the rocket technology needed to throw a heavy payload, but rather the terrestrial infrastructure - roads, bridges, airframes, and buildings - necessary to transport, acceptance test, and process large spacecraft. Failure to carefully consider how large spacecraft are designed, and where they are manufactured, tested, or launched, could result in unforeseen cost to modify/develop infrastructure, or incur additional risk due to increased handling or elimination of key verifications. During test and verification planning for the Altair project, a number of transportation and test issues related to the large payload diameter were identified. Although the entire Constellation Program - including Altair - was canceled in the 2011 NASA budget, issues identified by the Altair project serve as important lessons learned for future payloads that may be developed to support national "heavy lift" strategies. A feasibility study performed by the Constellation Ground Operations (CxGO) project found that neither the Altair Ascent nor Descent Stage would fit inside available transportation aircraft. Ground transportation of a payload this large over extended distances is generally not permitted by most states, so overland transportation alone would not have been an option. Limited ground transportation to the nearest waterway may be permitted, but water transportation could take as long as 66 days per production unit, depending on point of origin and acceptance test facility; transportation from the western United States would require transit through the Panama Canal to access the Kennedy Space Center launch site. Large payloads also pose acceptance test and ground processing challenges. Although propulsion, mechanical vibration, and reverberant acoustic test facilities at NASA s Plum Brook Station have been designed to accommodate large spacecraft, special handling and test work-arounds may be necessary

  11. Robust, Optimal Subsonic Airfoil Shapes

    NASA Technical Reports Server (NTRS)

    Rai, Man Mohan

    2014-01-01

    A method has been developed to create an airfoil robust enough to operate satisfactorily in different environments. This method determines a robust, optimal, subsonic airfoil shape, beginning with an arbitrary initial airfoil shape, and imposes the necessary constraints on the design. Also, this method is flexible and extendible to a larger class of requirements and changes in constraints imposed.

  12. Second-order subsonic airfoil theory including edge effects

    NASA Technical Reports Server (NTRS)

    Van Dyke, Milton D

    1956-01-01

    Several recent advances in plane subsonic flow theory are combined into a unified second-order theory for airfoil sections of arbitrary shape. The solution is reached in three steps: the incompressible result is found by integration, it is converted into the corresponding subsonic compressible result by means of the second-order compressibility rule, and it is rendered uniformly valid near stagnation points by further rules. Solutions for a number of airfoils are given and are compared with the results of other theories and of experiment. A straight-forward computing scheme is outlined for calculating the surface velocities and pressures on any airfoil at any angle of attack

  13. Large Eddy Simulation of the fuel transport and mixing process in a scramjet combustor with rearwall-expansion cavity

    NASA Astrophysics Data System (ADS)

    Cai, Zun; Liu, Xiao; Gong, Cheng; Sun, Mingbo; Wang, Zhenguo; Bai, Xue-Song

    2016-09-01

    Large Eddy Simulation (LES) was employed to investigate the fuel/oxidizer mixing process in an ethylene fueled scramjet combustor with a rearwall-expansion cavity. The numerical solver was first validated for an experimental flow, the DLR strut-based scramjet combustor case. Shock wave structures and wall-pressure distribution from the numerical simulations were compared with experimental data and the numerical results were shown in good agreement with the available experimental data. Effects of the injection location on the flow and mixing process were then studied. It was found that with a long injection distance upstream the cavity, the fuel is transported much further into the main flow and a smaller subsonic zone is formed inside the cavity. Conversely, with a short injection distance, the fuel is entrained more into the cavity and a larger subsonic zone is formed inside the cavity, which is favorable for ignition in the cavity. For the rearwall-expansion cavity, it is suggested that the optimized ignition location with a long upstream injection distance should be in the bottom wall in the middle part of the cavity, while the optimized ignition location with a short upstream injection distance should be in the bottom wall in the front side of the cavity. By employing a cavity direct injection on the rear wall, the fuel mass fraction inside the cavity and the local turbulent intensity will both be increased due to this fueling, and it will also enhance the mixing process which will also lead to increased mixing efficiency. For the rearwall-expansion cavity, the combined injection scheme is expected to be an optimized injection scheme.

  14. Quasispherical subsonic accretion in X-ray pulsars

    NASA Astrophysics Data System (ADS)

    Shakura, Nikolai I.; Postnov, Konstantin A.; Kochetkova, A. Yu; Hjalmarsdotter, L.

    2013-04-01

    A theoretical model is considered for quasispherical subsonic accretion onto slowly rotating magnetized neutron stars. In this regime, the accreting matter settles down subsonically onto the rotating magnetosphere, forming an extended quasistatic shell. Angular momentum transfer in the shell occurs via large-scale convective motions resulting, for observed pulsars, in an almost iso-angular-momentum \\omega \\sim 1/R^2 rotation law inside the shell. The accretion rate through the shell is determined by the ability of the plasma to enter the magnetosphere due to Rayleigh-Taylor instabilities, with allowance for cooling. A settling accretion regime is possible for moderate accretion rates \\dot M \\lesssim \\dot M_* \\simeq 4\\times 10^{16} g s ^{-1}. At higher accretion rates, a free-fall gap above the neutron star magnetosphere appears due to rapid Compton cooling, and the accretion becomes highly nonstationary. Observations of spin-up/spin-down rates of quasispherically wind accreting equilibrium X-ray pulsars with known orbital periods (e.g., GX 301-2 and Vela X-1) enable us to determine the main dimensionless parameters of the model, as well as to estimate surface magnetic field of the neutron star. For equilibrium pulsars, the independent measurements of the neutron star magnetic field allow for an estimate of the stellar wind velocity of the optical companion without using complicated spectroscopic measurements. For nonequilibrium pulsars, a maximum value is shown to exist for the spin-down rate of the accreting neutron star. From observations of the spin-down rate and the X-ray luminosity in such pulsars (e.g., GX 1+4, SXP 1062, and 4U 2206+54), a lower limit can be put on the neutron star magnetic field, which in all cases turns out to be close to the standard value and which agrees with cyclotron line measurements. Furthermore, both explains the spin-up/spin-down of the pulsar frequency on large time-scales and also accounts for the irregular short

  15. Computation of subsonic flow around airfoil systems with multiple separation

    NASA Technical Reports Server (NTRS)

    Jacob, K.

    1982-01-01

    A numerical method for computing the subsonic flow around multi-element airfoil systems was developed, allowing for flow separation at one or more elements. Besides multiple rear separation also sort bubbles on the upper surface and cove bubbles can approximately be taken into account. Also, compressibility effects for pure subsonic flow are approximately accounted for. After presentation the method is applied to several examples and improved in some details. Finally, the present limitations and desirable extensions are discussed.

  16. Investigation of a subsonic-arc-attachment thruster using segmented anodes

    NASA Technical Reports Server (NTRS)

    Berns, Darren H.; Sankovic, John M.; Sarmiento, Charles J.

    1993-01-01

    To investigate high frequency arc instabilities observed in subsonic-arc-attachment thrusters, a 3 kW, segmented-anode arc jet was designed and tested using hydrogen as the propellant. The thruster nozzle geometry was scaled from a 30 kW design previously tested in the 1960's. By observing the current to each segment and the arc voltage, it was determined that the 75-200 kHz instabilities were results of axial movements of the arc anode attachment point. The arc attachment point was fully contained in the subsonic portion of the nozzle for nearly all flow rates. The effects of isolating selected segments were investigated. In some cases, forcing the arc downstream caused the restrike to cease. Finally, decreasing the background pressure from 18 to 0.05 Pa affected the pressure distribution in the nozzle including the pressure in the subsonic arc chamber.

  17. Investigation of a subsonic-arc-attachment thruster using segmented anodes

    NASA Technical Reports Server (NTRS)

    Berns, Darren H.; Sankovic, John M.; Sarmiento, Charles J.

    1993-01-01

    To investigate high frequency arc instabilities observed in subsonic-arc-attachment thrusters, a 3 kW, segmented-anode arcjet was designed and tested using hydrogen as the propellant. The thruster nozzle geometry was scaled from a 30 kW design previously tested in the 1960's. By observing the current to each segment and the arc voltage, it was determined that the 75-200 kHz instabilities were results of axial movements of the arc anode attachment point. The arc attachment point was fully contained in the subsonic portion of the nozzle for nearly all flow rates. The effects of isolating selected segments were investigated. In some cases, forcing the arc downstream caused the restrike to cease. Finally, decreasing the background pressure from 18 Pa to 0.05 Pa affected the pressure distribution in the nozzle, including the pressure in the subsonic arc chamber.

  18. Asymptotic Far Field Conditions for Unsteady Subsonic and Transonic Flows.

    DTIC Science & Technology

    1983-04-01

    3, 4, and 5). We shall use the form given by Randall. The conventional treatment of far field conditions for subsonic flows makes use of analytical...PERTURBATIONS IN A PLANE FLOW FIELD WITH A FREE STREAM MACH NUMBER ONE Figure 2 shows the wave patterns obtained in the linearized treatment of subsonic flows... treatment of the three-dimensional problem is entirely analogous to that of the plane problem. At great distances the flow field generated by a body of finite

  19. Transport Coefficients from Large Deviation Functions

    NASA Astrophysics Data System (ADS)

    Gao, Chloe; Limmer, David

    2017-10-01

    We describe a method for computing transport coefficients from the direct evaluation of large deviation function. This method is general, relying on only equilibrium fluctuations, and is statistically efficient, employing trajectory based importance sampling. Equilibrium fluctuations of molecular currents are characterized by their large deviation functions, which is a scaled cumulant generating function analogous to the free energy. A diffusion Monte Carlo algorithm is used to evaluate the large deviation functions, from which arbitrary transport coefficients are derivable. We find significant statistical improvement over traditional Green-Kubo based calculations. The systematic and statistical errors of this method are analyzed in the context of specific transport coefficient calculations, including the shear viscosity, interfacial friction coefficient, and thermal conductivity.

  20. High-speed civil transport study: Special factors

    NASA Technical Reports Server (NTRS)

    1990-01-01

    Studies relating to environmental factors associated with high speed civil transports were conducted. Projected total engine emissions for year 2015 fleets of several subsonic/supersonic transport fleet scenarios, discussion of sonic boom reduction methods, discussion of community noise level requirements, fuels considerations, and air traffic control impact are presented.

  1. Durability of foam insulation for LH2 fuel tanks of future subsonic transports

    NASA Technical Reports Server (NTRS)

    Sharpe, E. L.; Helenbrook, R. G.

    1978-01-01

    In connection with the potential short-supply of petroleum based fuels, NASA has initiated investigations concerning the feasibility of aircraft using as fuel hydrogen which is to be stored in liquid form. One of the problems to be solved for an operation of such aircraft is related to the possibility of a suitable storage of the liquid hydrogen. A description is presented of an experimental study regarding the suitability of commercially available organic foams as cryogenic insulation for liquid hydrogen tanks under extensive thermal cycling typical of subsonic airline type operation. Fourteen commercially available organic foam insulations were tested. The thermal performance of all insulations was found to deteriorate with increased simulated flight cycles. Two unreinforced polyurethane foams survived over 4200 thermal cycles (representative of approximately 15 years of airline service) without evidence of structural deterioration. The polyurethane foam insulations also exhibited excellent thermal performance.

  2. Design of Supersonic Transport Flap Systems for Thrust Recovery at Subsonic Speeds

    NASA Technical Reports Server (NTRS)

    Mann, Michael J.; Carlson, Harry W.; Domack, Christopher S.

    1999-01-01

    A study of the subsonic aerodynamics of hinged flap systems for supersonic cruise commercial aircraft has been conducted using linear attached-flow theory that has been modified to include an estimate of attainable leading edge thrust and an approximate representation of vortex forces. Comparisons of theoretical predictions with experimental results show that the theory gives a reasonably good and generally conservative estimate of the performance of an efficient flap system and provides a good estimate of the leading and trailing-edge deflection angles necessary for optimum performance. A substantial reduction in the area of the inboard region of the leading edge flap has only a minor effect on the performance and the optimum deflection angles. Changes in the size of the outboard leading-edge flap show that performance is greatest when this flap has a chord equal to approximately 30 percent of the wing chord. A study was also made of the performance of various combinations of individual leading and trailing-edge flaps, and the results show that aerodynamic efficiencies as high as 85 percent of full suction are predicted.

  3. Large Payload Ground Transportation and Test Considerations

    NASA Technical Reports Server (NTRS)

    Rucker, Michelle A.

    2016-01-01

    Many spacecraft concepts under consideration by the National Aeronautics and Space Administration’s (NASA’s) Evolvable Mars Campaign take advantage of a Space Launch System payload shroud that may be 8 to 10 meters in diameter. Large payloads can theoretically save cost by reducing the number of launches needed--but only if it is possible to build, test, and transport a large payload to the launch site in the first place. Analysis performed previously for the Altair project identified several transportation and test issues with an 8.973 meters diameter payload. Although the entire Constellation Program—including Altair—has since been canceled, these issues serve as important lessons learned for spacecraft designers and program managers considering large payloads for future programs. A transportation feasibility study found that, even broken up into an Ascent and Descent Module, the Altair spacecraft would not fit inside available aircraft. Ground transportation of such large payloads over extended distances is not generally permitted, so overland transportation alone would not be an option. Limited ground transportation to the nearest waterway may be possible, but water transportation could take as long as 67 days per production unit, depending on point of origin and acceptance test facility; transportation from the western United States would require transit through the Panama Canal to access the Kennedy Space Center launch site. Large payloads also pose acceptance test and ground processing challenges. Although propulsion, mechanical vibration, and reverberant acoustic test facilities at NASA’s Plum Brook Station have been designed to accommodate large spacecraft, special handling and test work-arounds may be necessary, which could increase cost, schedule, and technical risk. Once at the launch site, there are no facilities currently capable of accommodating the combination of large payload size and hazardous processing such as hypergolic fuels

  4. Robust, optimal subsonic airfoil shapes

    NASA Technical Reports Server (NTRS)

    Rai, Man Mohan (Inventor)

    2008-01-01

    Method system, and product from application of the method, for design of a subsonic airfoil shape, beginning with an arbitrary initial airfoil shape and incorporating one or more constraints on the airfoil geometric parameters and flow characteristics. The resulting design is robust against variations in airfoil dimensions and local airfoil shape introduced in the airfoil manufacturing process. A perturbation procedure provides a class of airfoil shapes, beginning with an initial airfoil shape.

  5. Large Payload Ground Transportation and Test Considerations

    NASA Technical Reports Server (NTRS)

    Rucker, Michelle A.

    2016-01-01

    During test and verification planning for the Altair lunar lander project, a National Aeronautics and Space Administration (NASA) study team identified several ground transportation and test issues related to the large payload diameter. Although the entire Constellation Program-including Altair-has since been canceled, issues identified by the Altair project serve as important lessons learned for payloads greater than 7 m diameter being considered for NASA's new Space Launch System (SLS). A transportation feasibility study found that Altair's 8.97 m diameter Descent Module would not fit inside available aircraft. Although the Ascent Module cabin was only 2.35 m diameter, the long reaction control system booms extended nearly to the Descent Module diameter, making it equally unsuitable for air transportation without removing the booms and invalidating assembly workmanship screens or acceptance testing that had already been performed. Ground transportation of very large payloads over extended distances is not generally permitted by most states, so overland transportation alone would not be an option. Limited ground transportation to the nearest waterway may be possible, but water transportation could take as long as 66 days per production unit, depending on point of origin and acceptance test facility; transportation from the western United States would require transit through the Panama Canal to access the Kennedy Space Center launch site. Large payloads also pose acceptance test and ground processing challenges. Although propulsion, mechanical vibration, and reverberant acoustic test facilities at NASA's Plum Brook Station have been designed to accommodate large spacecraft, special handling and test work-arounds may be necessary, which could increase cost, schedule, and technical risk. Once at the launch site, there are no facilities currently capable of accommodating the combination of large payload size and hazardous processing such as hypergolic fuels

  6. Langley 14- by 22-foot subsonic tunnel test engineer's data acquisition and reduction manual

    NASA Technical Reports Server (NTRS)

    Quinto, P. Frank; Orie, Nettie M.

    1994-01-01

    The Langley 14- by 22-Foot Subsonic Tunnel is used to test a large variety of aircraft and nonaircraft models. To support these investigations, a data acquisition system has been developed that has both static and dynamic capabilities. The static data acquisition and reduction system is described; the hardware and software of this system are explained. The theory and equations used to reduce the data obtained in the wind tunnel are presented; the computer code is not included.

  7. Technology for design of transport aircraft. Lecture notes for MIT courses: Seminar 1.61 freshman seminar in air transportation and graduate course 1.201, transportation systems analysis

    NASA Technical Reports Server (NTRS)

    Simpson, R. W.

    1972-01-01

    The design parameters which determine cruise performance for a conventional subsonic jet transport are discussed. It is assumed that the aircraft burns climb fuel to reach cruising altitude and that aeronautical technology determines the ability to carry a given payload at cruising altitude. It is shown that different sizes of transport aircraft are needed to provide the cost optimal vehicle for different given payload-range objectives.

  8. Airfoil shape for flight at subsonic speeds

    DOEpatents

    Whitcomb, Richard T.

    1976-01-01

    An airfoil having an upper surface shaped to control flow accelerations and pressure distribution over the upper surface and to prevent separation of the boundary layer due to shock wave formulation at high subsonic speeds well above the critical Mach number. A highly cambered trailing edge section improves overall airfoil lifting efficiency.

  9. User's manual: Subsonic/supersonic advanced panel pilot code

    NASA Technical Reports Server (NTRS)

    Moran, J.; Tinoco, E. N.; Johnson, F. T.

    1978-01-01

    Sufficient instructions for running the subsonic/supersonic advanced panel pilot code were developed. This software was developed as a vehicle for numerical experimentation and it should not be construed to represent a finished production program. The pilot code is based on a higher order panel method using linearly varying source and quadratically varying doublet distributions for computing both linearized supersonic and subsonic flow over arbitrary wings and bodies. This user's manual contains complete input and output descriptions. A brief description of the method is given as well as practical instructions for proper configurations modeling. Computed results are also included to demonstrate some of the capabilities of the pilot code. The computer program is written in FORTRAN IV for the SCOPE 3.4.4 operations system of the Ames CDC 7600 computer. The program uses overlay structure and thirteen disk files, and it requires approximately 132000 (Octal) central memory words.

  10. Evaluation of the Advanced Subsonic Technology Program Noise Reduction Benefits

    NASA Technical Reports Server (NTRS)

    Golub, Robert A.; Rawls, John W., Jr.; Russell, James W.

    2005-01-01

    This report presents a detailed evaluation of the aircraft noise reduction technology concepts developed during the course of the NASA/FAA Advanced Subsonic Technology (AST) Noise Reduction Program. In 1992, NASA and the FAA initiated a cosponsored, multi-year program with the U.S. aircraft industry focused on achieving significant advances in aircraft noise reduction. The program achieved success through a systematic development and validation of noise reduction technology. Using the NASA Aircraft Noise Prediction Program, the noise reduction benefit of the technologies that reached a NASA technology readiness level of 5 or 6 were applied to each of four classes of aircraft which included a large four engine aircraft, a large twin engine aircraft, a small twin engine aircraft and a business jet. Total aircraft noise reductions resulting from the implementation of the appropriate technologies for each class of aircraft are presented and compared to the AST program goals.

  11. Large-payload earth-orbit transportation with electric propulsion

    NASA Technical Reports Server (NTRS)

    Stearns, J. W.

    1976-01-01

    Economical unmanned earth orbit transportation for large payloads is evaluated. The high exhaust velocity achievable with electric propulsion is attractive because it minimizes the propellant that must be carried to low earth orbit. Propellant transport is a principal cost item. Electric propulsion subsystems utilizing advanced ion thrusters are compared to magnetoplasmadynamic (MPD) thrust subsystems. For very large payloads, a large lift vehicle is needed to low earth orbit, and argon propellant is required for electric propulsion. Under these circumstances, the MPD thruster is shown to be desirable over the ion thruster for earth orbit transportation.

  12. Investigation of the Physical Processes Governing Large-Scale Tracer Transport in the Stratosphere and Troposphere

    NASA Technical Reports Server (NTRS)

    Selkirk, Henry B.

    2001-01-01

    This report summarizes work conducted from January 1996 through April 1999 on a program of research to investigate the physical mechanisms that underlie the transport of trace constituents in the stratosphere-troposphere system. The primary scientific goal of the research has been to identify the processes which transport air masses within the lower stratosphere, particularly between the tropics and middle latitudes. This research was conducted in collaboration with the Subsonic Assessment (SASS) of the NASA Atmospheric Effects of Radiation Program (AEAP) and the Upper Atmospheric Research Program (UARP). The SASS program sought to understand the impact of the present and future fleets of conventional jet traffic on the upper troposphere and lower stratosphere, while complementary airborne observations under UARP seek to understand the complex interactions of dynamical and chemical processes that affect the ozone layer. The present investigation contributed to the goals of each of these by diagnosing the history of air parcels intercepted by NASA research aircraft in UARP and AEAP campaigns. This was done by means of a blend of trajectory analyses and tracer correlation techniques.

  13. Analysis of separation of the space shuttle orbiter from a large transport airplane

    NASA Technical Reports Server (NTRS)

    Wilhite, A. W.

    1977-01-01

    The feasibility of safely separating the space shuttle orbiter (140A/B) from the top of a large carrier vehicle (the C-5 airplane) at subsonic speeds was investigated. The longitudinal equations of motion for both vehicles were numerically integrated using a digital computer program which incorporates experimentally derived interference aerodynamic data to analyze the separation maneuver for various initial conditions. Separation of the space shuttle orbiter from a carrier vehicle was feasible for a range of dynamic-pressure and flight-path-angle conditions. By using an autopilot, the vehicle attitudes were held constant which ensured separation. Carrier-vehicle engine thrust, landing gear, and spoilers provide some flexibility in the separation maneuver.

  14. Development and validation of cryogenic foam insulation for LH2 subsonic transports

    NASA Technical Reports Server (NTRS)

    Anthony, F. M.; Colt, J. Z.; Helenbrook, R. G.

    1981-01-01

    Fourteen foam insulation specimens were tested. Some were plain foam while others contained flame retardants, chopped fiberglass reinforcement and/or vapor barriers. The thermal performance of the insulation was determined by measuring the rate at which LH2 boiled from an aluminum tank insulated with the test material. The test specimens were approximately 50 mm (2 in.) thick. They were structurally scaled so that the test cycle would duplicate the maximum thermal stresses predicted for the thicker insulation of an aircraft liquid hydrogen fuel tank during a typical subsonic flight. The simulated flight cycle of approximately 10 minutes duration heated the other insulation surface to 316 K (110 F) and cooled it to 226 K (20 F) while the inner insulation surface remained at liquid hydrogen temperature of 20 K (-423 F). Two urethane foam insulations exceeded the initial life goal of 2400 simulated flight cycles and sustained 4400 cycles with only minor damage. The addition of fiberglass reinforcement of flame retardant materials to an insulation degraded thermal performance and/or the life of the foam material. Installation of vapor barriers enhanced the structural integrity of the material but did not improve thermal performance. All of the foams tested were available materials; none were developed specifically for LH2 service.

  15. Subsonic Scarf Inlets Investigated

    NASA Technical Reports Server (NTRS)

    Abbott, John M.

    2005-01-01

    A computational investigation is underway at the NASA Glenn Research Center to determine the aerodynamic performance of subsonic scarf inlets. These inlets are characterized as being longer over the lower portion of the inlet, as shown in the preceding figure. One of the key variables being investigated in the research is the circumferential extent of the longer portion of the inlet. It shows two specific geometries that are being examined: one in which the length of the inlet transitions from long-to-short over the full 180 deg. from bottom to top, and a second in which the length transitions over 67.5 deg.

  16. Large wood recruitment and transport during large floods: A review

    NASA Astrophysics Data System (ADS)

    Comiti, F.; Lucía, A.; Rickenmann, D.

    2016-09-01

    Large wood (LW) elements transported during large floods are long known to have the capacity to induce dangerous obstructions along the channel network, mostly at bridges and at hydraulic structures such as weirs. However, our current knowledge of wood transport dynamics during high-magnitude flood events is still very scarce, mostly because these are (locally) rare and thus unlikely to be directly monitored. Therefore, post-event surveys are invaluable ways to get insights (although indirectly) on LW recruitment processes, transport distance, and factors inducing LW deposition - all aspects that are crucial for the proper management of river basins related to flood hazard mitigation. This paper presents a review of the (quite limited) literature available on LW transport during large floods, drawing extensively on the authors' own experience in mountain and piedmont rivers, published and unpublished. The overall picture emerging from these studies points to a high, catchment-specific variability in all the different processes affecting LW dynamics during floods. Specifically, in the LW recruitment phase, the relative floodplain (bank erosion) vs. hillslope (landslide and debris flows) contribution in mountain rivers varies substantially, as it relates to the extent of channel widening (which depends on many variables itself) but also to the hillslope-channel connectivity of LW mobilized on the slopes. As to the LW transport phase within the channel network, it appears to be widely characterized by supply-limited conditions; whereby LW transport rates (and thus volumes) are ultimately constrained by the amount of LW that is made available to the flow. Indeed, LW deposition during floods was mostly (in terms of volume) observed at artificial structures (bridges) in all the documented events. This implies that the estimation of LW recruitment and the assessment of clogging probabilities for each structure (for a flood event of given magnitude) are the most important

  17. Some early perspectives on ground requirements of liquid hydrogen air transports

    NASA Technical Reports Server (NTRS)

    Korycinski, P. F.

    1976-01-01

    The paper examines the problem of liquid-hydrogen (LH2) subsonic long-range air transport from the perspectives of airplane manufacturers, the airline operator, the air terminal authority and the LH2 supplier. Emphasis is placed on identifying common problems and interfaces that are likely to occur in preparing for commercial airline operations of LH2 subsonic air transport in the 1990-1995 period. General considerations are discussed relative to sources and cost of gaseous hydrogen, hydrogen liquefaction, and LH2 availability. The fact that hydrogen sustains combustion at altitudes substantially higher than hydrocarbon fuels suggests that air transport can be designed to operate at higher enroute air traffic flight levels. This can be an advantage if only to relieve traffic congestion on heavily traveled routes. Pertinent interfaces in planning for the use of LH2 in air transportation are identified, including productivity and profitability, passenger-fuel compatibility, and lightning and electrical discharges.

  18. Review of Propulsion Technologies for N+3 Subsonic Vehicle Concepts

    NASA Technical Reports Server (NTRS)

    Ashcraft, Scott W.; Padron, Andres S.; Pascioni, Kyle A.; Stout, Gary W., Jr.; Huff, Dennis L.

    2011-01-01

    NASA has set aggressive fuel burn, noise, and emission reduction goals for a new generation (N+3) of aircraft targeting concepts that could be viable in the 2035 timeframe. Several N+3 concepts have been formulated, where the term "N+3" indicate aircraft three generations later than current state-of-the-art aircraft, "N". Dramatic improvements need to be made in the airframe, propulsion systems, mission design, and the air transportation system in order to meet these N+3 goals. The propulsion system is a key element to achieving these goals due to its major role with reducing emissions, fuel burn, and noise. This report provides an in-depth description and assessment of propulsion systems and technologies considered in the N+3 subsonic vehicle concepts. Recommendations for technologies that merit further research and development are presented based upon their impact on the N+3 goals and likelihood of being operational by 2035.

  19. Experimental Measurements of Store Separation Using Dry Ice Models in a Subsonic Flow

    DTIC Science & Technology

    2011-03-01

    slender bodies separating from rectangular cavities into low subsonic freestreams. The first part of their work presents the three phases of...aerodynamic problems relevant to separation of a thin body of revolution from rectangular cavities into subsonic or transonic flows” 13 [3]. Like many... cavity dimensions of 1.5 x 1.5 x 5.0 inches, resulting in a length-to-depth ratio of 3.33, slightly less the 3.6-6.0 used in previous research

  20. 7. VIEW NORTHWEST OF SUBSONIC WIND TUNNEL BUILDING TO TRANSONIC ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    7. VIEW NORTHWEST OF SUBSONIC WIND TUNNEL BUILDING TO TRANSONIC WIND TUNNEL BUILDING - Naval Surface Warfare Center, Bounded by Clara Barton Parkway & McArthur Boulevard, Silver Spring, Montgomery County, MD

  1. 5. VIEW NORTHWEST OF SUBSONIC WIND TUNNEL BUILDING TO TRANSONIC ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    5. VIEW NORTHWEST OF SUBSONIC WIND TUNNEL BUILDING TO TRANSONIC WIND TUNNEL BUILDING - Naval Surface Warfare Center, Bounded by Clara Barton Parkway & McArthur Boulevard, Silver Spring, Montgomery County, MD

  2. 1. VIEW SOUTHWEST OF SUBSONIC WIND TUNNEL BUILDING AND TRANSONIC ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    1. VIEW SOUTHWEST OF SUBSONIC WIND TUNNEL BUILDING AND TRANSONIC WIND TUNNEL BUILDING - Naval Surface Warfare Center, Bounded by Clara Barton Parkway & McArthur Boulevard, Silver Spring, Montgomery County, MD

  3. 3. VIEW SOUTHEAST OF TRANSONIC WIND TUNNEL BUILDING TO SUBSONIC ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    3. VIEW SOUTHEAST OF TRANSONIC WIND TUNNEL BUILDING TO SUBSONIC WIND TUNNEL BUILDING - Naval Surface Warfare Center, Bounded by Clara Barton Parkway & McArthur Boulevard, Silver Spring, Montgomery County, MD

  4. Test-to-Test Repeatability of Results From a Subsonic Wing-Body Configuration in the National Transonic Facility

    NASA Technical Reports Server (NTRS)

    Mineck, Raymond E.; Pendergraft, Odis C., Jr.

    2000-01-01

    Results from three wind tunnel tests in the National Transonic Facility of a model of an advanced-technology, subsonic-transport wing-body configuration have been analyzed to assess the test-to-test repeatability of several aerodynamic parameters. The scatter, as measured by the prediction interval, in the longitudinal force and moment coefficients increases as the Mach number increases. Residual errors with and without the ESP tubes installed suggest a bias leading to lower drag with the tubes installed. Residual errors as well as average values of the longitudinal force and moment coefficients show that there are small bias errors between the different tests.

  5. Fluctuation diagrams for hot-wire anemometry in subsonic compressible flows

    NASA Technical Reports Server (NTRS)

    Stainback, P. C.; Nagabushana, K. A.

    1991-01-01

    The concept of using 'fluctuation diagrams' for describing basic fluctuations in compressible flows was reported by Kovasznay in the 1950's. The application of this technique, for the most part, was restricted to supersonic flows. Recently, Zinovev and Lebiga published reports where they considered the fluctuation diagrams in subsonic compressible flows. For the above studies, the velocity and density sensitivities of the heated wires were equal. However, there are considerable data, much taken in the 1950's, which indicate that under some conditions the velocity and density sensitivities are not equal in subsonic compressible flows. Therefore, possible fluctuation diagrams are described for the cases where the velocity and density sensitivities are equal and the more general cases where they are unequal.

  6. Supersonic Jet Exhaust Noise at High Subsonic Flight Speed

    NASA Technical Reports Server (NTRS)

    Norum, Thomas D.; Garber, Donald P.; Golub, Robert A.; Santa Maria, Odilyn L.; Orme, John S.

    2004-01-01

    An empirical model to predict the effects of flight on the noise from a supersonic transport is developed. This model is based on an analysis of the exhaust jet noise from high subsonic flights of the F-15 ACTIVE Aircraft. Acoustic comparisons previously attainable only in a wind tunnel were accomplished through the control of both flight operations and exhaust nozzle exit diameter. Independent parametric variations of both flight and exhaust jet Mach numbers at given supersonic nozzle pressure ratios enabled excellent correlations to be made for both jet broadband shock noise and jet mixing noise at flight speeds up to Mach 0.8. Shock noise correlated with flight speed and emission angle through a Doppler factor exponent of about 2.6. Mixing noise at all downstream angles was found to correlate well with a jet relative velocity exponent of about 7.3, with deviations from this behavior only at supersonic eddy convection speeds and at very high flight Mach numbers. The acoustic database from the flight test is also provided.

  7. Optical wave distortion at perturbations of air density near aircrafts with subsonic velocities

    NASA Astrophysics Data System (ADS)

    Banakh, V. A.; Sukharev, A. A.

    2017-11-01

    The mean intensity, intensity fluctuations, and regular and random displacements of optical beams propagating through a zone of increased density formed at subsonic airflow about a turret in the turbulent atmosphere have been analyzed. It has been shown that the presence of perturbations around a turret due to the subsonic velocity of aircraft affects slightly the studied characteristics of the beam. Data illustrating changes in the studied beam characteristics for paths of different geometry and different turbulent conditions of radiation propagation are presented.

  8. Observations of subsonic and supersonic shear flows in laser driven high-energy-density plasmas

    NASA Astrophysics Data System (ADS)

    Harding, E. C.

    2009-11-01

    Shear layers containing strong velocity gradients appear in many high-energy-density (HED) systems and play important roles in mixing and the transition to turbulence. Yet few laboratory experiments have been carried out to study their detailed evolution in this extreme environment where plasmas are compressible, actively ionizing, often involve strong shock waves and have complex material properties. Many shear flows produce the Kelvin-Helmholtz (KH) instability, which initiates the mixing at a fluid interface. We present results from two dedicated shear flow experiments that produced overall subsonic and supersonic flows using novel target designs. In the subsonic case, the Omega laser was used to drive a blast wave along a rippled interface between plastic and foam, shocking both the materials to produce two fluids separated by a sharp shear layer. The interface subsequently rolled-upped into large KH vortices that were accompanied by bubble-like structures of unknown origin. This was the first time the evolution of a well-resolved KH instability was observed in a HED plasma in the laboratory. We have analyzed the properties and dynamics of the plasma based on the data and fundamental models, without resorting to simulated values. In the second, supersonic experiment the Nike laser was used to drive a supersonic flow of Al plasma along a rippled, low-density foam surface. Here again the flowing plasma drove a shock into the second material, so that two fluids were separated by a shear layer. In contrast to the subsonic case, the flow developed shocks around the ripples in response to the supersonic flow of Al. Collaborators: R.P. Drake, O.A. Hurricane, J.F. Hansen, Y. Aglitskiy, T. Plewa, B.A. Remington, H.F. Robey, J.L. Weaver, A.L. Velikovich, R.S. Gillespie, M.J. Bono, M.J. Grosskopf, C.C. Kuranz, A. Visco.

  9. Research Data Acquired in World-Class, 60-atm Subsonic Combustion Rig

    NASA Technical Reports Server (NTRS)

    Lee, Chi-Ming; Wey, Changlie

    1999-01-01

    NASA Lewis Research Center's new, world-class, 60-atmosphere (atm) combustor research facility, the Advanced Subsonic Combustion Rig (ASCR), is in operation and producing highly unique research data. Specifically, data were acquired at high pressures and temperatures representative of future subsonic engines from a fundamental flametube configuration with an advanced fuel injector. The data acquired include exhaust emissions as well as pressure and temperature distributions. Results to date represent an improved understanding of nitrous oxide (NOx) formation at high pressures and temperatures and include an NOx emissions reduction greater than 70 percent with an advanced fuel injector at operating pressures to 800 pounds per square inch absolute (psia). ASCR research is an integral part of the Advanced Subsonic Technology (AST) Propulsion Program. This program is developing critical low-emission combustion technology that will result in the next generation of gas turbine engines producing 50 to 70 percent less NOx emissions in comparison to 1996 International Civil Aviation Organization (ICAO) limits. The results to date indicate that the AST low-emission combustor goals of reducing NOx emissions by 50 to 70 percent are feasible. U.S. gas turbine manufacturers have started testing the low-emissions combustors at the ASCR. This collaborative testing will enable the industry to develop low-emission combustors at the high pressure and temperature conditions of future subsonic engines. The first stage of the flametube testing has been implemented. Four GE Aircraft Engines low-emissions fuel injector concepts, three Pratt & Whitney concepts, and two Allison concepts have been tested at Lewis ASCR facility. Subsequently, the flametube was removed from the test stand, and the sector combustor was installed. The testing of low emissions sector has begun. Low-emission combustors developed as a result of ASCR research will enable U.S. engine manufacturers to compete on a

  10. Atmospheric Effects of Aviation: First Report of the Subsonic Assessment Project

    NASA Technical Reports Server (NTRS)

    Thompson, Anne M. (Editor); Friedl, Randall R. (Editor); Wesoky, Howard L. (Editor)

    1996-01-01

    This document is the first report from the Office of Aeronautics Advanced Subsonic Technology (AST) Program's Subsonic Assessment (SASS) Project. This effort, initiated in late 1993, has as its objective the assessment of the atmospheric effects of the current and predicted future aviation fleet. The two areas of impact are ozone (stratospheric and tropospheric) and radiative forcing. These are driven, respectively, by possible perturbations from aircraft emissions of NOX and soot and/or sulfur-containing particles. The report presents the major questions to which project assessments will be directed (Introduction) and the status of six programmatic elements: Emissions Scenarios, Exhaust Characterization, Near-Field Interactions, Kinetics and Laboratory Studies, Global Modeling, and Atmospheric Observations (field studies).

  11. Aeropropulsion 1987. Session 5: Subsonic Propulsion Technology

    NASA Technical Reports Server (NTRS)

    1987-01-01

    NASA is conducting aeropropulsion research over a broad range of Mach numbers. In addition to the high-speed propulsion research described, major progress was recorded in research aimed at the subsonic flight regimes of interest to many commercial and military users. Recent progress and future directions in such areas as small engine technology, rotorcraft transmissions, icing, Hot Section Technology (HOST) and the Advanced Turboprop Program (ATP) are covered.

  12. Aeropropulsion '87. Session 5: Subsonic propulsion technology

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

    Not Available

    1987-11-01

    NASA is conducting aeropropulsion research over a broad range of Mach numbers. In addition to the high-speed propulsion research described, major progress was recorded in research aimed at the subsonic flight regimes of interest to many commercial and military users. Recent progress and future directions in such areas as small engine technology, rotorcraft transmissions, icing, Hot Section Technology (HOST) and the Advanced Turboprop Program (ATP) are covered.

  13. Subsonic Swept Fan Blade

    NASA Technical Reports Server (NTRS)

    Gallagher, Edward J. (Inventor); Rogers, Thomas H. (Inventor)

    2017-01-01

    A gas turbine engine includes a spool, a turbine coupled to drive the spool, a propulsor coupled to be driven at a at a design speed by the turbine through the spool, and a gear assembly coupled between the propulsor and the spool. Rotation of the turbine drives the propulsor at a different speed than the spool. The propulsor includes a hub and a row of propulsor blades that extend from the hub. Each of the propulsor blades includes an airfoil body. The leading edge of the airfoil body has a swept profile such that, at the design speed, a component of a relative velocity vector of a working gas that is normal to the leading edge is subsonic along the entire radial span.

  14. Theoretical prediction of nonlinear propagation effects on noise signatures generated by subsonic or supersonic propeller or rotor-blade tips

    NASA Technical Reports Server (NTRS)

    Barger, R. L.

    1980-01-01

    The nonlinear propagation equations for sound generated by a constant speed blade tip are presented. Propagation from a subsonic tip is treated as well as the various cases that can occur at supersonic speeds. Some computed examples indicate that the nonlinear theory correlates with experimental results better than linear theory for large amplitude waves. For swept tips that generate a wave with large amplitude leading expansion, the nonlinear theory predicts a cancellation effect that results in a significant reduction of both amplitude and impulse.

  15. An Integrated Low-Speed Performance and Noise Prediction Methodology for Subsonic Aircraft

    NASA Technical Reports Server (NTRS)

    Olson, E. D.; Mavris, D. N.

    2000-01-01

    An integrated methodology has been assembled to compute the engine performance, takeoff and landing trajectories, and community noise levels for a subsonic commercial aircraft. Where feasible, physics-based noise analysis methods have been used to make the results more applicable to newer, revolutionary designs and to allow for a more direct evaluation of new technologies. The methodology is intended to be used with approximation methods and risk analysis techniques to allow for the analysis of a greater number of variable combinations while retaining the advantages of physics-based analysis. Details of the methodology are described and limited results are presented for a representative subsonic commercial aircraft.

  16. Aeroacoustic Data for a High Reynolds Number Axisymmetric Subsonic Jet

    NASA Technical Reports Server (NTRS)

    Ponton, Michael K.; Ukeiley, Lawrence S.; Lee, Sang W.

    1999-01-01

    The near field fluctuating pressure and aerodynamic mean flow characteristics of a cold subsonic jet issuing from a contoured convergent nozzle are presented. The data are presented for nozzle exit Mach numbers of 0.30, 0.60, and 0.85 at a constant jet stagnation temperature of 104 F. The fluctuating pressure measurements were acquired via linear and semi-circular microphone arrays and the presented results include plots of narrowband spectra, contour maps, streamwise/azimuthal spatial correlations for zero time delay, and cross-spectra of the azimuthal correlations. A pitot probe was used to characterize the mean flow velocity by assuming the subsonic flow to be pressure-balanced with the ambient field into which it exhausts. Presented are mean flow profiles and the momentum thickness of the free shear layer as a function of streamwise position.

  17. Measurements of Friction Coefficients in a Pipe for Subsonic and Supersonic Flow of Air

    DTIC Science & Technology

    1943-07-01

    inoh inside diameter for superwaio data and of 0.375-inoh inside diameter for oubaon~o datu. The preaaure meaaurments, from whioh the friotion...pressuro difforonoes oould bo road to 0.01 oontinmtor. For the supcrsoulo data , initial preacuroa wero mcasl.wodwith a calibrated Bourdon gage. The tem~rat...specifio heata$ l.mo cl? speoific heat at oonstant prt)ssuro~ C.24!I Dtu ‘::n, Subsonic Flow The results for the subsonic tests are presented in tables I to

  18. Validation of a pair of computer codes for estimation and optimization of subsonic aerodynamic performance of simple hinged-flap systems for thin swept wings

    NASA Technical Reports Server (NTRS)

    Carlson, Harry W.; Darden, Christine M.

    1988-01-01

    Extensive correlations of computer code results with experimental data are employed to illustrate the use of linearized theory attached flow methods for the estimation and optimization of the aerodynamic performance of simple hinged flap systems. Use of attached flow methods is based on the premise that high levels of aerodynamic efficiency require a flow that is as nearly attached as circumstances permit. A variety of swept wing configurations are considered ranging from fighters to supersonic transports, all with leading- and trailing-edge flaps for enhancement of subsonic aerodynamic efficiency. The results indicate that linearized theory attached flow computer code methods provide a rational basis for the estimation and optimization of flap system aerodynamic performance at subsonic speeds. The analysis also indicates that vortex flap design is not an opposing approach but is closely related to attached flow design concepts. The successful vortex flap design actually suppresses the formation of detached vortices to produce a small vortex which is restricted almost entirely to the leading edge flap itself.

  19. Fully unsteady subsonic and supersonic potential aerodynamics for complex aircraft configurations with applications to flutter

    NASA Technical Reports Server (NTRS)

    Tseng, K.; Morino, L.

    1975-01-01

    A general formulation is presented for the analysis of steady and unsteady, subsonic and supersonic aerodynamics for complex aircraft configurations. The theoretical formulation, the numerical procedure, the description of the program SOUSSA (steady, oscillatory and unsteady, subsonic and supersonic aerodynamics) and numerical results are included. In particular, generalized forces for fully unsteady (complex frequency) aerodynamics for a wing-body configuration, AGARD wing-tail interference in both subsonic and supersonic flows as well as flutter analysis results are included. The theoretical formulation is based upon an integral equation, which includes completely arbitrary motion. Steady and oscillatory aerodynamic flows are considered. Here small-amplitude, fully transient response in the time domain is considered. This yields the aerodynamic transfer function (Laplace transform of the fully unsteady operator) for frequency domain analysis. This is particularly convenient for the linear systems analysis of the whole aircraft.

  20. [Effect of endogenous H2S on platelet L-Arg transport].

    PubMed

    Duan, Wen-zhuo; Wang, Yi-peng; Gong, Hai-min

    2010-05-01

    To observe the effect of novel air neuromodulator H2S on platelet function of L-Arg transport for discussing H2S of effect on platelet function. Saturate H2S solution as donate made rat rich platelet plasma and pre-incubation rat platelet with different density of H2S. To measure the velocity of L-Arg transport in platelet by radioactivity technique. At different concentrations of H2S (6.25, 12.5, 25, 50, 100 micromol/L), the velocity of L-Arg transport was lower than that in control. H2S reduced rapidly the Vmax and velocity of L-Arg transport in platelet (P < 0.05) and this effect had no effect to Km. H2S can affect platelet function by changing rapidly platelet L-Arg transport system function.

  1. Subsonic and Supersonic Effects in Bose-Einstein Condensate

    NASA Technical Reports Server (NTRS)

    Zak, Michail

    2003-01-01

    A paper presents a theoretical investigation of subsonic and supersonic effects in a Bose-Einstein condensate (BEC). The BEC is represented by a time-dependent, nonlinear Schroedinger equation that includes terms for an external confining potential term and a weak interatomic repulsive potential proportional to the number density of atoms. From this model are derived Madelung equations, which relate the quantum phase with the number density, and which are used to represent excitations propagating through the BEC. These equations are shown to be analogous to the classical equations of flow of an inviscid, compressible fluid characterized by a speed of sound (g/Po)1/2, where g is the coefficient of the repulsive potential and Po is the unperturbed mass density of the BEC. The equations are used to study the effects of a region of perturbation moving through the BEC. The excitations created by a perturbation moving at subsonic speed are found to be described by a Laplace equation and to propagate at infinite speed. For a supersonically moving perturbation, the excitations are found to be described by a wave equation and to propagate at finite speed inside a Mach cone.

  2. A study of sound generation in subsonic rotors, volume 2

    NASA Technical Reports Server (NTRS)

    Chalupnik, J. D.; Clark, L. T.

    1975-01-01

    Computer programs were developed for use in the analysis of sound generation by subsonic rotors. Program AIRFOIL computes the spectrum of radiated sound from a single airfoil immersed in a laminar flow field. Program ROTOR extends this to a rotating frame, and provides a model for sound generation in subsonic rotors. The program also computes tone sound generation due to steady state forces on the blades. Program TONE uses a moving source analysis to generate a time series for an array of forces moving in a circular path. The resultant time series are than Fourier transformed to render the results in spectral form. Program SDATA is a standard time series analysis package. It reads in two discrete time series and forms auto and cross covariances and normalizes these to form correlations. The program then transforms the covariances to yield auto and cross power spectra by means of a Fourier transformation.

  3. Alternate-fueled transport aircraft possibilities

    NASA Technical Reports Server (NTRS)

    Aiken, W. S.

    1977-01-01

    The paper is organized to describe: (1) NASA's cryogenically fueled aircraft program; (2) LH2 subsonic and supersonic transport design possibilities (3) the fuel system and ground side problems associated with LH2 distribution; (4) a comparison of LCH4 with LH2; (5) the design possibilities for LCH4 fueled aircraft; and (6) a summary of where NASA's cryogenically fueled programs are headed.

  4. The Performance of a Subsonic Diffuser Designed for High Speed Turbojet-Propelled Flight

    NASA Technical Reports Server (NTRS)

    Biesiadny, Thomas J. (Technical Monitor); Wendt, Bruce J.

    2004-01-01

    An initial-phase subsonic diffuser has been designed for the turbojet flowpath of the hypersonic x43B flight demonstrator vehicle. The diffuser fit into a proposed mixed-compression supersonic inlet system and featured a cross-sectional shape transitioning flowpath (high aspect ratio rectangular throat-to-circular engine face) and a centerline offset. This subsonic diffuser has been fabricated and tested at the W1B internal flow facility at NASA Glenn Research Center. At an operating throat Mach number of 0.79, baseline Pitot pressure recovery was found to be just under 0.9, and DH distortion intensity was about 0.4 percent. The diffuser internal flow stagnated, but did not separate on the offset surface of this initial-phase subsonic diffuser. Small improvements in recovery (+0.4 percent) and DH distortion (-32 percent) were obtained from using vane vortex generator flow control applied just downstream of the diffuser throat. The optimum vortex generator array patterns produced inflow boundary layer divergence (local downwash) on the offset surface centerline of the diffuser, and an inflow boundary layer convergence (local upwash) on the centerline of the opposite surface.

  5. Rectangular subsonic jet flow field measurements

    NASA Technical Reports Server (NTRS)

    Morrison, Gerald L.; Swan, David H.

    1990-01-01

    Flow field measurements of three subsonic rectangular cold air jets are presented. The three cases had aspect ratios of 1x2, 1x4 at a Mach number of 0.09 and an aspect ratio of 1x2 at a Mach number of 0.9. All measurements were made using a 3-D laser Doppler anemometer system. The data includes the mean velocity vector, all Reynolds stress tensor components, turbulent kinetic energy and velocity correlation coefficients. The data are presented in tabular and graphical form. No analysis of the measured data or comparison to other published data is made.

  6. Jet Noise: A Survey and a Prediction for Subsonic Flows

    DTIC Science & Technology

    1975-08-01

    the technique was to characterize the fluctuating density in a high temperature subsonic jet using a laser schlieren system. This technique yields...Moon, L. F. " Microjet Nozzle Characterization." Report 9500-920267, Bell Aerospace Corporation, December 31, 1972. 56. Moon, L. F. and Zelazn.y, S

  7. Static aeroelastic behavior of a subsonic plate wing

    NASA Astrophysics Data System (ADS)

    Berci, M.

    2017-07-01

    The static aeroelastic behavior of a subsonic plate wing is here described by semi-analytical means. Within a generalised modal formulation, any distribution of the plate's properties is allowed. Modified strip theory is employed for the aerodynamic modelling and a linear aeroelastic model is eventually derived. Numerical results are then shown for the plate's aeroelastic stability in terms of divergence speed, with respect to the most relevant aero-structural parameters.

  8. A comparison of the experimental subsonic pressure distributions about several bodies of revolution with pressure distributions computed by means of the linearized theory

    NASA Technical Reports Server (NTRS)

    Matthews, Clarence W

    1953-01-01

    An analysis is made of the effects of compressibility on the pressure coefficients about several bodies of revolution by comparing experimentally determined pressure coefficients with corresponding pressure coefficients calculated by the use of the linearized equations of compressible flow. The results show that the theoretical methods predict the subsonic pressure-coefficient changes over the central part of the body but do not predict the pressure-coefficient changes near the nose. Extrapolation of the linearized subsonic theory into the mixed subsonic-supersonic flow region fails to predict a rearward movement of the negative pressure-coefficient peak which occurs after the critical stream Mach number has been attained. Two equations developed from a consideration of the subsonic compressible flow about a prolate spheroid are shown to predict, approximately, the change with Mach number of the subsonic pressure coefficients for regular bodies of revolution of fineness ratio 6 or greater.

  9. Tabulated pressure measurements on a large subsonic transport model airplane with high bypass ratio, powered, fan jet engines

    NASA Technical Reports Server (NTRS)

    Flechner, S. G.; Patterson, J. C., Jr.

    1972-01-01

    An experimental wind-tunnel investigation to determine the aerodynamic interference and the jet-wake interference associated with the wing, pylon, and high-bypass-ratio, powered, fan-jet model engines has been conducted on a typical high-wing logistics transport airplane configuration. Pressures were measured on the wing and pylons and on the surfaces of the engine fan cowl, turbine cowl, and plug. Combinations of wing, pylons, engines, and flow-through nacelles were tested, and the pressure coefficients are presented in tabular form. Tests were conducted at Mach numbers from 0.700 to 0.825 and angles of attack from -2 to 4 deg.

  10. Design Sensitivity for a Subsonic Aircraft Predicted by Neural Network and Regression Models

    NASA Technical Reports Server (NTRS)

    Hopkins, Dale A.; Patnaik, Surya N.

    2005-01-01

    A preliminary methodology was obtained for the design optimization of a subsonic aircraft by coupling NASA Langley Research Center s Flight Optimization System (FLOPS) with NASA Glenn Research Center s design optimization testbed (COMETBOARDS with regression and neural network analysis approximators). The aircraft modeled can carry 200 passengers at a cruise speed of Mach 0.85 over a range of 2500 n mi and can operate on standard 6000-ft takeoff and landing runways. The design simulation was extended to evaluate the optimal airframe and engine parameters for the subsonic aircraft to operate on nonstandard runways. Regression and neural network approximators were used to examine aircraft operation on runways ranging in length from 4500 to 7500 ft.

  11. Study of methane fuel for subsonic transport aircraft

    NASA Technical Reports Server (NTRS)

    Carson, L. K.; Davis, G. W.; Versaw, E. F.; Cunnington, G. R., Jr.; Daniels, E. J.

    1980-01-01

    The cost and performance were defined for commercial transport using liquid methane including its fuel system and the ground facility complex required for the processing and storage of methane. A cost and performance comparison was made with Jet A and hydrogen powered aircraft of the same payload and range capability. Extensive design work was done on cryogenic fuel tanks, insulation systems as well as the fuel system itself. Three candidate fuel tank locations were evaluated, i.e., fuselage tanks, wing tanks or external pylon tanks.

  12. An Overview of NASA's Subsonic Research Aircraft Testbed (SCRAT)

    NASA Technical Reports Server (NTRS)

    Baumann, Ethan; Hernandez, Joe; Ruhf, John C.

    2013-01-01

    National Aeronautics and Space Administration Dryden Flight Research Center acquired a Gulfstream III (GIII) aircraft to serve as a testbed for aeronautics flight research experiments. The aircraft is referred to as SCRAT, which stands for SubsoniC Research Aircraft Testbed. The aircraft's mission is to perform aeronautics research; more specifically raising the Technology Readiness Level (TRL) of advanced technologies through flight demonstrations and gathering high-quality research data suitable for verifying the technologies, and validating design and analysis tools. The SCRAT has the ability to conduct a range of flight research experiments throughout a transport class aircraft's flight envelope. Experiments ranging from flight-testing of a new aircraft system or sensor to those requiring structural and aerodynamic modifications to the aircraft can be accomplished. The aircraft has been modified to include an instrumentation system and sensors necessary to conduct flight research experiments along with a telemetry capability. An instrumentation power distribution system was installed to accommodate the instrumentation system and future experiments. An engineering simulation of the SCRAT has been developed to aid in integrating research experiments. A series of baseline aircraft characterization flights has been flown that gathered flight data to aid in developing and integrating future research experiments. This paper describes the SCRAT's research systems and capabilities.

  13. Factors controlling large-wood transport in a mountain river

    NASA Astrophysics Data System (ADS)

    Ruiz-Villanueva, Virginia; Wyżga, Bartłomiej; Zawiejska, Joanna; Hajdukiewicz, Maciej; Stoffel, Markus

    2016-11-01

    As with bedload transport, wood transport in rivers is governed by several factors such as flow regime, geomorphic configuration of the channel and floodplain, or wood size and shape. Because large-wood tends to be transported during floods, safety and logistical constraints make field measurements difficult. As a result, direct observation and measurements of the conditions of wood transport are scarce. This lack of direct observations and the complexity of the processes involved in wood transport may result in an incomplete understanding of wood transport processes. Numerical modelling provides an alternative approach to addressing some of the unknowns in the dynamics of large-wood in rivers. The aim of this study is to improve the understanding of controls governing wood transport in mountain rivers, combining numerical modelling and direct field observations. By defining different scenarios, we illustrate relationships between the rate of wood transport and discharge, wood size, and river morphology. We test these relationships for a wide, multithread reach and a narrower, partially channelized single-thread reach of the Czarny Dunajec River in the Polish Carpathians. Results indicate that a wide range of quantitative information about wood transport can be obtained from a combination of numerical modelling and field observations and from document contrasting patterns of wood transport in single- and multithread river reaches. On the one hand, log diameter seems to have a greater importance for wood transport in the multithread channel because of shallower flow, lower flow velocity, and lower stream power. Hydrodynamic conditions in the single-thread channel allow transport of large-wood pieces, whereas in the multithread reach, logs with diameters similar to water depth are not being moved. On the other hand, log length also exerts strong control on wood transport, more so in the single-thread than in the multithread reach. In any case, wood transport strongly

  14. 12. SOUTHWEST VIEW OF BUILDING 25C (SUBSONIC AERODYNAMICS TEST FACILITY) ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    12. SOUTHWEST VIEW OF BUILDING 25C (SUBSONIC AERODYNAMICS TEST FACILITY) (1992). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

  15. Fully unsteady subsonic and supersonic potential aerodynamics for complex aircraft configurations for flutter applications

    NASA Technical Reports Server (NTRS)

    Tseng, K.; Morino, L.

    1975-01-01

    A general theory for study, oscillatory or fully unsteady potential compressible aerodynamics around complex configurations is presented. Using the finite-element method to discretize the space problem, one obtains a set of differential-delay equations in time relating the potential to its normal derivative which is expressed in terms of the generalized coordinates of the structure. For oscillatory flow, the motion consists of sinusoidal oscillations around a steady, subsonic or supersonic flow. For fully unsteady flow, the motion is assumed to consist of constant subsonic or supersonic speed for time t or = 0 and of small perturbations around the steady state for time t 0.

  16. Parametric study of a canard-configured transport using conceptual design optimization

    NASA Technical Reports Server (NTRS)

    Arbuckle, P. D.; Sliwa, S. M.

    1985-01-01

    Constrained-parameter optimization is used to perform optimal conceptual design of both canard and conventional configurations of a medium-range transport. A number of design constants and design constraints are systematically varied to compare the sensitivities of canard and conventional configurations to a variety of technology assumptions. Main-landing-gear location and canard surface high-lift performance are identified as critical design parameters for a statically stable, subsonic, canard-configured transport.

  17. A Ground-Based Research Vehicle for Base Drag Studies at Subsonic Speeds

    NASA Technical Reports Server (NTRS)

    Diebler, Corey; Smith, Mark

    2002-01-01

    A ground research vehicle (GRV) has been developed to study the base drag on large-scale vehicles at subsonic speeds. Existing models suggest that base drag is dependent upon vehicle forebody drag, and for certain configurations, the total drag of a vehicle can be reduced by increasing its forebody drag. Although these models work well for small projectile shapes, studies have shown that they do not provide accurate predictions when applied to large-scale vehicles. Experiments are underway at the NASA Dryden Flight Research Center to collect data at Reynolds numbers to a maximum of 3 x 10(exp 7), and to formulate a new model for predicting the base drag of trucks, buses, motor homes, reentry vehicles, and other large-scale vehicles. Preliminary tests have shown errors as great as 70 percent compared to Hoerner's two-dimensional base drag prediction. This report describes the GRV and its capabilities, details the studies currently underway at NASA Dryden, and presents preliminary results of both the effort to formulate a new base drag model and the investigation into a method of reducing total drag by manipulating forebody drag.

  18. 27. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    27. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH LABORATORY, BUILDING 25C, WHICH REPLACED THE 10-FOOT WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

  19. 26. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    26. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH LABORATORY, BUILDING 25C, WHICH REPLACED THE 10-FOOT WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

  20. 28. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH ...

    Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

    28. VIEW OF EXHAUST AND DEFLECTOR FOR SUBSONIC AERODYNAMICS RESEARCH LABORATORY, BUILDING 25C, WHICH REPLACED THE 10-FOOT WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

  1. Progress on a generalized coordinates tensor product finite element 3DPNS algorithm for subsonic

    NASA Technical Reports Server (NTRS)

    Baker, A. J.; Orzechowski, J. A.

    1983-01-01

    A generalized coordinates form of the penalty finite element algorithm for the 3-dimensional parabolic Navier-Stokes equations for turbulent subsonic flows was derived. This algorithm formulation requires only three distinct hypermatrices and is applicable using any boundary fitted coordinate transformation procedure. The tensor matrix product approximation to the Jacobian of the Newton linear algebra matrix statement was also derived. Tne Newton algorithm was restructured to replace large sparse matrix solution procedures with grid sweeping using alpha-block tridiagonal matrices, where alpha equals the number of dependent variables. Numerical experiments were conducted and the resultant data gives guidance on potentially preferred tensor product constructions for the penalty finite element 3DPNS algorithm.

  2. Extension of sonic anemometry to high subsonic Mach number flows

    NASA Astrophysics Data System (ADS)

    Otero, R.; Lowe, K. T.; Ng, W. F.

    2017-03-01

    In the literature, the application of sonic anemometry has been limited to low subsonic Mach number, near-incompressible flow conditions. To the best of the authors’ knowledge, this paper represents the first time a sonic anemometry approach has been used to characterize flow velocity beyond Mach 0.3. Using a high speed jet, flow velocity was measured using a modified sonic anemometry technique in flow conditions up to Mach 0.83. A numerical study was conducted to identify the effects of microphone placement on the accuracy of the measured velocity. Based on estimated error strictly due to uncertainty in time-of-acoustic flight, a random error of +/- 4 m s-1 was identified for the configuration used in this experiment. Comparison with measurements from a Pitot probe indicated a velocity RMS error of +/- 9 m s-1. The discrepancy in error is attributed to a systematic error which may be calibrated out in future work. Overall, the experimental results from this preliminary study support the use of acoustics for high subsonic flow characterization.

  3. Tropospheric transport differences between models using the same large-scale meteorological fields

    NASA Astrophysics Data System (ADS)

    Orbe, Clara; Waugh, Darryn W.; Yang, Huang; Lamarque, Jean-Francois; Tilmes, Simone; Kinnison, Douglas E.

    2017-01-01

    The transport of chemicals is a major uncertainty in the modeling of tropospheric composition. A common approach is to transport gases using the winds from meteorological analyses, either using them directly in a chemical transport model or by constraining the flow in a general circulation model. Here we compare the transport of idealized tracers in several different models that use the same meteorological fields taken from Modern-Era Retrospective analysis for Research and Applications (MERRA). We show that, even though the models use the same meteorological fields, there are substantial differences in their global-scale tropospheric transport related to large differences in parameterized convection between the simulations. Furthermore, we find that the transport differences between simulations constrained with the same-large scale flow are larger than differences between free-running simulations, which have differing large-scale flow but much more similar convective mass fluxes. Our results indicate that more attention needs to be paid to convective parameterizations in order to understand large-scale tropospheric transport in models, particularly in simulations constrained with analyzed winds.

  4. Modification of the Ames 40- by 80-foot wind tunnel for component acoustic testing for the second generation supersonic transport

    NASA Technical Reports Server (NTRS)

    Schmitz, F. H.; Allmen, J. R.; Soderman, P. T.

    1994-01-01

    The development of a large-scale anechoic test facility where large models of engine/airframe/high-lift systems can be tested for both improved noise reduction and minimum performance degradation is described. The facility development is part of the effort to investigate economically viable methods of reducing second generation high speed civil transport noise during takeoff and climb-out that is now under way in the United States. This new capability will be achieved through acoustic modifications of NASA's second largest subsonic wind tunnel: the 40-by 80-Foot Wind Tunnel at the NASA Ames Research Center. Three major items are addressed in the design of this large anechoic and quiet wind tunnel: a new deep (42 inch (107 cm)) test section liner, expansion of the wind tunnel drive operating envelope at low rpm to reduce background noise, and other promising methods of improving signal-to-noise levels of inflow microphones. Current testing plans supporting the U.S. high speed civil transport program are also outlined.

  5. Long range view of materials research for civil transport aircraft

    NASA Technical Reports Server (NTRS)

    Ardema, M. D.; Waters, M. H.

    1974-01-01

    The impact of various material technology advancements on the economics of civil transport aircraft is investigated. Benefits of advances in both airframe and engine materials are considered. Benefits are measured primarily by improvements in return on investment for an operator. Materials research and development programs which lead to the greatest benefits are assessed with regards to cost, risk, and commonality with other programs. Emphasis of the paper is on advanced technology subsonic/transonic transports (ATT type aircraft) since these are likely to be the next generation of commercial transports.

  6. Long range view of materials research for civil transport aircraft

    NASA Technical Reports Server (NTRS)

    Ardema, M. D.; Waters, M. H.

    1973-01-01

    The impact of various material technology advancements on the economics of civil transport aircraft is investigated. Benefits of advances in both airframe and engine materials are considered. Benefits are measured primarily by improvements in return on investment for an operator. Materials research and development programs which lead to the greatest benefits are assessed with regards to cost, risk, and commonality with other programs. Emphasis of the paper is on advanced technology subsonic/transonic transports (ATT type aircraft) since these are likely to be the next generation of commercial transports.

  7. Rectangular subsonic jet flow field measurements

    NASA Technical Reports Server (NTRS)

    Morrison, Gerald L.; Swan, David H.

    1989-01-01

    Flow field measurements are presented of 3 subsonic rectangular cold air jets. The 3 cases presented had aspect ratios of 1 x 2, 1 x 4 at a Mach number of 0.09 and an aspect ratio of 1 x 2 at a Mach number of 0.9. All measurements were made using a 3-D laser Doppler anemoneter system. The presented data includes the mean velocity vector, all Reynolds stress tensor components, turbulent kinetic energy and velocity correlation coefficients. The data is presented in tabular and graphical form. No analysis of the measured data or comparison to other published data is made. All tabular data are available in ASCII format on MS-DOS compatible disks.

  8. A NEW DENSITY VARIANCE-MACH NUMBER RELATION FOR SUBSONIC AND SUPERSONIC ISOTHERMAL TURBULENCE

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

    Konstandin, L.; Girichidis, P.; Federrath, C.

    The probability density function of the gas density in subsonic and supersonic, isothermal, driven turbulence is analyzed using a systematic set of hydrodynamical grid simulations with resolutions of up to 1024{sup 3} cells. We perform a series of numerical experiments with root-mean-square (rms) Mach number M ranging from the nearly incompressible, subsonic (M=0.1) to the highly compressible, supersonic (M=15) regime. We study the influence of two extreme cases for the driving mechanism by applying a purely solenoidal (divergence-free) and a purely compressive (curl-free) forcing field to drive the turbulence. We find that our measurements fit the linear relation between themore » rms Mach number and the standard deviation (std. dev.) of the density distribution in a wide range of Mach numbers, where the proportionality constant depends on the type of forcing. In addition, we propose a new linear relation between the std. dev. of the density distribution {sigma}{sub {rho}} and that of the velocity in compressible modes, i.e., the compressible component of the rms Mach number, M{sub comp}. In this relation the influence of the forcing is significantly reduced, suggesting a linear relation between {sigma}{sub {rho}} and M{sub comp}, independent of the forcing, and ranging from the subsonic to the supersonic regime.« less

  9. Noise shielding by a hot subsonic jet

    NASA Technical Reports Server (NTRS)

    Vijayaraghavan, A.; Parthasarathy, S. P.

    1981-01-01

    An analysis is conducted of the shielding of the noise emitted by a high speed round jet by a hot, subsonic, semicircular jet. A plane wave front in the primary jet is resolved into elementary plane waves which undergo multiple reflections at the jet boundaries of the primary and the shielding jets. The jet boundaries are idealized to be vortex sheets. The far field sound is evaluated asymptotically by a superposition of the waves that penetrate the shielding jet. The angular directivities are plotted for several values of jet temperature and velocity to examine the effectiveness of shielding by the semicircular jet layer.

  10. Subsonic Jet Noise from Non-Axisymmetric and Tabbed Nozzles

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.; Tam, Christopher K. W.

    1999-01-01

    Subsonic jet noise from non-axisymmetric and tabbed nozzles are investigated experimentally and theoretically. It is shown that the noise spectra of these jets are in good agreement with the similarity spectra found empirically earlier by Tam, Golebiowski and Seiner through a detailed analysis of supersonic jet noise data. Further, the radiated noise fields of the jets under study, including elliptic and large aspect ratio rectangular jets, are found to be quite axisymmetric and are practically the same as that of a circular jet with the same exit area. These experimental results strongly suggest that nozzle geometry modification into elliptic or rectangular shapes is not an effective method for jet noise suppression. A lobed nozzle, on the other hand, is found to significantly impact the noise field. Noise from large scale turbulent structures, radiating principally in the downstream direction, is effectively suppressed. Tabs also impact the noise field, primarily by shifting the spectral peak to a higher frequency. A jetlets model is developed to provide a basic understanding of the noise from tabbed jets. The model predicts that the noise spectrum from a jet with N tabs (N > 2) can be obtained from that of the original jet (no tab) by a simple frequency shift. The shifted frequency is obtained by multiplying the original frequency by N(sup 1/2). This result is in fairly good agreement with experimental data.

  11. On an acoustic field generated by subsonic jet at low Reynolds numbers

    NASA Technical Reports Server (NTRS)

    Yamamoto, K.; Arndt, R. E. A.

    1978-01-01

    An acoustic field generated by subsonic jets at low Reynolds numbers was investigated. This work is motivated by the need to increase the fundamental understanding of the jet noise generation mechanism which is essential to the development of further advanced techniques of noise suppression. The scope of this study consists of two major investigation. One is a study of large scale coherent structure in the jet turbulence, and the other is a study of the Reynolds number dependence of jet noise. With this in mind, extensive flow and acoustic measurements in low Reynolds number turbulent jets (8,930 less than or equal to M less than or equal to 220,000) were undertaken using miniature nozzles of the same configuration but different diameters at various exist Mach numbers (0.2 less than or equal to M less than or equal to 0.9).

  12. Subsonic annular wing theory with application to flow about nacelles

    NASA Technical Reports Server (NTRS)

    Mann, M. J.

    1974-01-01

    A method has recently been developed for calculating the flow over a subsonic nacelle at zero angle of attack. The method makes use of annular wing theory and boundary-layer theory and has shown good agreement with both experimental data and more complex theoretical solutions. The method permits variation of the mass flow by changing the size of a center body.

  13. Suction and Blowing Flow Control on Airfoil for Drag Reduction in Subsonic Flow

    NASA Astrophysics Data System (ADS)

    Baljit, S. S.; Saad, M. R.; Nasib, A. Z.; Sani, A.; Rahman, M. R. A.; Idris, A. C.

    2017-10-01

    Lift force is produced from a pressure difference between the pressures acting in upper and lower surfaces. Therefore, flow becomes detached from the surface of the airfoil at separation point and form vortices. These vortices affect the aerodynamic performance of the airfoil in term of lift and drag coefficient. Therefore, this study is investigating the effect of suction and jet blowing in boundary layer separation control on NACA 0012 airfoil in a subsonic wind tunnel. The experiment examined both methods at the position of 25% of the chord-length of the airfoil at Reynolds number 1.2 × 105. The findings show that suction and jet blowing affect the aerodynamic performance of NACA 0012 airfoil and can be an effective means for boundary layer separation control in subsonic flow.

  14. Generalization of the subsonic kernel function in the s-plane, with applications to flutter analysis

    NASA Technical Reports Server (NTRS)

    Cunningham, H. J.; Desmarais, R. N.

    1984-01-01

    A generalized subsonic unsteady aerodynamic kernel function, valid for both growing and decaying oscillatory motions, is developed and applied in a modified flutter analysis computer program to solve the boundaries of constant damping ratio as well as the flutter boundary. Rates of change of damping ratios with respect to dynamic pressure near flutter are substantially lower from the generalized-kernel-function calculations than from the conventional velocity-damping (V-g) calculation. A rational function approximation for aerodynamic forces used in control theory for s-plane analysis gave rather good agreement with kernel-function results, except for strongly damped motion at combinations of high (subsonic) Mach number and reduced frequency.

  15. Proposal and preliminary design for a high speed civil transport aircraft. Swift: A high speed civil transport for the year 2000

    NASA Technical Reports Server (NTRS)

    Banuelos, Aerobel; Caballero, Maria L.; Fields, Richard S., Jr.; Ledesma, Martha E.; Murakami, Lynne A.; Reyes, Joe T.; Westra, Bryan W.

    1992-01-01

    To meet the needs of the growing passenger traffic market in light of an aging subsonic fleet, a new breed of aircraft must be developed. The Swift is an aircraft that will economically meet these needs by the year 2000. Swift is a 246 passenger, Mach 2.5, luxury airliner. It has been designed to provide the benefit of comfortable, high speed transportation in a safe manner with minimal environmental impact. This report will discuss the features of the Swift aircraft and establish a solid, foundation for this supersonic transport of tomorrow.

  16. Refined methods of aeroelastic analysis and optimization. [swept wings, propeller theory, and subsonic flutter

    NASA Technical Reports Server (NTRS)

    Ashley, H.

    1984-01-01

    Graduate research activity in the following areas is reported: the divergence of laminated composite lifting surfaces, subsonic propeller theory and aeroelastic analysis, and cross sectional resonances in wind tunnels.

  17. An Overview of NASA's SubsoniC Research Aircraft Testbed (SCRAT)

    NASA Technical Reports Server (NTRS)

    Baumann, Ethan; Hernandez, Joe; Ruhf, John

    2013-01-01

    National Aeronautics and Space Administration Dryden Flight Research Center acquired a Gulfstream III (GIII) aircraft to serve as a testbed for aeronautics flight research experiments. The aircraft is referred to as SCRAT, which stands for SubsoniC Research Aircraft Testbed. The aircraft’s mission is to perform aeronautics research; more specifically raising the Technology Readiness Level (TRL) of advanced technologies through flight demonstrations and gathering high-quality research data suitable for verifying the technologies, and validating design and analysis tools. The SCRAT has the ability to conduct a range of flight research experiments throughout a transport class aircraft’s flight envelope. Experiments ranging from flight-testing of a new aircraft system or sensor to those requiring structural and aerodynamic modifications to the aircraft can be accomplished. The aircraft has been modified to include an instrumentation system and sensors necessary to conduct flight research experiments along with a telemetry capability. An instrumentation power distribution system was installed to accommodate the instrumentation system and future experiments. An engineering simulation of the SCRAT has been developed to aid in integrating research experiments. A series of baseline aircraft characterization flights has been flown that gathered flight data to aid in developing and integrating future research experiments. This paper describes the SCRAT’s research systems and capabilities

  18. Unique Systems Analysis Task 7, Advanced Subsonic Technologies Evaluation Analysis

    NASA Technical Reports Server (NTRS)

    Eisenberg, Joseph D. (Technical Monitor); Bettner, J. L.; Stratton, S.

    2004-01-01

    To retain a preeminent U.S. position in the aircraft industry, aircraft passenger mile costs must be reduced while at the same time, meeting anticipated more stringent environmental regulations. A significant portion of these improvements will come from the propulsion system. A technology evaluation and system analysis was accomplished under this task, including areas such as aerodynamics and materials and improved methods for obtaining low noise and emissions. Previous subsonic evaluation analyses have identified key technologies in selected components for propulsion systems for year 2015 and beyond. Based on the current economic and competitive environment, it is clear that studies with nearer turn focus that have a direct impact on the propulsion industry s next generation product are required. This study will emphasize the year 2005 entry into service time period. The objective of this study was to determine which technologies and materials offer the greatest opportunities for improving propulsion systems. The goals are twofold. The first goal is to determine an acceptable compromise between the thermodynamic operating conditions for A) best performance, and B) acceptable noise and chemical emissions. The second goal is the evaluation of performance, weight and cost of advanced materials and concepts on the direct operating cost of an advanced regional transport of comparable technology level.

  19. Introduction to the SONEX (Subsonic Assessment Ozone and Nitrogen Oxides Experiment) and POLINAT-2 (Pollution from Aircraft Emissions in the North Atlantic Flight Corridor) Special Issue

    NASA Technical Reports Server (NTRS)

    Thompson, Anne M.; Singh, Hanwant B.; Schlager, Hans; Einaudi, Franco (Technical Monitor)

    2000-01-01

    Emissions of atmospheric species from the engines of subsonic aircraft at cruise altitude (roughly, above seven kilometers) are of concern to scientists, the aviation industry and policymakers for two reasons. First, water vapor, soot and sulfur oxides, and related heterogeneous processes, may modify clouds and aerosols enough to perturb radiative forcing in the UT/LS (upper troposphere/lower stratosphere). A discussion of these phenomena appears in Chapter 3 of the IPCC Aviation Assessment (1999). An airborne campaign conducted to evaluate aviation effects on contrail, cirrus and cloud formation, is described in Geophysical Research Letters. The second concern arises from subsonic aircraft emissions of nitrogen oxides (NO + NO2 = NO(sub x)), CO, and hydrocarbons. These species may add to the background mixture of photochemically reactive species that form ozone. In the UT/LS, ozone is a highly effective greenhouse gas. The impacts of subsonic aircraft emissions on tropospheric NO(sub x) and ozone budgets have been studied with models that focus on UT chemistry [e.g. see discussions of individual models in Brasseur et al., 1998; Friedl et al., 1997; IPCC, 1999]. Depending on the model used, projected increases in the global subsonic aircraft fleet from 1992 to 2015 will lead to a 50-100 pptv increase in UT/LS NO. at 12 km (compared to 50-150 pptv background) in northern hemisphere midlatitudes. The corresponding 12-km ozone increase is 7-11 ppbv, or 5-10% (Chapter 4 in IPCC, 1999). Two major sources of uncertainties in model estimates of aviation effects are: (1) the often limited degree to which global models - the scale required to evaluate aircraft emissions - realistically simulate atmospheric transport and other physical processes; (2) limited UT/LS observations of trace gases with which to evaluate model performance. In response to the latter deficiency, a number of airborne campaigns aimed at elucidating the effect of aircraft on atmospheric nitrogen oxides

  20. 14 CFR 135.385 - Large transport category airplanes: Turbine engine powered: Landing limitations: Destination...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ....385 Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered large transport category airplane may take off... this section, no person operating a turbine engine powered large transport category airplane may take...

  1. 14 CFR 135.385 - Large transport category airplanes: Turbine engine powered: Landing limitations: Destination...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ....385 Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered large transport category airplane may take off... this section, no person operating a turbine engine powered large transport category airplane may take...

  2. High-lift flow-physics flight experiments on a subsonic civil transport aircraft (B737-100)

    NASA Technical Reports Server (NTRS)

    Vandam, Cornelis P.

    1994-01-01

    As part of the subsonic transport high-lift program, flight experiments are being conducted using NASA Langley's B737-100 to measure the flow characteristics of the multi-element high-lift system at full-scale high-Reynolds-number conditions. The instrumentation consists of hot-film anemometers to measure boundary-layer states, an infra-red camera to detect transition from laminar to turbulent flow, Preston tubes to measure wall shear stress, boundary-layer rakes to measure off-surface velocity profiles, and pressure orifices to measure surface pressure distributions. The initial phase of this research project was recently concluded with two flights on July 14. This phase consisted of a total of twenty flights over a period of about ten weeks. In the coming months the data obtained in this initial set of flight experiments will be analyzed and the results will be used to finalize the instrumentation layout for the next set of flight experiments scheduled for Winter and Spring of 1995. The main goal of these upcoming flights will be: (1) to measure more detailed surface pressure distributions across the wing for a range of flight conditions and flap settings; (2) to visualize the surface flows across the multi-element wing at high-lift conditions using fluorescent mini tufts; and (3) to measure in more detail the changes in boundary-layer state on the various flap elements as a result of changes in flight condition and flap deflection. These flight measured results are being correlated with experimental data measured in ground-based facilities as well as with computational data calculated with methods based on the Navier-Stokes equations or a reduced set of these equations. Also these results provide insight into the extent of laminar flow that exists on actual multi-element lifting surfaces at full-scale high-life conditions. Preliminary results indicate that depending on the deflection angle, the slat and flap elements have significant regions of laminar flow over

  3. Transport induced by large scale convective structures in a dipole-confined plasma.

    PubMed

    Grierson, B A; Mauel, M E; Worstell, M W; Klassen, M

    2010-11-12

    Convective structures characterized by E×B motion are observed in a dipole-confined plasma. Particle transport rates are calculated from density dynamics obtained from multipoint measurements and the reconstructed electrostatic potential. The calculated transport rates determined from the large-scale dynamics and local probe measurements agree in magnitude, show intermittency, and indicate that the particle transport is dominated by large-scale convective structures.

  4. The Role of Turbulence in Chemical and Dynamical Processes in the Near-Field Wake of Subsonic Aircraft

    NASA Technical Reports Server (NTRS)

    Lewellen, D. C.; Lewellen, W. Steve

    2002-01-01

    During this grant, covering the period from September 1998 to December 2001, we continued the investigation of the role of turbulent mixing in the wake of subsonic aircraft initiated in 1994 for NASA's Atmospheric Effects of Aviation Project. The goal of the research has been to provide sufficient understanding and quantitative analytical capability to assess the dynamical, chemical, and microphysical interactions in the near-field wake that have the greatest potential to influence the global atmospheric impact of the projected fleet of subsonic aircraft. Through large-eddy simulations we have shown that turbulence in the early wake dynamics can have a strong effect on both the ice microphysics of contrail evolution and on wake chemistry. The wake vortex dynamics are the primary determinant of the vertical extent of the contrail; this together with the local wind shear largely determines the horizontal extent. The fraction of the initial ice crystals surviving the wake vortex dynamics, their spatial distribution, and the ice mass distribution are all sensitive to the aircraft type, assumed initial ice crystal number, and ambient humidity and turbulence conditions. Our model indicates that there is a significant range of conditions for which a smaller aircraft such as a B737 produces as significant a persistent contrail as a larger aircraft such as a B747, even though the latter consumes almost five times as much fuel. Large-eddy simulations of the near wake of a B757 provided a fine-grained chemical-dynamical representation of simplified NOx - HOx chemistry in wakes of ages from a few seconds to several minutes. By sampling the simulated data in a manner similar to that of in situ aircraft measurements it was possible to provide a likely explanation for a puzzle uncovered in the 1996 SUCCESS flight measurements of OH and HO2 The results illustrate the importance of considering fluid dynamics effects in interpreting chemistry results when mixing rates and species

  5. Subsonic Glideback Rocket Demonstrator Flight Testing

    NASA Technical Reports Server (NTRS)

    DeTurris, Dianne J.; Foster, Trevor J.; Barthel, Paul E.; Macy, Daniel J.; Droney, Christopher K.; Talay, Theodore A. (Technical Monitor)

    2001-01-01

    For the past two years, Cal Poly's rocket program has been aggressively exploring the concept of remotely controlled, fixed wing, flyable rocket boosters. This program, embodied by a group of student engineers known as Cal Poly Space Systems, has successfully demonstrated the idea of a rocket design that incorporates a vertical launch pattern followed by a horizontal return flight and landing. Though the design is meant for supersonic flight, CPSS demonstrators are deployed at a subsonic speed. Many steps have been taken by the club that allowed the evolution of the StarBooster prototype to reach its current size: a ten-foot tall, one-foot diameter, composite material rocket. Progress is currently being made that involves multiple boosters along with a second stage, third rocket.

  6. 14 CFR 135.385 - Large transport category airplanes: Turbine engine powered: Landing limitations: Destination...

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine....385 Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered large transport category airplane may take off...

  7. 14 CFR 135.385 - Large transport category airplanes: Turbine engine powered: Landing limitations: Destination...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine....385 Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered large transport category airplane may take off...

  8. 14 CFR 135.385 - Large transport category airplanes: Turbine engine powered: Landing limitations: Destination...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine....385 Large transport category airplanes: Turbine engine powered: Landing limitations: Destination airports. (a) No person operating a turbine engine powered large transport category airplane may take off...

  9. 14 CFR 91.1037 - Large transport category airplanes: Turbine engine powered; Limitations; Destination and...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ....1037 Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports. (a) No program manager or any other person may permit a turbine engine powered large transport... and terrain. (c) A program manager or other person flying a turbine engine powered large transport...

  10. 14 CFR 91.1037 - Large transport category airplanes: Turbine engine powered; Limitations; Destination and...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ....1037 Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports. (a) No program manager or any other person may permit a turbine engine powered large transport... and terrain. (c) A program manager or other person flying a turbine engine powered large transport...

  11. Subsonic tests of an all-flush-pressure-orifice air data system

    NASA Technical Reports Server (NTRS)

    Larson, T. J.; Siemers, P. M., III

    1981-01-01

    The use of an all-flush-pressure-orifice array as a subsonic air data system was evaluated in flight and wind tunnel tests. Two orifice configurations were investigated. Both used orifices arranged in a cruciform pattern on the airplane nose. One configuration also used orifices on the sides of the fuselage for a source of static pressure. The all-nose-orifice configuration was similar to the shuttle entry air data system (SEADS). The flight data were obtained with a KC-135A airplane. The wind tunnel data were acquired with a 0.035-scale model of the KC-135A airplane. With proper calibration, several orifices on the vertical centerline of the vehicle's nose were found to be satisfactory for the determination of total pressure and angle of attack. Angle of sideslip could be accurately determined from pressure measurements made on the horizontal centerline of the aircraft. Orifice pairs were also found that provided pressure ratio relationships suitable for the determination of Mach number. The accuracy that can be expected for the air data determined with SEADS during subsonic orbiter flight is indicated.

  12. Essentials for sustainable urban transport in Brazil's large metropolitan areas.

    DOT National Transportation Integrated Search

    1996-08-01

    This paper describes four main pillars for sound development and long-term sustainability of the urban transport sector in large metropolitan areas, and suggests how they can be introduced. These pillars are: a) a Regional Transport Coordination Comm...

  13. 14 CFR 91.1037 - Large transport category airplanes: Turbine engine powered; Limitations; Destination and...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 2 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine....1037 Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports. (a) No program manager or any other person may permit a turbine engine powered large transport...

  14. 14 CFR 91.1037 - Large transport category airplanes: Turbine engine powered; Limitations; Destination and...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 2 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine....1037 Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports. (a) No program manager or any other person may permit a turbine engine powered large transport...

  15. 14 CFR 91.1037 - Large transport category airplanes: Turbine engine powered; Limitations; Destination and...

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 2 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine....1037 Large transport category airplanes: Turbine engine powered; Limitations; Destination and alternate airports. (a) No program manager or any other person may permit a turbine engine powered large transport...

  16. Method of Making a Composite Panel Having Subsonic Transverse Wave Speed Characteristics

    NASA Technical Reports Server (NTRS)

    Palumbo, Daniel L. (Inventor); Klos, Jacob (Inventor)

    2012-01-01

    A method of making a composite panel having subsonic transverse wave speed characteristics which has first and second sheets sandwiching a core with at least one of the sheets being attached to the core at first regions thereof and unattached to the core at second regions thereof.

  17. Supersonic, subsonic and stationary filaments in the plasma focus

    NASA Astrophysics Data System (ADS)

    Nikulin, V. Ya; Startsev, S. A.; Tsybenko, S. P.

    2017-10-01

    Filaments in the plasma focus were investigated using a model of plasma with the London current. These structures involve a forward current that flows along the surface of a tangential discontinuity and reverse induction currents in the surrounding plasma, including those that flow over the surface of discontinuity, where the magnetic field reverses its direction. Supersonic filaments demonstrated the capture of plasma by the London current, and in subsonic and stationary filaments, the London current expelled the plasma.

  18. Engine Seal Technology Requirements to Meet NASA's Advanced Subsonic Technology Program Goals

    NASA Technical Reports Server (NTRS)

    Steinetz, Bruce M.; Hendricks, Robert C.

    1994-01-01

    Cycle studies have shown the benefits of increasing engine pressure ratios and cycle temperatures to decrease engine weight and improve performance of commercial turbine engines. NASA is working with industry to define technology requirements of advanced engines and engine technology to meet the goals of NASA's Advanced Subsonic Technology Initiative. As engine operating conditions become more severe and customers demand lower operating costs, NASA and engine manufacturers are investigating methods of improving engine efficiency and reducing operating costs. A number of new technologies are being examined that will allow next generation engines to operate at higher pressures and temperatures. Improving seal performance - reducing leakage and increasing service life while operating under more demanding conditions - will play an important role in meeting overall program goals of reducing specific fuel consumption and ultimately reducing direct operating costs. This paper provides an overview of the Advanced Subsonic Technology program goals, discusses the motivation for advanced seal development, and highlights seal technology requirements to meet future engine performance goals.

  19. Aviation safety and automation technology for subsonic transports

    NASA Technical Reports Server (NTRS)

    Albers, James A.

    1991-01-01

    Discussed here are aviation safety human factors and air traffic control (ATC) automation research conducted at the NASA Ames Research Center. Research results are given in the areas of flight deck and ATC automations, displays and warning systems, crew coordination, and crew fatigue and jet lag. Accident investigation and an incident reporting system that is used to guide the human factors research is discussed. A design philosophy for human-centered automation is given, along with an evaluation of automation on advanced technology transports. Intelligent error tolerant systems such as electronic checklists are discussed along with design guidelines for reducing procedure errors. The data on evaluation of Crew Resource Management (CRM) training indicates highly significant positive changes in appropriate flight deck behavior and more effective use of available resources for crew members receiving the training.

  20. Pressure Distributions About Finite Wedges in Bounded and Unbounded Subsonic Streams

    NASA Technical Reports Server (NTRS)

    Donoughe, Patrick L; Prasse, Ernst I

    1953-01-01

    An analytical investigation of incompressible flow about wedges was made to determine effects of tunnel-wedge ratio and wedge angle on the wedge pressure distributions. The region of applicability of infinite wedge-type velocity distribution was examined for finite wedges. Theoretical and experimental pressure coefficients for various tunnel-wedge ratios, wedge angles, and subsonic Mach numbers were compared.

  1. Steady/unsteady aerodynamic analysis of wings at subsonic, sonic and supersonic Mach numbers using a 3D panel method

    NASA Astrophysics Data System (ADS)

    Cho, Jeonghyun; Han, Cheolheui; Cho, Leesang; Cho, Jinsoo

    2003-08-01

    This paper treats the kernel function of an integral equation that relates a known or prescribed upwash distribution to an unknown lift distribution for a finite wing. The pressure kernel functions of the singular integral equation are summarized for all speed range in the Laplace transform domain. The sonic kernel function has been reduced to a form, which can be conveniently evaluated as a finite limit from both the subsonic and supersonic sides when the Mach number tends to one. Several examples are solved including rectangular wings, swept wings, a supersonic transport wing and a harmonically oscillating wing. Present results are given with other numerical data, showing continuous results through the unit Mach number. Computed results are in good agreement with other numerical results.

  2. The evolution of the high-speed civil transport

    NASA Technical Reports Server (NTRS)

    Spearman, M. Leroy

    1994-01-01

    Current research directed toward the technology requirements for a high-speed civil transport (HSCT) airplane is an outgrowth of many years of activity related to air transportation. The purpose was to review some of the events that provided the background upon which current research programs are built. The review will include the subsonic era of transport aircraft and some events of the supersonic era that are related to the development of commercial supersonic transport aircraft. These events include the early NASA in-house studies and industry evaluations, the U.S. Supersonic Transport (SST) Program, the follow-on NASA supersonic cruise research programs, and the issuance of the National Aeronautical Research and Development (R&D) goals. Observations are made concerning some of the factors, both technical and nontechnical, that have had an impact on HSCT studies.

  3. Sediment transport in the presence of large reef bottom roughness

    USGS Publications Warehouse

    Pomeroy, Andrew; Lowe, Ryan J.; Ghisalberti, Marco; Storlazzi, Curt; Symonds, Graham; Roelvink, Dano

    2017-01-01

    The presence of large bottom roughness, such as that formed by benthic organisms on coral reef flats, has important implications for the size, concentration, and transport of suspended sediment in coastal environments. A 3 week field study was conducted in approximately 1.5 m water depth on the reef flat at Ningaloo Reef, Western Australia, to quantify the cross-reef hydrodynamics and suspended sediment dynamics over the large bottom roughness (∼20–40 cm) at the site. A logarithmic mean current profile consistently developed above the height of the roughness; however, the flow was substantially reduced below the height of the roughness (canopy region). Shear velocities inferred from the logarithmic profile and Reynolds stresses measured at the top of the roughness, which are traditionally used in predictive sediment transport formulations, were similar but much larger than that required to suspend the relatively coarse sediment present at the bed. Importantly, these stresses did not represent the stresses imparted on the sediment measured in suspension and are therefore not relevant to the description of suspended sediment transport in systems with large bottom roughness. Estimates of the bed shear stresses that accounted for the reduced near-bed flow in the presence of large roughness vastly improved the relationship between the predicted and observed grain sizes that were in suspension. Thus, the impact of roughness, not only on the overlying flow but also on bed stresses, must be accounted for to accurately estimate suspended sediment transport in regions with large bottom roughness, a common feature of many shallow coastal ecosystems.

  4. Subsonic Jet Noise from Non-Axisymmetric and Tabbed Nozzles

    NASA Technical Reports Server (NTRS)

    Tam, Christopher K. W.; Zaman, K. B. M. Q.

    1999-01-01

    Subsonic jet noise from non-axisymmetric and tabbed nozzles are investigated experimentally and theoretically. It is shown that the noise spectra of these jets are in good agreement with the similarity spectra found empirically earlier by Tam, Golebiowski and Seiner through a detailed analysis of supersonic jet noise data. Further, the radiated noise fields of the jets under study, including elliptic and large aspect ratio rectangular jets, are found to be quite axisymmetric and are practically the same as that of a circular jet with the same exit area. These experimental results strongly suggest that nozzle geometry modification into elliptic or rectangular shapes is not an effective method for jet noise suppression. A lobed nozzle, on the other hand, is found to significantly impact the noise field. Noise from large scale turbulent structures, radiating principally in the downstream direction, is effectively suppressed. Tabs also impact the noise field, primarily by shifting the spectral peak to a higher frequency. A jetlets model is developed to provide a basic understanding of the noise from tabbed jets. The model predicts that the noise spectrum from a jet with N tabs (N greater than or equal to 2) can be obtained from that of the original jet (no tab) by a simple frequency shift. The shifted frequency is obtained by multiplying the original frequency by N(exp 1/2). This result is in fairly good agreement with experimental data.

  5. Large-scale tropospheric transport in the Chemistry-Climate Model Initiative (CCMI) simulations

    NASA Astrophysics Data System (ADS)

    Orbe, Clara; Yang, Huang; Waugh, Darryn W.; Zeng, Guang; Morgenstern, Olaf; Kinnison, Douglas E.; Lamarque, Jean-Francois; Tilmes, Simone; Plummer, David A.; Scinocca, John F.; Josse, Beatrice; Marecal, Virginie; Jöckel, Patrick; Oman, Luke D.; Strahan, Susan E.; Deushi, Makoto; Tanaka, Taichu Y.; Yoshida, Kohei; Akiyoshi, Hideharu; Yamashita, Yousuke; Stenke, Andreas; Revell, Laura; Sukhodolov, Timofei; Rozanov, Eugene; Pitari, Giovanni; Visioni, Daniele; Stone, Kane A.; Schofield, Robyn; Banerjee, Antara

    2018-05-01

    Understanding and modeling the large-scale transport of trace gases and aerosols is important for interpreting past (and projecting future) changes in atmospheric composition. Here we show that there are large differences in the global-scale atmospheric transport properties among the models participating in the IGAC SPARC Chemistry-Climate Model Initiative (CCMI). Specifically, we find up to 40 % differences in the transport timescales connecting the Northern Hemisphere (NH) midlatitude surface to the Arctic and to Southern Hemisphere high latitudes, where the mean age ranges between 1.7 and 2.6 years. We show that these differences are related to large differences in vertical transport among the simulations, in particular to differences in parameterized convection over the oceans. While stronger convection over NH midlatitudes is associated with slower transport to the Arctic, stronger convection in the tropics and subtropics is associated with faster interhemispheric transport. We also show that the differences among simulations constrained with fields derived from the same reanalysis products are as large as (and in some cases larger than) the differences among free-running simulations, most likely due to larger differences in parameterized convection. Our results indicate that care must be taken when using simulations constrained with analyzed winds to interpret the influence of meteorology on tropospheric composition.

  6. On the theory of oscillating airfoils of finite span in subsonic compressible flow

    NASA Technical Reports Server (NTRS)

    Reissner, Eric

    1950-01-01

    The problem of oscillating lifting surface of finite span in subsonic compressible flow is reduced to an integral equation. The kernel of the integral equation is approximated by a simpler expression, on the basis of the assumption of sufficiently large aspect ratio. With this approximation the double integral occurring in the formulation of the problem is reduced to two single integrals, one of which is taken over the chord and the other over the span of the lifting surface. On the basis of this reduction the three-dimensional problem appears separated into two two-dimensional problems, one of them being effectively the problem of two-dimensional flow and the other being the problem of spanwise circulation distribution. Earlier results concerning the oscillating lifting surface of finite span in incompressible flow are contained in the present more general results.

  7. Development of a large-scale transportation optimization course.

    DOT National Transportation Integrated Search

    2011-11-01

    "In this project, a course was developed to introduce transportation and logistics applications of large-scale optimization to graduate students. This report details what : similar courses exist in other universities, and the methodology used to gath...

  8. A study to determine methods of improving the subsonic performance of a proposed Personnel Launch System (PLS) concept

    NASA Technical Reports Server (NTRS)

    Spencer, Bernard, Jr.; Fox, Charles H.; Huffman, Jarrett K.

    1995-01-01

    An investigation has been conducted in the Langley 7- by 10-Foot High Speed Wind Tunnel to determine the longitudinal and lateral directional aerodynamic characteristics of a series of personnel launch system concepts. This series of configurations evolved during an effort to improve the subsonic characteristics of a proposed lifting entry vehicle (designated the HL-20). The primary purpose of the overall investigation was to provide a vehicle concept which was inherently stable and trimable from entry to landing while examining methods of improving subsonic aerodynamic performance.

  9. Efficient solutions to the Euler equations for supersonic flow with embedded subsonic regions

    NASA Technical Reports Server (NTRS)

    Walters, Robert W.; Dwoyer, Douglas L.

    1987-01-01

    A line Gauss-Seidel (LGS) relaxation algorithm in conjunction with a one-parameter family of upwind discretizations of the Euler equations in two dimensions is described. Convergence of the basic algorithm to the steady state is quadratic for fully supersonic flows and is linear for other flows. This is in contrast to the block alternating direction implicit methods (either central or upwind differenced) and the upwind biased relaxation schemes, all of which converge linearly, independent of the flow regime. Moreover, the algorithm presented herein is easily coupled with methods to detect regions of subsonic flow embedded in supersonic flow. This allows marching by lines in the supersonic regions, converging each line quadratically, and iterating in the subsonic regions, and yields a very efficient iteration strategy. Numerical results are presented for two-dimensional supersonic and transonic flows containing oblique and normal shock waves which confirm the efficiency of the iteration strategy.

  10. Onset of cavity deformation upon subsonic motion of a projectile in a fluid complex plasma.

    PubMed

    Zhukhovitskii, D I; Ivlev, A V; Fortov, V E; Morfill, G E

    2013-06-01

    We study the deformation of a cavity around a large projectile moving with subsonic velocity in the cloud of small dust particles. To solve this problem, we employ the Navier-Stokes equation for a compressible fluid with due regard for friction between dust particles and atoms of neutral gas. The solution shows that due to friction, the pressure of a dust cloud at the surface of a cavity around the projectile can become negative, which entails the emergence of a considerable asymmetry of the cavity, i.e., the cavity deformation. Corresponding threshold velocity is calculated, which is found to decrease with increasing cavity size. Measurement of such velocity makes it possible to estimate the static pressure inside the dust cloud.

  11. Consideration of Fuel Requirements for Supersonic Transport Operation

    NASA Technical Reports Server (NTRS)

    Stickle, Joseph W.

    1965-01-01

    An analysis of the interaction of operational environment and aircraft characteristics of the supersonic transport (SST) in the areas of design-range and reserve-fuel requirements has been made. Design-range requirements are considered in relation to the effects of wind, temperature, flight-level assignment, and payload variation. An approach toward combining en route and holding reserve requirements while maintaining protection equivalent to that provided subsonic jet transport operations by the present civil air regulation en route plus holding reserves is given. This approach results in a savings in reserve fuel over that required by separate requirements.

  12. Mitigation of wind tunnel wall interactions in subsonic cavity flows

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

    Wagner, Justin L.; Casper, Katya Marie; Beresh, Steven J.

    In this study, the flow over an open aircraft bay is often represented in a wind tunnel with a cavity. In flight, this flow is unconfined, though in experiments, the cavity is surrounded by wind tunnel walls. If untreated, wind tunnel wall effects can lead to significant distortions of cavity acoustics in subsonic flows. To understand and mitigate these cavity–tunnel interactions, a parametric approach was taken for flow over an L/D = 7 cavity at Mach numbers 0.6–0.8. With solid tunnel walls, a dominant cavity tone was observed, likely due to an interaction with a tunnel duct mode. Furthermore, anmore » acoustic liner opposite the cavity decreased the amplitude of the dominant mode and its harmonics, a result observed by previous researchers. Acoustic dampeners were also placed in the tunnel sidewalls, which further decreased the dominant mode amplitudes and peak amplitudes associated with nonlinear interactions between cavity modes. This then indicates that cavity resonance can be altered by tunnel sidewalls and that spanwise coupling should be addressed when conducting subsonic cavity experiments. Though mechanisms for dominant modes and nonlinear interactions likely exist in unconfined cavity flows, these effects can be amplified by the wind tunnel walls.« less

  13. Mitigation of wind tunnel wall interactions in subsonic cavity flows

    DOE PAGES

    Wagner, Justin L.; Casper, Katya Marie; Beresh, Steven J.; ...

    2015-03-06

    In this study, the flow over an open aircraft bay is often represented in a wind tunnel with a cavity. In flight, this flow is unconfined, though in experiments, the cavity is surrounded by wind tunnel walls. If untreated, wind tunnel wall effects can lead to significant distortions of cavity acoustics in subsonic flows. To understand and mitigate these cavity–tunnel interactions, a parametric approach was taken for flow over an L/D = 7 cavity at Mach numbers 0.6–0.8. With solid tunnel walls, a dominant cavity tone was observed, likely due to an interaction with a tunnel duct mode. Furthermore, anmore » acoustic liner opposite the cavity decreased the amplitude of the dominant mode and its harmonics, a result observed by previous researchers. Acoustic dampeners were also placed in the tunnel sidewalls, which further decreased the dominant mode amplitudes and peak amplitudes associated with nonlinear interactions between cavity modes. This then indicates that cavity resonance can be altered by tunnel sidewalls and that spanwise coupling should be addressed when conducting subsonic cavity experiments. Though mechanisms for dominant modes and nonlinear interactions likely exist in unconfined cavity flows, these effects can be amplified by the wind tunnel walls.« less

  14. Evaluation of laminar flow control system concepts for subsonic commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    1979-01-01

    Results of a 2-year study are reported which were carried out to extend the development of laminar flow control (LFC) technology and evaluate LFC systems concepts. The overall objective of the LFC program is to provide a sound basis for industry decisions on the application of LFC to future commercial transports. The study was organized into major tasks to support the stated objectives through application of LFC systems concepts to a baseline LFC transport initially generated for the study. Based on competitive evaluation of these concepts, a final selection was made for incorporation into the final design of an LFC transport which also included other advanced technology elements appropriate to the 1990 time period.

  15. Subsonic-transonic stall flutter study

    NASA Technical Reports Server (NTRS)

    Stardter, H.

    1979-01-01

    The objective of the Subsonic/Transonic Stall Flutter Program was to obtain detailed measurements of both the steady and unsteady flow field surrounding a rotor and the mechanical state of the rotor while it was operating in both steady and flutter modes to provide a basis for future analysis and for development of theories describing the flutter phenomenon. The program revealed that while all blades flutter at the same frequency, they do not flutter at the same amplitude, and their interblade phase angles are not equal. Such a pattern represents the superposition of a number of rotating nodal diameter patterns, each characterized by a different amplitude and different phase indexing, but each rotating at a speed that results in the same flutter frequency as seen in the rotor system. Review of the steady pressure contours indicated that flutter may alter the blade passage pressure distribution. The unsteady pressure amplitude contour maps reveal regions of high unsteady pressure amplitudes near the leading edge, lower amplitudes near the trailing.

  16. Subsonic Ultra Green Aircraft Research

    NASA Technical Reports Server (NTRS)

    Bradley, Marty K.; Droney, Christopher K.

    2011-01-01

    This Final Report summarizes the work accomplished by the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team in Phase 1, which includes the time period of October 2008 through March 2010. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, and Georgia Tech. The team completed the development of a comprehensive future scenario for world-wide commercial aviation, selected baseline and advanced configurations for detailed study, generated technology suites for each configuration, conducted detailed performance analysis, calculated noise and emissions, assessed technology risks, and developed technology roadmaps. Five concepts were evaluated in detail: 2008 baseline, N+3 reference, N+3 high span strut braced wing, N+3 gas turbine battery electric concept, and N+3 hybrid wing body. A wide portfolio of technologies was identified to address the NASA N+3 goals. Significant improvements in air traffic management, aerodynamics, materials and structures, aircraft systems, propulsion, and acoustics are needed. Recommendations for Phase 2 concept and technology projects have been identified.

  17. Finite element analysis of inviscid subsonic boattail flow

    NASA Technical Reports Server (NTRS)

    Chima, R. V.; Gerhart, P. M.

    1981-01-01

    A finite element code for analysis of inviscid subsonic flows over arbitrary nonlifting planar or axisymmetric bodies is described. The code solves a novel primitive variable formulation of the coupled irrotationality and compressible continuity equations. Results for flow over a cylinder, a sphere, and a NACA 0012 airfoil verify the code. Computed subcritical flows over an axisymmetric boattailed afterbody compare well with finite difference results and experimental data. Interative coupling with an integral turbulent boundary layer code shows strong viscous effects on the inviscid flow. Improvements in code efficiency and extensions to transonic flows are discussed.

  18. 14 CFR 135.377 - Large transport category airplanes: Reciprocating engine powered: Landing limitations: Alternate...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND... Limitations § 135.377 Large transport category airplanes: Reciprocating engine powered: Landing limitations...

  19. 14 CFR 135.387 - Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine....387 Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate... alternate airport for a turbine engine powered large transport category airplane unless (based on the...

  20. 14 CFR 135.387 - Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine....387 Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate... alternate airport for a turbine engine powered large transport category airplane unless (based on the...

  1. 14 CFR 135.387 - Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine....387 Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate... alternate airport for a turbine engine powered large transport category airplane unless (based on the...

  2. 14 CFR 135.387 - Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ....387 Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate... alternate airport for a turbine engine powered large transport category airplane unless (based on the... operators may select an airport as an alternate airport for a turbine engine powered large transport...

  3. 14 CFR 135.387 - Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate airports.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ....387 Large transport category airplanes: Turbine engine powered: Landing limitations: Alternate... alternate airport for a turbine engine powered large transport category airplane unless (based on the... operators may select an airport as an alternate airport for a turbine engine powered large transport...

  4. Large-scale transportation network congestion evolution prediction using deep learning theory.

    PubMed

    Ma, Xiaolei; Yu, Haiyang; Wang, Yunpeng; Wang, Yinhai

    2015-01-01

    Understanding how congestion at one location can cause ripples throughout large-scale transportation network is vital for transportation researchers and practitioners to pinpoint traffic bottlenecks for congestion mitigation. Traditional studies rely on either mathematical equations or simulation techniques to model traffic congestion dynamics. However, most of the approaches have limitations, largely due to unrealistic assumptions and cumbersome parameter calibration process. With the development of Intelligent Transportation Systems (ITS) and Internet of Things (IoT), transportation data become more and more ubiquitous. This triggers a series of data-driven research to investigate transportation phenomena. Among them, deep learning theory is considered one of the most promising techniques to tackle tremendous high-dimensional data. This study attempts to extend deep learning theory into large-scale transportation network analysis. A deep Restricted Boltzmann Machine and Recurrent Neural Network architecture is utilized to model and predict traffic congestion evolution based on Global Positioning System (GPS) data from taxi. A numerical study in Ningbo, China is conducted to validate the effectiveness and efficiency of the proposed method. Results show that the prediction accuracy can achieve as high as 88% within less than 6 minutes when the model is implemented in a Graphic Processing Unit (GPU)-based parallel computing environment. The predicted congestion evolution patterns can be visualized temporally and spatially through a map-based platform to identify the vulnerable links for proactive congestion mitigation.

  5. Large-Scale Transportation Network Congestion Evolution Prediction Using Deep Learning Theory

    PubMed Central

    Ma, Xiaolei; Yu, Haiyang; Wang, Yunpeng; Wang, Yinhai

    2015-01-01

    Understanding how congestion at one location can cause ripples throughout large-scale transportation network is vital for transportation researchers and practitioners to pinpoint traffic bottlenecks for congestion mitigation. Traditional studies rely on either mathematical equations or simulation techniques to model traffic congestion dynamics. However, most of the approaches have limitations, largely due to unrealistic assumptions and cumbersome parameter calibration process. With the development of Intelligent Transportation Systems (ITS) and Internet of Things (IoT), transportation data become more and more ubiquitous. This triggers a series of data-driven research to investigate transportation phenomena. Among them, deep learning theory is considered one of the most promising techniques to tackle tremendous high-dimensional data. This study attempts to extend deep learning theory into large-scale transportation network analysis. A deep Restricted Boltzmann Machine and Recurrent Neural Network architecture is utilized to model and predict traffic congestion evolution based on Global Positioning System (GPS) data from taxi. A numerical study in Ningbo, China is conducted to validate the effectiveness and efficiency of the proposed method. Results show that the prediction accuracy can achieve as high as 88% within less than 6 minutes when the model is implemented in a Graphic Processing Unit (GPU)-based parallel computing environment. The predicted congestion evolution patterns can be visualized temporally and spatially through a map-based platform to identify the vulnerable links for proactive congestion mitigation. PMID:25780910

  6. Laser-Raman/Rayleigh Flow Diagnostic Techniques Applied to Subsonic Flow

    DTIC Science & Technology

    1980-10-01

    the problem of interpreting test results. Advances in electronics and laser technology have made it possible to perform measurements (which formerly...will increase with increasing gas density. It was the latter quality that made the prospect for successful subsonic flow-field measurements very...elements in the optical system were made of fused silica. An aperture was located at the entrance slit of the spectrometer and adjusted so that a 0.25-in

  7. A novel concept for subsonic inlet boundary-layer control

    NASA Technical Reports Server (NTRS)

    Miller, B. A.

    1977-01-01

    A self-bleeding method for boundary layer control is described and tested for a subsonic inlet designed to operate in the flowfield generated by high angles of attack. Naturally occurring surface static pressure gradients are used to remove the boundary layer from a separation-prone region of the inlet and to reinject it at a less critical location with a net performance gain. The results suggest that this self-bleeding method for boundary-layer control might be successfully applied to other inlets operating at extreme aerodynamic conditions.

  8. Evaluation of laminar flow control system concepts for subsonic commercial transport aircraft

    NASA Technical Reports Server (NTRS)

    1978-01-01

    A two-year study conducted to establish a basis for industry decisions on the application of laminar flow control (LFC) to future commercial transports was presented. Areas of investigation included: (1) mission definition and baseline selection; (2) concepts evaluations; and (3) LFC transport configuration selection and component design. The development and evaluation of competing design concepts was conducted in the areas of aerodynamics, structures and materials, and systems. The results of supporting wind tunnel and laboratory testing on a full-scale LFC wing panel, suction surface opening concepts and structural samples were included. A final LFC transport was configured in incorporating the results of concept evaluation studies and potential performance improvements were assessed. Remaining problems together with recommendations for future research are discussed.

  9. 14 CFR 135.371 - Large transport category airplanes: Reciprocating engine powered: En route limitations: One...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Limitations § 135.371 Large transport category airplanes: Reciprocating engine powered: En route limitations... reciprocating engine powered large transport category airplane may take off that airplane at a weight, allowing..., under an approved procedure, operate a reciprocating engine powered large transport category airplane at...

  10. Hypersonic transport technology

    NASA Technical Reports Server (NTRS)

    Kirkham, F. S.; Hunt, J. L.

    1977-01-01

    The possibility of developing a hypersonic commercial transport (HST) for the early 21st century is explored in terms of potential performance characteristics and recent advances in propulsion and structures technology. Range-gross weight characteristics indicate that a 200 passenger, Mach 6 aircraft with a range of 9200 km (5000 n.mi.) would have a gross take-off weight not too different from that of current wide-body subsonic transports. The low cruise sonic boom overpressures generated by the HST opens the possibility of supersonic overland flight which, if permitted, would greatly increase the attractiveness of this type of aircraft. Recent advances in hypersonic propulsion systems and long-lived hypersonic aircraft structure are also discussed. The airframe-integrated scramjet and the actively-cooled airframe structure are identified as the most promising candidates for the HST and current approaches are described in some detail.

  11. On fluttering modes for aircraft wing model in subsonic air flow.

    PubMed

    Shubov, Marianna A

    2014-12-08

    The paper deals with unstable aeroelastic modes for aircraft wing model in subsonic, incompressible, inviscid air flow. In recent author's papers asymptotic, spectral and stability analysis of the model has been carried out. The model is governed by a system of two coupled integrodifferential equations and a two-parameter family of boundary conditions modelling action of self-straining actuators. The Laplace transform of the solution is given in terms of the 'generalized resolvent operator', which is a meromorphic operator-valued function of the spectral parameter λ, whose poles are called the aeroelastic modes. The residues at these poles are constructed from the corresponding mode shapes. The spectral characteristics of the model are asymptotically close to the ones of a simpler system, which is called the reduced model. For the reduced model, the following result is shown: for each value of subsonic speed, there exists a radius such that all aeroelastic modes located outside the circle of this radius centred at zero are stable. Unstable modes, whose number is always finite, can occur only inside this 'circle of instability'. Explicit estimate of the 'instability radius' in terms of model parameters is given.

  12. On fluttering modes for aircraft wing model in subsonic air flow

    PubMed Central

    Shubov, Marianna A.

    2014-01-01

    The paper deals with unstable aeroelastic modes for aircraft wing model in subsonic, incompressible, inviscid air flow. In recent author’s papers asymptotic, spectral and stability analysis of the model has been carried out. The model is governed by a system of two coupled integrodifferential equations and a two-parameter family of boundary conditions modelling action of self-straining actuators. The Laplace transform of the solution is given in terms of the ‘generalized resolvent operator’, which is a meromorphic operator-valued function of the spectral parameter λ, whose poles are called the aeroelastic modes. The residues at these poles are constructed from the corresponding mode shapes. The spectral characteristics of the model are asymptotically close to the ones of a simpler system, which is called the reduced model. For the reduced model, the following result is shown: for each value of subsonic speed, there exists a radius such that all aeroelastic modes located outside the circle of this radius centred at zero are stable. Unstable modes, whose number is always finite, can occur only inside this ‘circle of instability’. Explicit estimate of the ‘instability radius’ in terms of model parameters is given. PMID:25484610

  13. Numerical simulation of tip vortices of wings in subsonic and transonic flows

    NASA Technical Reports Server (NTRS)

    Srinivasan, G. R.; Mccroskey, W. J.; Baeder, J. D.; Edwards, T. A.

    1986-01-01

    A multi block zonal algorithm which solves the thin-layer Navier-Stokes and the Euler equations is used to numerically simulate the formation and roll-up of the tip vortex in both subsonic and transonic flows. Four test cases which used small and large aspect ratio wings have been considered to examine the influence of the tip-cap shape, the tip planform and the free-stream Mach number. It appears that both the tip-planform and the tip-cap shape have some influence on the formation of the tip vortex, but its subsequent roll-up seems to be more influenced by the tip-planform shape. In general, a good definition of the formation and the roll-up of the tip vortex has been observed for all the cases considered here. Comparions of the numerical results with the limited, available experimental data show good agreement with both the surface pressures and the tip-vortex strength.

  14. On the Scaling Laws for Jet Noise in Subsonic and Supersonic Flow

    NASA Technical Reports Server (NTRS)

    Vu, Bruce; Kandula, Max

    2003-01-01

    The scaling laws for the simulation of noise from subsonic and ideally expanded supersonic jets are examined with regard to their applicability to deduce full scale conditions from small-scale model testing. Important parameters of scale model testing for the simulation of jet noise are identified, and the methods of estimating full-scale noise levels from simulated scale model data are addressed. The limitations of cold-jet data in estimating high-temperature supersonic jet noise levels are discussed. It is shown that the jet Mach number (jet exit velocity/sound speed at jet exit) is a more general and convenient parameter for noise scaling purposes than the ratio of jet exit velocity to ambient speed of sound. A similarity spectrum is also proposed, which accounts for jet Mach number, angle to the jet axis, and jet density ratio. The proposed spectrum reduces nearly to the well-known similarity spectra proposed by Tam for the large-scale and the fine-scale turbulence noise in the appropriate limit.

  15. Flow prediction over a transport multi-element high-lift system and comparison with flight measurements

    NASA Technical Reports Server (NTRS)

    Vijgen, P. M. H. W.; Hardin, J. D.; Yip, L. P.

    1992-01-01

    Accurate prediction of surface-pressure distributions, merging boundary-layers, and separated-flow regions over multi-element high-lift airfoils is required to design advanced high-lift systems for efficient subsonic transport aircraft. The availability of detailed measurements of pressure distributions and both averaged and time-dependent boundary-layer flow parameters at flight Reynolds numbers is critical to evaluate computational methods and to model the turbulence structure for closure of the flow equations. Several detailed wind-tunnel measurements at subscale Reynolds numbers were conducted to obtain detailed flow information including the Reynolds-stress component. As part of a subsonic-transport high-lift research program, flight experiments are conducted using the NASA-Langley B737-100 research aircraft to obtain detailed flow characteristics for support of computational and wind-tunnel efforts. Planned flight measurements include pressure distributions at several spanwise locations, boundary-layer transition and separation locations, surface skin friction, as well as boundary-layer profiles and Reynolds stresses in adverse pressure-gradient flow.

  16. The future of aeronautical transportation; Proceedings of the Princeton University Conference, Princeton, N.J., November 10, 11, 1975

    NASA Technical Reports Server (NTRS)

    1976-01-01

    Papers are presented on first and second generation supersonic transports, the Supersonic Cruise Aircraft Research Program, wide-body subsonic transports and vertical and short takeoff and landing transports. Aspects of aircraft design are examined including the airframe, propulsion and electronics. Government regulation, cost/benefit analysis of research and development, airline economics and aircraft financing are also considered. The environmental impact of air transportation is discussed with emphasis on atmospheric emissions (including stratospheric pollution) and noise pollution. Individual items are announced in this issue.

  17. Structural analysis for preliminary design of High Speed Civil Transport (HSCT)

    NASA Technical Reports Server (NTRS)

    Bhatia, Kumar G.

    1992-01-01

    In the preliminary design environment, there is a need for quick evaluation of configuration and material concepts. The simplified beam representations used in the subsonic, high aspect ratio wing platform are not applicable for low aspect ratio configurations typical of supersonic transports. There is a requirement to develop methods for efficient generation of structural arrangement and finite element representation to support multidisciplinary analysis and optimization. In addition, empirical data bases required to validate prediction methods need to be improved for high speed civil transport (HSCT) type configurations.

  18. Effect of Initial Condition on Subsonic Jet Noise from Two Rectangular Nozzles

    NASA Technical Reports Server (NTRS)

    Zaman, K. B. M. Q.

    2012-01-01

    Differences in jet noise data from two small 8:1 aspect ratio nozzles are investigated experimentally. The interiors of the two nozzles are identical but one has a thin-lip at the exit while the has a perpendicular face at the exit (thick-lip). It is found that the thin-lip nozzle is substantially noisier throughout the subsonic Mach number range. As much as 5dB difference in OASPL is noticed around Mj =0.96. Hot-wire measurements are carried out for the characteristics of the exit boundary layer and, overall, the noise difference can be ascribed to differences in the boundary layer state. The boundary layer of the quieter (thick-lip) nozzle goes through transition around M(sub j) =0.25 and at higher M(sub j) it remains "nominally turbulent". In comparison, the boundary layer of the thin-lip nozzle is found to remain "nominally laminar". at high subsonic conditions. The nominally laminar state involves significantly larger turbulence intensities commensurate with the higher radiated noise.

  19. Validation of a reduced-order jet model for subsonic and underexpanded hydrogen jets

    DOE PAGES

    Li, Xuefang; Hecht, Ethan S.; Christopher, David M.

    2016-01-01

    Much effort has been made to model hydrogen releases from leaks during potential failures of hydrogen storage systems. A reduced-order jet model can be used to quickly characterize these flows, with low computational cost. Notional nozzle models are often used to avoid modeling the complex shock structures produced by the underexpanded jets by determining an “effective” source to produce the observed downstream trends. In our work, the mean hydrogen concentration fields were measured in a series of subsonic and underexpanded jets using a planar laser Rayleigh scattering system. Furthermore, we compared the experimental data to a reduced order jet modelmore » for subsonic flows and a notional nozzle model coupled to the jet model for underexpanded jets. The values of some key model parameters were determined by comparisons with the experimental data. Finally, the coupled model was also validated against hydrogen concentrations measurements for 100 and 200 bar hydrogen jets with the predictions agreeing well with data in the literature.« less

  20. Modelling of subsonic COIL with an arbitrary magnetic modulation

    NASA Astrophysics Data System (ADS)

    Beránek, Jaroslav; Rohlena, Karel

    2007-05-01

    The concept of 1D subsonic COIL model with a mixing length was generalized to include the influence of a variable magnetic field on the stimulated emission cross-section. Equations describing the chemical kinetics were solved taking into account together with the gas temperature also a simplified mixing model of oxygen and iodine molecules. With the external time variable magnetic field the model is no longer stationary. A transformation in the system moving with the mixture reduces partial differential equations to ordinary equations in time with initial conditions given either by the stationary flow at the moment when the magnetic field is switched on combined with the boundary conditions at the injector. Advantage of this procedure is a possibility to consider an arbitrary temporal dependence of the imposed magnetic field and to calculate directly the response of the laser output. The method was applied to model the experimental data measured with the subsonic version of the COIL device in the Institute of Physics, Prague, where the applied magnetic field had a saw-tooth dependence. We found that various values characterizing the laser performance, such as the power density distribution over the active zone cross-section, may have a fairly complicated structure given by combined effects of the delayed reaction to the magnetic switching and the flow velocity. This is necessarily translated in a time dependent spatial inhomogeneity of output beam intensity profile.

  1. Large-aspect-ratio limit of neoclassical transport theory.

    PubMed

    Wong, S K; Chan, V S

    2003-06-01

    This paper presents a comprehensive description of neoclassical transport theory in the banana regime for large-aspect-ratio flux surfaces of arbitrary shapes. The method of matched-asymptotic expansions is used to obtain analytical solutions for plasma distribution functions and to compute transport coefficients. The method provides justification for retaining only the part of the Fokker-Planck operator that involves the second derivative with respect to the cosine of the pitch angle for the trapped and barely circulating particles. It leads to a simple equation for the freely circulating particles with boundary conditions that embody a discontinuity separating particles moving in opposite directions. Corrections to the transport coefficients are obtained by generalizing an existing boundary layer analysis. The system of moment and field equations is consistently taken in the cylinder limit, which facilitates the discussion of the treatment of dynamical constraints. It is shown that the nonlocal nature of Ohm's law in neoclassical theory renders the mathematical problem of plasma transport with changing flux surfaces nonstandard.

  2. Empirical relations between large wood transport and catchment characteristics

    NASA Astrophysics Data System (ADS)

    Steeb, Nicolas; Rickenmann, Dieter; Rickli, Christian; Badoux, Alexandre

    2017-04-01

    The transport of vast amounts of large wood (LW) in water courses can considerably aggravate hazardous situations during flood events, and often strongly affects resulting flood damage. Large wood recruitment and transport are controlled by various factors which are difficult to assess and the prediction of transported LW volumes is difficult. Such information are, however, important for engineers and river managers to adequately dimension retention structures or to identify critical stream cross-sections. In this context, empirical formulas have been developed to estimate the volume of transported LW during a flood event (Rickenmann, 1997; Steeb et al., 2017). The data base of existing empirical wood load equations is, however, limited. The objective of the present study is to test and refine existing empirical equations, and to derive new relationships to reveal trends in wood loading. Data have been collected for flood events with LW occurrence in Swiss catchments of various sizes. This extended data set allows us to derive statistically more significant results. LW volumes were found to be related to catchment and transport characteristics, such as catchment size, forested area, forested stream length, water discharge, sediment load, or Melton ratio. Both the potential wood load and the fraction that is effectively mobilized during a flood event (effective wood load) are estimated. The difference of potential and effective wood load allows us to derive typical reduction coefficients that can be used to refine spatially explicit GIS models for potential LW recruitment.

  3. Future changes in large-scale transport and stratosphere-troposphere exchange

    NASA Astrophysics Data System (ADS)

    Abalos, M.; Randel, W. J.; Kinnison, D. E.; Garcia, R. R.

    2017-12-01

    Future changes in large-scale transport are investigated in long-term (1955-2099) simulations of the Community Earth System Model - Whole Atmosphere Community Climate Model (CESM-WACCM) under an RCP6.0 climate change scenario. We examine artificial passive tracers in order to isolate transport changes from future changes in emissions and chemical processes. The model suggests enhanced stratosphere-troposphere exchange in both directions (STE), with decreasing tropospheric and increasing stratospheric tracer concentrations in the troposphere. Changes in the different transport processes are evaluated using the Transformed Eulerian Mean continuity equation, including parameterized convective transport. Dynamical changes associated with the rise of the tropopause height are shown to play a crucial role on future transport trends.

  4. Pressure distributions for a rectangular supersonic inlet at subsonic speeds

    NASA Technical Reports Server (NTRS)

    Fuller, D. E.

    1976-01-01

    Pressure distribution data are provided for a supersonic rectangular inlet at subsonic speeds. Variations in cowl and ramp geometry as well as sideplate sweep were investigated. Tests were made in the Langley 16-foot transonic tunnel and the Langley high speed 7- by 10-foot tunnel for Mach numbers of 0.6, 0.7, and 0.8. Angles of attack investigated were 0 deg, 4 deg, and 8 deg for a range of mass flow ratios.

  5. 14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

  6. 14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

  7. 14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

  8. 14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

  9. 14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

  10. Effect of impinging plate geometry on the self-excitation of subsonic impinging jets

    NASA Astrophysics Data System (ADS)

    Vinoth, B. R.; Rathakrishnan, E.

    2011-11-01

    In the generation of discrete tones by subsonic impinging jets, there exists a difference of opinion as how the feedback is achieved, i.e., the path of the feedback acoustic waves is whether inside the jet or outside the jet? The only available model (Tam and Ahuja model) for the prediction of an average subsonic jet impingement tone frequency assumes that the upstream part of the feedback loop is closed by an upstream propagating neutral wave of the jet. But, there is no information about the plate geometry in the model. The present study aims at understanding the effect of the plate geometry (size and co-axial hole in the plate) on the self-excitation process of subsonic impinging jets and the path of the acoustic feedback to the nozzle exit. The present results show that there is no effect of plate diameter on the frequency of the self-excitation. A new type of tones is generated for plates with co-axial hole (hole diameter is equal to nozzle exit diameter) for Mach numbers 0.9 and 0.95, in addition to the axisymmetric and helical mode tones observed for plates without co-axial hole. The stability results show that the Strouhal number of the least dispersive upstream propagating neutral waves match with the average Strouhal number of the new tones observed in the present experiments. The present study extends the validity of the model of Tam and Ahuja to a plate with co-axial hole (annular plate) and by doing so, we indirectly confirmed that the major acoustic feedback path to the nozzle exit is inside the jet.

  11. The liquid fuel jet in subsonic crossflow

    NASA Technical Reports Server (NTRS)

    Nguyen, T. T.; Karagozian, A. R.

    1990-01-01

    An analytical/numerical model is described which predicts the behavior of nonreacting and reacting liquid jets injected transversely into subsonic cross flow. The compressible flowfield about the elliptical jet cross section is solved at various locations along the jet trajectory by analytical means for free-stream local Mach number perpendicular to jet cross section smaller than 0.3 and by numerical means for free-stream local Mach number perpendicular to jet cross section in the range 0.3-1.0. External and internal boundary layers along the jet cross section are solved by integral and numerical methods, and the mass losses due to boundary layer shedding, evaporation, and combustion are calculated and incorporated into the trajectory calculation. Comparison of predicted trajectories is made with limited experimental observations.

  12. A new unified approach to analyze wing-body-tail configurations with control surfaces in steady, oscillatory and fully unsteady, subsonic and supersonic flows

    NASA Technical Reports Server (NTRS)

    Tseng, K.; Morino, L.

    1975-01-01

    A general formulation for the analysis of steady and unsteady, subsonic and supersonic potential aerodynamics for arbitrary complex geometries is presented. The theoretical formulation, the numerical procedure, and numerical results are included. In particular, generalized forces for fully unsteady (complex frequency) aerodynamics for an AGARD coplanar wing-tail interfering configuration in both subsonic and supersonic flows are considered.

  13. 14 CFR 135.365 - Large transport category airplanes: Reciprocating engine powered: Weight limitations.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.365 Large transport category airplanes: Reciprocating engine powered: Weight limitations. (a) No person may take off a...

  14. 14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

  15. 14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

  16. 14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

  17. 14 CFR 135.365 - Large transport category airplanes: Reciprocating engine powered: Weight limitations.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.365 Large transport category airplanes: Reciprocating engine powered: Weight limitations. (a) No person may take off a...

  18. 14 CFR 135.365 - Large transport category airplanes: Reciprocating engine powered: Weight limitations.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.365 Large transport category airplanes: Reciprocating engine powered: Weight limitations. (a) No person may take off a...

  19. 14 CFR 135.365 - Large transport category airplanes: Reciprocating engine powered: Weight limitations.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large transport category airplanes... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.365 Large transport category airplanes: Reciprocating engine powered: Weight limitations. (a) No person may take off a...

  20. 14 CFR 135.365 - Large transport category airplanes: Reciprocating engine powered: Weight limitations.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.365 Large transport category airplanes: Reciprocating engine powered: Weight limitations. (a) No person may take off a...

  1. A Qualitative Piloted Evaluation of the Tupolev Tu-144 Supersonic Transport

    NASA Technical Reports Server (NTRS)

    Rivers, Robert A.; Jackson, E. Bruce; Fullerton, C. Gordon; Cox, Timothy H.; Princen, Norman H.

    2000-01-01

    Two U.S. research pilots evaluated the Tupolev Tu-144 supersonic transport aircraft on three dedicated flights: one subsonic and two supersonic profiles. The flight profiles and maneuvers were developed jointly by Tupolev and U.S. engineers. The vehicle was found to have unique operational and flight characteristics that serve as lessons for designers of future supersonic transport aircraft. Vehicle subsystems and observed characteristics are described as are flight test planning and ground monitoring facilities. Maneuver descriptions and extended pilot narratives for each flight are included as appendices.

  2. 14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...

  3. 14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...

  4. 14 CFR 36.7 - Acoustical change: Transport category large airplanes and jet airplanes.

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... airplanes and jet airplanes. 36.7 Section 36.7 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... § 36.7 Acoustical change: Transport category large airplanes and jet airplanes. (a) Applicability. This section applies to all transport category large airplanes and jet airplanes for which an acoustical change...

  5. Computational methods in the prediction of advanced subsonic and supersonic propeller induced noise: ASSPIN users' manual

    NASA Technical Reports Server (NTRS)

    Dunn, M. H.; Tarkenton, G. M.

    1992-01-01

    This document describes the computational aspects of propeller noise prediction in the time domain and the use of high speed propeller noise prediction program ASSPIN (Advanced Subsonic and Supersonic Propeller Induced Noise). These formulations are valid in both the near and far fields. Two formulations are utilized by ASSPIN: (1) one is used for subsonic portions of the propeller blade; and (2) the second is used for transonic and supersonic regions on the blade. Switching between the two formulations is done automatically. ASSPIN incorporates advanced blade geometry and surface pressure modelling, adaptive observer time grid strategies, and contains enhanced numerical algorithms that result in reduced computational time. In addition, the ability to treat the nonaxial inflow case has been included.

  6. Data Reduction Functions for the Langley 14- by 22-Foot Subsonic Tunnel

    NASA Technical Reports Server (NTRS)

    Boney, Andy D.

    2014-01-01

    The Langley 14- by 22-Foot Subsonic Tunnel's data reduction software utilizes six major functions to compute the acquired data. These functions calculate engineering units, tunnel parameters, flowmeters, jet exhaust measurements, balance loads/model attitudes, and model /wall pressures. The input (required) variables, the output (computed) variables, and the equations and/or subfunction(s) associated with each major function are discussed.

  7. Acoustic radiation damping of flat rectangular plates subjected to subsonic flows

    NASA Technical Reports Server (NTRS)

    Lyle, Karen Heitman

    1993-01-01

    The acoustic radiation damping for various isotropic and laminated composite plates and semi-infinite strips subjected to a uniform, subsonic and steady flow has been predicted. The predictions are based on the linear vibration of a flat plate. The fluid loading is characterized as the perturbation pressure derived from the linearized Bernoulli and continuity equations. Parameters varied in the analysis include Mach number, mode number and plate size, aspect ratio and mass. The predictions are compared with existing theoretical results and experimental data. The analytical results show that the fluid loading can significantly affect realistic plate responses. Generally, graphite/epoxy and carbon/carbon plates have higher acoustic radiation damping values than similar aluminum plates, except near plate divergence conditions resulting from aeroelastic instability. Universal curves are presented where the acoustic radiation damping normalized by the mass ratio is a linear function of the reduced frequency. A separate curve is required for each Mach number and plate aspect ratio. In addition, acoustic radiation damping values can be greater than or equal to the structural component of the modal critical damping ratio (assumed as 0.01) for the higher subsonic Mach numbers. New experimental data were acquired for comparison with the analytical results.

  8. 14 CFR 135.369 - Large transport category airplanes: Reciprocating engine powered: En route limitations: All...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR CARRIERS AND... Limitations § 135.369 Large transport category airplanes: Reciprocating engine powered: En route limitations...

  9. Calculations of air cooler for new subsonic wind tunnel

    NASA Astrophysics Data System (ADS)

    Rtishcheva, A. S.

    2017-10-01

    As part of the component development of TsAGI’s new subsonic wind tunnel where the air flow velocity in the closed test section is up to 160 m/sec hydraulic and thermal characteristics of air cooler are calculated. The air cooler is one of the most important components due to its highest hydraulic resistance in the whole wind tunnel design. It is important to minimize its hydraulic resistance to ensure the energy efficiency of wind tunnel fans and the cost-cutting of tests. On the other hand the air cooler is to assure the efficient cooling of air flow in such a manner as to maintain the temperature below 40 °C for seamless operation of measuring equipment. Therefore the relevance of this project is driven by the need to develop the air cooler that would demonstrate low hydraulic resistance of air and high thermal effectiveness of heat exchanging surfaces; insofar as the cooling section must be given up per unit time with the amount of heat Q=30 MW according to preliminary evaluations. On basis of calculation research some variants of air cooler designs are proposed including elliptical tubes, round tubes, and lateral plate-like fins. These designs differ by the number of tubes and plates, geometrical characteristics and the material of finned surfaces (aluminium or cooper). Due to the choice of component configurations a high thermal effectiveness is achieved for finned surfaces. The obtained results form the basis of R&D support in designing the new subsonic wind tunnel.

  10. Design philosophy of long range LFC transports with advanced supercritical LFC airfoils. [laminar flow control

    NASA Technical Reports Server (NTRS)

    Pfenninger, Werner; Vemuru, Chandra S.

    1988-01-01

    The achievement of 70 percent laminar flow using modest boundary layer suction on the wings, empennage, nacelles, and struts of long-range LFC transports, combined with larger wing spans and lower span loadings, could make possible an unrefuelled range halfway around the world up to near sonic cruise speeds with large payloads. It is shown that supercritical LFC airfoils with undercut front and rear lower surfaces, an upper surface static pressure coefficient distribution with an extensive low supersonic flat rooftop, a far upstream supersonic pressure minimum, and a steep subsonic rear pressure rise with suction or a slotted cruise flap could alleviate sweep-induced crossflow and attachment-line boundary-layer instability. Wing-mounted superfans can reduce fuel consumption and engine tone noise.

  11. 14 CFR 135.381 - Large transport category airplanes: Turbine engine powered: En route limitations: One engine...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine... Limitations § 135.381 Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative. (a) No person operating a turbine engine powered large transport category airplane...

  12. 14 CFR 135.381 - Large transport category airplanes: Turbine engine powered: En route limitations: One engine...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine... Limitations § 135.381 Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative. (a) No person operating a turbine engine powered large transport category airplane...

  13. 14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine... Limitations § 135.383 Large transport category airplanes: Turbine engine powered: En route limitations: Two...). No person may operate a turbine engine powered large transport category airplane along an intended...

  14. 14 CFR 135.381 - Large transport category airplanes: Turbine engine powered: En route limitations: One engine...

    Code of Federal Regulations, 2013 CFR

    2013-01-01

    ... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine... Limitations § 135.381 Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative. (a) No person operating a turbine engine powered large transport category airplane...

  15. 14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

    Code of Federal Regulations, 2014 CFR

    2014-01-01

    ... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine... Limitations § 135.383 Large transport category airplanes: Turbine engine powered: En route limitations: Two...). No person may operate a turbine engine powered large transport category airplane along an intended...

  16. 14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

    Code of Federal Regulations, 2012 CFR

    2012-01-01

    ... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine... Limitations § 135.383 Large transport category airplanes: Turbine engine powered: En route limitations: Two...). No person may operate a turbine engine powered large transport category airplane along an intended...

  17. 14 CFR 135.381 - Large transport category airplanes: Turbine engine powered: En route limitations: One engine...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... Limitations § 135.381 Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative. (a) No person operating a turbine engine powered large transport category airplane... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large transport category airplanes: Turbine...

  18. 14 CFR 135.381 - Large transport category airplanes: Turbine engine powered: En route limitations: One engine...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Limitations § 135.381 Large transport category airplanes: Turbine engine powered: En route limitations: One engine inoperative. (a) No person operating a turbine engine powered large transport category airplane... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes: Turbine...

  19. The challenges and opportunities of supersonic transport propulsion technology

    NASA Technical Reports Server (NTRS)

    Strack, William C.; Morris, Shelby J., Jr.

    1988-01-01

    The major challenges confronting the propulsion community for civil supersonic transport applications are identified: high propulsion system efficiency at both supersonic and subsonic cruise conditions, low-cost fuel with adequate thermal stability at high temperatures, low noise cycles and exhaust systems, low emission combustion systems, and low drag installations. Both past progress and future opportunities are discussed in relation to perceived technology shortfalls for an economically successful airplane that satisfies environmental constraints.

  20. Potential of hydrogen fuel for future air transportation systems.

    NASA Technical Reports Server (NTRS)

    Small, W. J.; Fetterman, D. E.; Bonner, T. F., Jr.

    1973-01-01

    Recent studies have shown that hydrogen fuel can yield spectacular improvements in aircraft performance in addition to its more widely discussed environmental advantages. The characteristics of subsonic, supersonic, and hypersonic transport aircraft using hydrogen fuel are discussed, and their performance and environmental impact are compared to that of similar aircraft using conventional fuel. The possibilities of developing hydrogen-fueled supersonic and hypersonic vehicles with sonic boom levels acceptable for overland flight are also explored.

  1. Subsonic and supersonic static aerodynamic characteristics of a family of bulbous base cones measured with a magnetic suspension and balance system

    NASA Technical Reports Server (NTRS)

    Vlajinac, M.; Stephens, T.; Gilliam, G.; Pertsas, N.

    1972-01-01

    Results of subsonic and supersonic wind-tunnel tests with a magnetic balance and suspension system on a family of bulbous based cone configurations are presented. At subsonic speeds the base flow and separation characteristics of these configurations is shown to have a pronounced effect on the static data. Results obtained with the presence of a dummy sting are compared with support interference free data. Support interference is shown to have a substantial effect on the measured aerodynamic coefficient.

  2. Large wood budget and transport dynamics on a large river using radio telemetry

    USGS Publications Warehouse

    Schenk, Edward R.; Moulin, Bertrand; Hupp, Cliff R.; Richte, Jean M.

    2014-01-01

    Despite the abundance of large wood (LW) river studies there is still a lack of understanding of LW transport dynamics on large low gradient rivers. This study used 290 radio frequency identification tagged (RFID) LW and 54 metal (aluminum) tagged LW, to quantify the percent of in-channel LW that moves per year and what variables play a role in LW transport dynamics. Aluminum tags were installed and monitored on LW in-transit during the rising limb of a flood, the mean distance traveled by those pieces during the week was 13.3 river kilometers (km) with a maximum distance of 72 km. RFID tagged LW moved a mean of 11.9 km/yr with a maximum observed at 101.1 km/yr. Approximately 41% of LW low on the bank moves per year. The high rate of transport and distance traveled is likely due to the lack of interaction between LW floating in the channel and the channel boundaries, caused primarily by the width of the channel relative to length of the LW. Approximately 80% of the RFID tags moved past a fixed reader during the highest 20% of river stage per year. LW transport and logjam dynamics are complicated at high flows as pieces form temporary jams that continually expand and contract. Unlike most other studies, key members that create a logjam were defined more by stability than jam size or channel/hydrologic conditions. Finally, using an existing geomorphic database for the river, and data from this study, we were able to develop a comprehensive LW budget showing that 5% of the in-channel LW population turns over each year (input from mass wasting and fluvial erosion equals burial, decomposition, and export out of system) and another 16% of the population moving within the system.

  3. Sound radiation from a subsonic rotor subjected to turbulence

    NASA Technical Reports Server (NTRS)

    Sevik, M.

    1974-01-01

    The broadband sound radiated by a subsonic rotor subjected to turbulence in the approach stream has been analyzed. The power spectral density of the sound intensity has been found to depend on a characteristic time scale-namely, the integral scale of the turbulence divided by the axial flow velocity-as well as several length-scale ratios. These consist of the ratio of the integral scale to the acoustic wavelength, rotor radius, and blade chord. Due to the simplified model chosen, only a limited number of cascade parameters appear. Limited comparisons with experimental data indicate good agreement with predicted values.

  4. NASA Subsonic Rotary Wing Project - Structures and Materials Discipline

    NASA Technical Reports Server (NTRS)

    Halbig, Michael C.; Johnson, Susan M.

    2008-01-01

    The Structures & Materials Discipline within the NASA Subsonic Rotary Wing Project is focused on developing rotorcraft technologies. The technologies being developed are within the task areas of: 5.1.1 Life Prediction Methods for Engine Structures & Components 5.1.2 Erosion Resistant Coatings for Improved Turbine Blade Life 5.2.1 Crashworthiness 5.2.2 Methods for Prediction of Fatigue Damage & Self Healing 5.3.1 Propulsion High Temperature Materials 5.3.2 Lightweight Structures and Noise Integration The presentation will discuss rotorcraft specific technical challenges and needs as well as details of the work being conducted in the six task areas.

  5. Simulation of Atmospheric-Entry Capsules in the Subsonic Regime

    NASA Technical Reports Server (NTRS)

    Murman, Scott M.; Childs, Robert E.; Garcia, Joseph A.

    2015-01-01

    The accuracy of Computational Fluid Dynamics predictions of subsonic capsule aerodynamics is examined by comparison against recent NASA wind-tunnel data at high-Reynolds-number flight conditions. Several aspects of numerical and physical modeling are considered, including inviscid numerical scheme, mesh adaptation, rough-wall modeling, rotation and curvature corrections for eddy-viscosity models, and Detached-Eddy Simulations of the unsteady wake. All of these are considered in isolation against relevant data where possible. The results indicate that an improved predictive capability is developed by considering physics-based approaches and validating the results against flight-relevant experimental data.

  6. Subsonic/transonic stall flutter investigation of a rotating rig

    NASA Technical Reports Server (NTRS)

    Jutras, R. R.; Fost, R. B.; Chi, R. M.; Beacher, B. F.

    1981-01-01

    Stall flutter is investigated by obtaining detailed quantitative steady and aerodynamic and aeromechanical measurements in a typical fan rotor. The experimental investigation is made with a 31.3 percent scale model of the Quiet Engine Program Fan C rotor system. Both subsonic/transonic (torsional mode) flutter and supersonic (flexural) flutter are investigated. Extensive steady and unsteady data on the blade deformations and aerodynamic properties surrounding the rotor are acquired while operating in both the steady and flutter modes. Analysis of this data shows that while there may be more than one traveling wave present during flutter, they are all forward traveling waves.

  7. Turbulent transport of large particles in the atmospheric boundary layer

    NASA Astrophysics Data System (ADS)

    Richter, D. H.; Chamecki, M.

    2017-12-01

    To describe the transport of heavy dust particles in the atmosphere, assumptions must typically be made in order to connect the micro-scale emission processes with the larger-scale atmospheric motions. In the context of numerical models, this can be thought of as the transport process which occurs between the domain bottom and the first vertical grid point. For example, in the limit of small particles (both low inertia and low settling velocity), theory built upon Monin-Obukhov similarity has proven effective in relating mean dust concentration profiles to surface emission fluxes. For increasing particle mass, however, it becomes more difficult to represent dust transport as a simple extension of the transport of a passive scalar due to issues such as the crossing trajectories effect. This study focuses specifically on the problem of large particle transport and dispersion in the turbulent boundary layer by utilizing direct numerical simulations with Lagrangian point-particle tracking to determine under what, if any, conditions the large dust particles (larger than 10 micron in diameter) can be accurately described in a simplified Eulerian framework. In particular, results will be presented detailing the independent contributions of both particle inertia and particle settling velocity relative to the strength of the surrounding turbulent flow, and consequences of overestimating surface fluxes via traditional parameterizations will be demonstrated.

  8. Transmembrane molecular transport during versus after extremely large, nanosecond electric pulses

    PubMed Central

    Smith, Kyle C.; Weaver, James C.

    2012-01-01

    Recently there has been intense and growing interest in the non-thermal biological effects of nanosecond electric pulses, particularly apoptosis induction. These effects have been hypothesized to result from the widespread creation of small, lipidic pores in the plasma and organelle membranes of cells (supra-electroporation) and, more specifically, ionic and molecular transport through these pores. Here we show that transport occurs overwhelmingly after pulsing. First, we show that the electrical drift distance for typical charged solutes during nanosecond pulses (up to 100 ns), even those with very large magnitudes (up to 10 MV/m), ranges from only a fraction of the membrane thickness (5 nm) to several membrane thicknesses. This is much smaller than the diameter of a typical cell (~16 μm), which implies that molecular drift transport during nanosecond pulses is necessarily minimal. This implication is not dependent on assumptions about pore density or the molecular flux through pores. Second, we show that molecular transport resulting from post-pulse diffusion through minimum-size pores is orders of magnitude larger than electrical drift-driven transport during nanosecond pulses. While field-assisted charge entry and the magnitude of flux favor transport during nanosecond pulses, these effects are too small to overcome the orders of magnitude more time available for post-pulse transport. Therefore, the basic conclusion that essentially all transmembrane molecular transport occurs post-pulse holds across the plausible range of relevant parameters. Our analysis shows that a primary direct consequence of nanosecond electric pulses is the creation (or maintenance) of large populations of small pores in cell membranes that govern post-pulse transmembrane transport of small ions and molecules. PMID:21756883

  9. NASA Subsonic Rotary Wing Project-Multidisciplinary Analysis and Technology Development: Overview

    NASA Technical Reports Server (NTRS)

    Yamauchi, Gloria K.

    2009-01-01

    This slide presentation reviews the objectives of the Multidisciplinary Analysis and Technology Development (MDATD) in the Subsonic Rotary Wing project. The objectives are to integrate technologies and analyses to enable advanced rotorcraft and provide a roadmap to guide Level 1 and 2 research. The MDATD objectives will be met by conducting assessments of advanced technology benefits, developing new or enhanced design tools, and integrating Level 2 discipline technologies to develop and enable system-level analyses and demonstrations.

  10. Subsonic Aircraft With Regression and Neural-Network Approximators Designed

    NASA Technical Reports Server (NTRS)

    Patnaik, Surya N.; Hopkins, Dale A.

    2004-01-01

    At the NASA Glenn Research Center, NASA Langley Research Center's Flight Optimization System (FLOPS) and the design optimization testbed COMETBOARDS with regression and neural-network-analysis approximators have been coupled to obtain a preliminary aircraft design methodology. For a subsonic aircraft, the optimal design, that is the airframe-engine combination, is obtained by the simulation. The aircraft is powered by two high-bypass-ratio engines with a nominal thrust of about 35,000 lbf. It is to carry 150 passengers at a cruise speed of Mach 0.8 over a range of 3000 n mi and to operate on a 6000-ft runway. The aircraft design utilized a neural network and a regression-approximations-based analysis tool, along with a multioptimizer cascade algorithm that uses sequential linear programming, sequential quadratic programming, the method of feasible directions, and then sequential quadratic programming again. Optimal aircraft weight versus the number of design iterations is shown. The central processing unit (CPU) time to solution is given. It is shown that the regression-method-based analyzer exhibited a smoother convergence pattern than the FLOPS code. The optimum weight obtained by the approximation technique and the FLOPS code differed by 1.3 percent. Prediction by the approximation technique exhibited no error for the aircraft wing area and turbine entry temperature, whereas it was within 2 percent for most other parameters. Cascade strategy was required by FLOPS as well as the approximators. The regression method had a tendency to hug the data points, whereas the neural network exhibited a propensity to follow a mean path. The performance of the neural network and regression methods was considered adequate. It was at about the same level for small, standard, and large models with redundancy ratios (defined as the number of input-output pairs to the number of unknown coefficients) of 14, 28, and 57, respectively. In an SGI octane workstation (Silicon Graphics

  11. Focused Assessment of State-of-the-Art CFD Capabilities for Prediction of Subsonic Fixed Wing Aircraft Aerodynamics

    NASA Technical Reports Server (NTRS)

    Rumsey, Christopher L.; Wahls, Richard A.

    2008-01-01

    Several recent workshops and studies are used to make an assessment of the current status of CFD for subsonic fixed wing aerodynamics. Uncertainty quantification plays a significant role in the assessment, so terms associated with verification and validation are given and some methodology and research areas are highlighted. For high-subsonic-speed cruise through buffet onset, the series of drag prediction workshops and NASA/Boeing buffet onset studies are described. For low-speed flow control for high lift, a circulation control workshop and a synthetic jet flow control workshop are described. Along with a few specific recommendations, gaps and needs identified through the workshops and studies are used to develop a list of broad recommendations to improve CFD capabilities and processes for this discipline in the future.

  12. Acoustic measurement study 40 by 80 foot subsonic wind tunnel

    NASA Technical Reports Server (NTRS)

    1974-01-01

    An acoustical study conducted during the period from September 1, 1973 to April 30, 1974 measured sound pressure levels and vibration amplitudes inside and outside of the subsonic tunnel and on the tunnel structure. A discussion of the technical aspects of the study, the field measurement and data reduction procedures, and results are presentd, and conclusions resulting from the study which bear upon near field and far field tunnel noise, upon the tunnel as an acoustical enclosure, and upon the sources of noise within the tunnel drive system are given.

  13. Forward-facing steps induced transition in a subsonic boundary layer

    NASA Astrophysics Data System (ADS)

    Zh, Hui; Fu, Song

    2017-10-01

    A forward-facing step (FFS) immersed in a subsonic boundary layer is studied through a high-order flux reconstruction (FR) method to highlight the flow transition induced by the step. The step height is a third of the local boundary-layer thickness. The Reynolds number based on the step height is 720. Inlet disturbances are introduced giving rise to streamwise vortices upstream of the step. It is observed that these small-scale streamwise structures interact with the step and hairpin vortices are quickly developed after the step leading to flow transition in the boundary layer.

  14. Green Propulsion Technologies for Advanced Air Transports

    NASA Technical Reports Server (NTRS)

    Del Rosario, Ruben

    2015-01-01

    Air transportation is critical to U.S. and Global economic vitality. However, energy and climate issues challenge aviation's ability to be sustainable in the long term. Aviation must dramatically reduce fuel use and related emissions. Energy costs to U.S. airlines nearly tripled between 1995 and 2011, and continue to be the highest percentage of operating costs. The NASA Advanced Air Transports Technology Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. The presentation will highlight the NASA vision of revolutionary systems and propulsion technologies needed to achieve these challenging goals. Specifically, the primary focus is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe.

  15. The drag force on a subsonic projectile in a fluid complex plasma

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

    Ivlev, A. V.; Zhukhovitskii, D. I.

    2012-09-15

    The incompressible Navier-Stokes equation is employed to describe a subsonic particle flow induced in complex plasmas by a moving projectile. Drag forces acting on the projectile in different flow regimes are calculated. It is shown that, along with the regular neutral gas drag, there is an additional force exerted on the projectile due to dissipation in the surrounding particle fluid. This additional force provides significant contribution to the total drag.

  16. Transportation of Large Wind Components: A Permitting and Regulatory Review

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

    Levine, Aaron; Cook, Jeff

    This report summarizes permitting and regulatory issues associated with transporting wind turbine blades, towers, and nacelles as well as large transformers (wind components). These wind components are commonly categorized as oversized and overweight (OSOW) and require specific permit approvals from state and local jurisdictions. The report was developed based on a Quadrennial Energy Review (QER) recommendation on logistical requirements for the transportation of 'oversized or high-consequence energy materials, equipment, and components.'

  17. An experimental investigation of a cold jet emitting from a body of revolution into a subsonic free stream

    NASA Technical Reports Server (NTRS)

    Ousterhout, D. S.

    1972-01-01

    An experimental program was undertaken to determine the pressure distribution induced on aerodynamic bodies by a subsonic cold jet exhausting normal to the body surface and into a subsonic free stream. The investigation was limited to two bodies with single exhaust jets a flat plate at zero angle of attack with respect to the free-stream flow and a cylinder, fitted with a conical nose, with the longitudinal axis alined with the free-stream flow. Experimental data were obtained for free-stream velocity to jet velocity ratios between 0.3 and 0.5. The experimental data are presented in tabular form with appropriate graphs to indicate pressure coefficient contours, pressure coefficient decay, pitching-moment characteristics, and lift characteristics.

  18. Application of computational aerodynamics methods to the design and analysis of transport aircraft

    NASA Technical Reports Server (NTRS)

    Da Costa, A. L.

    1978-01-01

    The application and validation of several computational aerodynamic methods in the design and analysis of transport aircraft is established. An assessment is made concerning more recently developed methods that solve three-dimensional transonic flow and boundary layers on wings. Capabilities of subsonic aerodynamic methods are demonstrated by several design and analysis efforts. Among the examples cited are the B747 Space Shuttle Carrier Aircraft analysis, nacelle integration for transport aircraft, and winglet optimization. The accuracy and applicability of a new three-dimensional viscous transonic method is demonstrated by comparison of computed results to experimental data

  19. Advanced Subsonic Combustion Rig

    NASA Technical Reports Server (NTRS)

    Lee, Chi-Ming

    1998-01-01

    Researchers from the NASA Lewis Research Center have obtained the first combustion/emissions data under extreme future engine operating conditions. In Lewis' new world-class 60-atm combustor research facility--the Advanced Subsonic Combustion Rig (ASCR)--a flametube was used to conduct combustion experiments in environments as extreme as 900 psia and 3400 F. The greatest challenge for combustion researchers is the uncertainty of the effects of pressure on the formation of nitrogen oxides (NOx). Consequently, U.S. engine manufacturers are using these data to guide their future combustor designs. The flametube's metal housing has an inside diameter of 12 in. and a length of 10.5 in. The flametube can be used with a variety of different flow paths. Each flow path is lined with a high-temperature, castable refractory material (alumina) to minimize heat loss. Upstream of the flametube is the injector section, which has an inside diameter of 13 in. and a length of 0.5-in. It was designed to provide for quick changeovers. This flametube is being used to provide all U.S. engine manufacturers early assessments of advanced combustion concepts at full power conditions prior to engine production. To date, seven concepts from engine manufacturers have been evaluated and improved. This collaborated development can potentially give U.S. engine manufacturers the competitive advantage of being first in the market with advanced low-emission technologies.

  20. Transmembrane molecular transport during versus after extremely large, nanosecond electric pulses.

    PubMed

    Smith, Kyle C; Weaver, James C

    2011-08-19

    Recently there has been intense and growing interest in the non-thermal biological effects of nanosecond electric pulses, particularly apoptosis induction. These effects have been hypothesized to result from the widespread creation of small, lipidic pores in the plasma and organelle membranes of cells (supra-electroporation) and, more specifically, ionic and molecular transport through these pores. Here we show that transport occurs overwhelmingly after pulsing. First, we show that the electrical drift distance for typical charged solutes during nanosecond pulses (up to 100 ns), even those with very large magnitudes (up to 10 MV/m), ranges from only a fraction of the membrane thickness (5 nm) to several membrane thicknesses. This is much smaller than the diameter of a typical cell (∼16 μm), which implies that molecular drift transport during nanosecond pulses is necessarily minimal. This implication is not dependent on assumptions about pore density or the molecular flux through pores. Second, we show that molecular transport resulting from post-pulse diffusion through minimum-size pores is orders of magnitude larger than electrical drift-driven transport during nanosecond pulses. While field-assisted charge entry and the magnitude of flux favor transport during nanosecond pulses, these effects are too small to overcome the orders of magnitude more time available for post-pulse transport. Therefore, the basic conclusion that essentially all transmembrane molecular transport occurs post-pulse holds across the plausible range of relevant parameters. Our analysis shows that a primary direct consequence of nanosecond electric pulses is the creation (or maintenance) of large populations of small pores in cell membranes that govern post-pulse transmembrane transport of small ions and molecules. Copyright © 2011 Elsevier Inc. All rights reserved.

  1. Subsonic Wing Optimization for Handling Qualities Using ACSYNT

    NASA Technical Reports Server (NTRS)

    Soban, Danielle Suzanne

    1996-01-01

    The capability to accurately and rapidly predict aircraft stability derivatives using one comprehensive analysis tool has been created. The PREDAVOR tool has the following capabilities: rapid estimation of stability derivatives using a vortex lattice method, calculation of a longitudinal handling qualities metric, and inherent methodology to optimize a given aircraft configuration for longitudinal handling qualities, including an intuitive graphical interface. The PREDAVOR tool may be applied to both subsonic and supersonic designs, as well as conventional and unconventional, symmetric and asymmetric configurations. The workstation-based tool uses as its model a three-dimensional model of the configuration generated using a computer aided design (CAD) package. The PREDAVOR tool was applied to a Lear Jet Model 23 and the North American XB-70 Valkyrie.

  2. Influence matrix program for aerodynamic lifting surface theory. [in subsonic flows

    NASA Technical Reports Server (NTRS)

    Medan, R. T.; Ray, K. S.

    1973-01-01

    A users manual is described for a USA FORTRAN 4 computer program which computes an aerodynamic influence matrix and is one of several computer programs used to analyze lifting, thin wings in steady, subsonic flow according to a kernel function method lifting surface theory. The most significant features of the program are that it can treat unsymmetrical wings, control points can be placed on the leading and/or trailing edges, and a stable, efficient algorithm is used to compute the influence matrix.

  3. Assessment and Requirements of Nuclear Reaction Databases for GCR Transport in the Atmosphere and Structures

    NASA Technical Reports Server (NTRS)

    Cucinotta, F. A.; Wilson, J. W.; Shinn, J. L.; Tripathi, R. K.

    1998-01-01

    The transport properties of galactic cosmic rays (GCR) in the atmosphere, material structures, and human body (self-shielding) am of interest in risk assessment for supersonic and subsonic aircraft and for space travel in low-Earth orbit and on interplanetary missions. Nuclear reactions, such as knockout and fragmentation, present large modifications of particle type and energies of the galactic cosmic rays in penetrating materials. We make an assessment of the current nuclear reaction models and improvements in these model for developing required transport code data bases. A new fragmentation data base (QMSFRG) based on microscopic models is compared to the NUCFRG2 model and implications for shield assessment made using the HZETRN radiation transport code. For deep penetration problems, the build-up of light particles, such as nucleons, light clusters and mesons from nuclear reactions in conjunction with the absorption of the heavy ions, leads to the dominance of the charge Z = 0, 1, and 2 hadrons in the exposures at large penetration depths. Light particles are produced through nuclear or cluster knockout and in evaporation events with characteristically distinct spectra which play unique roles in the build-up of secondary radiation's in shielding. We describe models of light particle production in nucleon and heavy ion induced reactions and make an assessment of the importance of light particle multiplicity and spectral parameters in these exposures.

  4. SUBSONIC WIND TUNNEL PERFORMANCE ANALYSIS SOFTWARE

    NASA Technical Reports Server (NTRS)

    Eckert, W. T.

    1994-01-01

    This program was developed as an aid in the design and analysis of subsonic wind tunnels. It brings together and refines previously scattered and over-simplified techniques used for the design and loss prediction of the components of subsonic wind tunnels. It implements a system of equations for determining the total pressure losses and provides general guidelines for the design of diffusers, contractions, corners and the inlets and exits of non-return tunnels. The algorithms used in the program are applicable to compressible flow through most closed- or open-throated, single-, double- or non-return wind tunnels or ducts. A comparison between calculated performance and that actually achieved by several existing facilities produced generally good agreement. Any system through which air is flowing which involves turns, fans, contractions etc. (e.g., an HVAC system) may benefit from analysis using this software. This program is an update of ARC-11138 which includes PC compatibility and an improved user interface. The method of loss analysis used by the program is a synthesis of theoretical and empirical techniques. Generally, the algorithms used are those which have been substantiated by experimental test. The basic flow-state parameters used by the program are determined from input information about the reference control section and the test section. These parameters were derived from standard relationships for compressible flow. The local flow conditions, including Mach number, Reynolds number and friction coefficient are determined for each end of each component or section. The loss in total pressure caused by each section is calculated in a form non-dimensionalized by local dynamic pressure. The individual losses are based on the nature of the section, local flow conditions and input geometry and parameter information. The loss forms for typical wind tunnel sections considered by the program include: constant area ducts, open throat ducts, contractions, constant

  5. Cost Analysis for Large Civil Transport Rotorcraft

    NASA Technical Reports Server (NTRS)

    Coy, John J.

    2006-01-01

    This paper presents cost analysis of purchase price and DOC+I (direct operating cost plus interest) that supports NASA s study of three advanced rotorcraft concepts that could enter commercial transport service within 10 to 15 years. The components of DOC+I are maintenance, flight crew, fuel, depreciation, insurance, and finance. The cost analysis aims at VTOL (vertical takeoff and landing) and CTOL (conventional takeoff and landing) aircraft suitable for regional transport service. The resulting spreadsheet-implemented cost models are semi-empirical and based on Department of Transportation and Army data from actual operations of such aircraft. This paper describes a rationale for selecting cost tech factors without which VTOL is more costly than CTOL by a factor of 10 for maintenance cost and a factor of two for purchase price. The three VTOL designs selected for cost comparisons meet the mission requirement to fly 1,200 nautical miles at 350 knots and 30,000 ft carrying 120 passengers. The lowest cost VTOL design is a large civil tilt rotor (LCTR) aircraft. With cost tech factors applied, the LCTR is reasonably competitive with the Boeing 737-700 when operated in economy regional service following the business model of the selected baseline operation, that of Southwest Airlines.

  6. Abe Silverstein 10- by 10-Foot Supersonic Wind Tunnel Validated for Low-Speed (Subsonic) Operation

    NASA Technical Reports Server (NTRS)

    Hoffman, Thomas R.

    2001-01-01

    The NASA Glenn Research Center and Lockheed Martin Corporation tested an aircraft model in two wind tunnels to compare low-speed (subsonic) flow characteristics. Objectives of the test were to determine and document the similarities and uniqueness of the tunnels and to validate that Glenn's 10- by 10-Foot Supersonic Wind Tunnel (10x10 SWT) is a viable low-speed test facility. Results from two of Glenn's wind tunnels compare very favorably and show that the 10x10 SWT is a viable low-speed wind tunnel. The Subsonic Comparison Test was a joint effort by NASA and Lockheed Martin using the Lockheed Martin's Joint Strike Fighter Concept Demonstration Aircraft model. Although Glenn's 10310 and 836 SWT's have many similarities, they also have unique characteristics. Therefore, test data were collected for multiple model configurations at various vertical locations in the test section, starting at the test section centerline and extending into the ceiling and floor boundary layers.

  7. Materials and Structures Research for Gas Turbine Applications Within the NASA Subsonic Fixed Wing Project

    NASA Technical Reports Server (NTRS)

    Hurst, Janet

    2011-01-01

    A brief overview is presented of the current materials and structures research geared toward propulsion applications for NASA s Subsonic Fixed Wing Project one of four projects within the Fundamental Aeronautics Program of the NASA Aeronautics Research Mission Directorate. The Subsonic Fixed Wing (SFW) Project has selected challenging goals which anticipate an increasing emphasis on aviation s impact upon the global issue of environmental responsibility. These goals are greatly reduced noise, reduced emissions and reduced fuel consumption and address 25 to 30 years of technology development. Successful implementation of these demanding goals will require development of new materials and structural approaches within gas turbine propulsion technology. The Materials and Structures discipline, within the SFW project, comprise cross-cutting technologies ranging from basic investigations to component validation in laboratory environments. Material advances are teamed with innovative designs in a multidisciplinary approach with the resulting technology advances directed to promote the goals of reduced noise and emissions along with improved performance.

  8. The Effect of Yaw Coupling in Turning Maneuvers of Large Transport Aircraft

    NASA Technical Reports Server (NTRS)

    McNeill, Walter E.; Innis, Robert C.

    1965-01-01

    A study has been made, using a piloted moving simulator, of the effects of the yaw-coupling parameters N(sub p) and N(sub delta(sub a) on the lateral-directional handling qualities of a large transport airplane at landing-approach airspeed. It is shown that the desirable combinations of these parameters tend to be more proverse when compared with values typical of current aircraft. Results of flight tests in a large variable-stability jet transport showed trends which were similar to those of the simulator data. Areas of minor disagreement, which were traced to differences in airplane geometry, indicate that pilot consciousness of side acceleration forces can be an important factor in handling qualities of future long-nosed transport aircraft.

  9. Radiation Transport in Random Media With Large Fluctuations

    NASA Astrophysics Data System (ADS)

    Olson, Aaron; Prinja, Anil; Franke, Brian

    2017-09-01

    Neutral particle transport in media exhibiting large and complex material property spatial variation is modeled by representing cross sections as lognormal random functions of space and generated through a nonlinear memory-less transformation of a Gaussian process with covariance uniquely determined by the covariance of the cross section. A Karhunen-Loève decomposition of the Gaussian process is implemented to effciently generate realizations of the random cross sections and Woodcock Monte Carlo used to transport particles on each realization and generate benchmark solutions for the mean and variance of the particle flux as well as probability densities of the particle reflectance and transmittance. A computationally effcient stochastic collocation method is implemented to directly compute the statistical moments such as the mean and variance, while a polynomial chaos expansion in conjunction with stochastic collocation provides a convenient surrogate model that also produces probability densities of output quantities of interest. Extensive numerical testing demonstrates that use of stochastic reduced-order modeling provides an accurate and cost-effective alternative to random sampling for particle transport in random media.

  10. A crew-centered flight deck design philosophy for High-Speed Civil Transport (HSCT) aircraft

    NASA Technical Reports Server (NTRS)

    Palmer, Michael T.; Rogers, William H.; Press, Hayes N.; Latorella, Kara A.; Abbott, Terence S.

    1995-01-01

    Past flight deck design practices used within the U.S. commercial transport aircraft industry have been highly successful in producing safe and efficient aircraft. However, recent advances in automation have changed the way pilots operate aircraft, and these changes make it necessary to reconsider overall flight deck design. The High Speed Civil Transport (HSCT) mission will likely add new information requirements, such as those for sonic boom management and supersonic/subsonic speed management. Consequently, whether one is concerned with the design of the HSCT, or a next generation subsonic aircraft that will include technological leaps in automated systems, basic issues in human usability of complex systems will be magnified. These concerns must be addressed, in part, with an explicit, written design philosophy focusing on human performance and systems operability in the context of the overall flight crew/flight deck system (i.e., a crew-centered philosophy). This document provides such a philosophy, expressed as a set of guiding design principles, and accompanied by information that will help focus attention on flight crew issues earlier and iteratively within the design process. This document is part 1 of a two-part set.

  11. A second-generation high speed civil transport: Stingray

    NASA Technical Reports Server (NTRS)

    Engdahl, Sean; Lopes, Kevin; Ngan, Angelen; Perrin, Joseph; Phipps, Marcus; Westman, Blake; Yeo, Urn

    1992-01-01

    The Stingray is the second-generation High Speed Civil Transport (HSCT) designed for the 21st Century. This aircraft is designed to be economically viable and environmentally sound transportation competitive in markets currently dominated by subsonic aircraft such as the Boeing 747 and upcoming McDonnell Douglas MD-12. With the Stringray coming into service in 2005, a ticket price of 21 percent over current subsonic airlines will cover operational costs with a 10 percent return on investment. The cost per aircraft will be $202 million with the Direct Operating Cost equal to $0.072 per mile per seat. This aircraft has been designed to be a realistic aircraft that can be built within the next ten to fifteen years. There was only one main technological improvement factor used in the design, that being for the engine specific fuel consumption. The Stingray, therefore, does not rely on technology that does not exist. The Stingray will be powered by four mixed flow turbofans that meet both nitrous oxide emissions and FAR 36 Stage 3 noise regulations. It will carry 250 passengers a distance of 5200 nautical miles at a speed of Mach 2.4. The shape of the Stingray, while optimized for supersonic flight, is compatible with all current airline facilities in airports around the world. As the demand for economical, high-speed flight increases, the Stingray will be ready and able to meet those demands.

  12. Capabilities of the Large-Scale Sediment Transport Facility

    DTIC Science & Technology

    2016-04-01

    experiments in wave /current environments. INTRODUCTION: The LSTF (Figure 1) is a large-scale laboratory facility capable of simulating conditions...comparable to low- wave energy coasts. The facility was constructed to address deficiencies in existing methods for calculating longshore sediment...transport. The LSTF consists of a 30 m wide, 50 m long, 1.4 m deep basin. Waves are generated by four digitally controlled wave makers capable of producing

  13. Vehicle Design Evaluation Program (VDEP). A computer program for weight sizing, economic, performance and mission analysis of fuel-conservative aircraft, multibodied aircraft and large cargo aircraft using both JP and alternative fuels

    NASA Technical Reports Server (NTRS)

    Oman, B. H.

    1977-01-01

    The NASA Langley Research Center vehicle design evaluation program (VDEP-2) was expanded by (1) incorporating into the program a capability to conduct preliminary design studies on subsonic commercial transport type aircraft using both JP and such alternate fuels as hydrogen and methane;(2) incorporating an aircraft detailed mission and performance analysis capability; and (3) developing and incorporating an external loads analysis capability. The resulting computer program (VDEP-3) provides a preliminary design tool that enables the user to perform integrated sizing, structural analysis, and cost studies on subsonic commercial transport aircraft. Both versions of the VDEP-3 Program which are designated preliminary Analysis VDEP-3 and detailed Analysis VDEP utilize the same vehicle sizing subprogram which includes a detailed mission analysis capability, as well as a geometry and weight analysis for multibodied configurations.

  14. Stability derivatives for bodies of revolution at subsonic speeds

    NASA Technical Reports Server (NTRS)

    Liu, D. D.; Platzer, M. F.; Ruo, S. Y.

    1976-01-01

    The paper considers a rigid pointed body of revolution in a steady uniform subsonic flow. The body performs harmonic small-amplitude pitching oscillations around its zero angle of attack position. The body is assumed to be smooth and sufficiently slender so that the small perturbation concept can be applied. The basis of the method used, following Revell (1960), is the relation of a body-fixed perturbation potential to the general velocity potential. Normal force distributions as well as total force and moment coefficients are calculated for parabolic spindles and the numerical results show good agreement between Revell's second-order slender body theory and the present theory for the static stability derivatives of the parabolic spindles.

  15. Reduced size first-order subsonic and supersonic aeroelastic modeling

    NASA Technical Reports Server (NTRS)

    Karpel, Mordechay

    1990-01-01

    Various aeroelastic, aeroservoelastic, dynamic-response, and sensitivity analyses are based on a time-domain first-order (state-space) formulation of the equations of motion. The formulation of this paper is based on the minimum-state (MS) aerodynamic approximation method, which yields a low number of aerodynamic augmenting states. Modifications of the MS and the physical weighting procedures make the modeling method even more attractive. The flexibility of constraint selection is increased without increasing the approximation problem size; the accuracy of dynamic residualization of high-frequency modes is improved; and the resulting model is less sensitive to parametric changes in subsequent analyses. Applications to subsonic and supersonic cases demonstrate the generality, flexibility, accuracy, and efficiency of the method.

  16. Prediction of subsonic vortex shedding from forebodies with chines

    NASA Technical Reports Server (NTRS)

    Mendenhall, Michael R.; Lesieutre, Daniel J.

    1990-01-01

    An engineering prediction method and associated computer code VTXCHN to predict nose vortex shedding from circular and noncircular forebodies with sharp chine edges in subsonic flow at angles of attack and roll are presented. Axisymmetric bodies are represented by point sources and doublets, and noncircular cross sections are transformed to a circle by either analytical or numerical conformal transformations. The lee side vortex wake is modeled by discrete vortices in crossflow planes along the body; thus the three-dimensional steady flow problem is reduced to a two-dimensional, unsteady, separated flow problem for solution. Comparison of measured and predicted surface pressure distributions, flow field surveys, and aerodynamic characteristics are presented for noncircular bodies alone and forebodies with sharp chines.

  17. Thermal plasma and fast ion transport in electrostatic turbulence in the large plasma devicea)

    NASA Astrophysics Data System (ADS)

    Zhou, Shu; Heidbrink, W. W.; Boehmer, H.; McWilliams, R.; Carter, T. A.; Vincena, S.; Tripathi, S. K. P.; Van Compernolle, B.

    2012-05-01

    The transport of thermal plasma and fast ions in electrostatic microturbulence is studied. Strong density and potential fluctuations (δn /n˜δφ/kTe ˜ 0.5, f ˜ 5-50 kHz) are observed in the large plasma device (LAPD) [W. Gekelman, H. Pfister, Z. Lucky et al., Rev. Sci. Instrum. 62, 2875 (1991)] in density gradient regions produced by obstacles with slab or cylindrical geometry. Wave characteristics and the associated plasma transport are modified by driving sheared E × B drift through biasing the obstacle and by modification of the axial magnetic fields (Bz) and the plasma species. Cross-field plasma transport is suppressed with small bias and large Bz and is enhanced with large bias and small Bz. The transition in thermal plasma confinement is well explained by the cross-phase between density and potential fluctuations. Large gyroradius lithium fast ion beam (ρfast/ρs ˜ 10) orbits through the turbulent region. Scans with a collimated analyzer give detailed profiles of the fast ion spatial-temporal distribution. Fast-ion transport decreases rapidly with increasing fast-ion energy and gyroradius. Background waves with different scale lengths also alter the fast ion transport. Experimental results agree well with gyro-averaging theory. When the fast ion interacts with the wave for most of a wave period, a transition from super-diffusive to sub-diffusive transport is observed, as predicted by diffusion theory. Besides turbulent-wave-induced fast-ion transport, the static radial electric field (Er) from biasing the obstacle leads to drift of the fast-ion beam centroid. The drift and broadening of the beam due to static Er are evaluated both analytically and numerically. Simulation results indicate that the Er induced transport is predominately convective.

  18. Low-stress mounting configuration design for large aperture laser transport mirror

    NASA Astrophysics Data System (ADS)

    Zhang, Zheng; Quan, Xusong; Yao, Chao; Wang, Hui

    2016-10-01

    TM1-6S1 large aperture laser transport mirror is a crucial optical unit of high power solid-state laser in the Inertial Confinement Fusion (ICF) facility. This article focuses on the low-stress and precise mounting method of large-aperture mirror. Based on the engineering practice of SG-III, the state-of-the-art and key problems of current mounting configuration are clarified firstly. Subsequently, a brand new low-stress mounting configuration with flexure supports is proposed. Opto-mechanical model of the mirror under mounting force is built up with elastic mechanics theory. Further, numerical methods and field tests are employed to verify the favorable load uniform capacity and load adjust capacity of flexure supports. With FEM, the relation between the mounting force from new configuration and the mirror surface distortion (wavefront error) is clarified. The novel mounting method of large aperture optics could be not only used on this laser transport mirror, but also on the other transmission optics and large crystals in ICF facilities.

  19. 14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... Limitations § 135.383 Large transport category airplanes: Turbine engine powered: En route limitations: Two...). No person may operate a turbine engine powered large transport category airplane along an intended..., 1958, but before August 30, 1959 (SR422A). No person may operate a turbine engine powered large...

  20. 14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... Limitations § 135.383 Large transport category airplanes: Turbine engine powered: En route limitations: Two...). No person may operate a turbine engine powered large transport category airplane along an intended..., 1958, but before August 30, 1959 (SR422A). No person may operate a turbine engine powered large...

  1. Effect of an alternate winglet on the pressure and spanwise load distributions of a first generation jet transport wing

    NASA Technical Reports Server (NTRS)

    Montoya, L. C.; Flechner, S. G.; Jacobs, P. F.

    1978-01-01

    Pressure and spanwise load distributions on a first-generation jet transport semispan model at subsonic speeds are presented. The wind tunnel data were measured for the wing with and without an alternate winglet. The results show that the winglet affected outboard wing pressure distributions and increased the spanwise loads near the tip.

  2. Aerodynamic Assessment of Flight-Determined Subsonic Lift and Drag Characteristics of Seven Lifting-Body and Wing-Body Reentry Vehicle Configurations

    NASA Technical Reports Server (NTRS)

    Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.

    2002-01-01

    This report examines subsonic flight-measured lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle Enterprise. Subsonic flight lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats are intended to unify the data and allow a greater understanding than individually studying the vehicles allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio platforms. The definition of reference area is critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to drag ratio, and, where available, base pressure coefficients. The influence of forebody drag on afterbody and base drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. This feature may result in a reduced need of surface smoothness for vehicles with a large ratio of base area to wetted area. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.

  3. Quasi-Steady Simulations for the Efficient Generation of Static Aerodynamic Coefficients at Subsonic Velocity

    DTIC Science & Technology

    2016-09-01

    ARL-TR-7790 ● SEP 2016 US Army Research Laboratory Quasi -Steady Simulations for the Efficient Generation of Static Aerodynamic... Quasi -Steady Simulations for the Efficient Generation of Static Aerodynamic Coefficients at Subsonic Velocity by Sidra I Silton Weapons and...To) December 2014–April 2015 4. TITLE AND SUBTITLE Quasi -Steady Simulations for the Efficient Generation of Static Aerodynamic Coefficients at

  4. A study on high subsonic airfoil flows in relatively high Reynolds number by using OpenFOAM

    NASA Astrophysics Data System (ADS)

    Nakao, Shinichiro; Kashitani, Masashi; Miyaguni, Takeshi; Yamaguchi, Yutaka

    2014-04-01

    In the present study, numerical calculations of the flow-field around the airfoil model are performed by using the OpenFOAM in high subsonic flows. The airfoil model is NACA 64A010. The maximum thickness is 10 % of the chord length. The SonicFOAM and the RhoCentralFOAM are selected as the solver in high subsonic flows. The grid point is 158,000 and the Mach numbers are 0.277 and 0.569 respectively. The CFD data are compared with the experimental data performed by the cryogenic wind tunnel in the past. The results are as follows. The numerical results of the pressure coefficient distribution on the model surface calculated by the SonicFOAM solver showed good agreement with the experimental data measured by the cryogenic wind tunnel. And the data calculated by the SonicFOAM have the capability for the quantitative comparison of the experimental data at low angle of attack.

  5. A Subsonic Aircraft Design Optimization With Neural Network and Regression Approximators

    NASA Technical Reports Server (NTRS)

    Patnaik, Surya N.; Coroneos, Rula M.; Guptill, James D.; Hopkins, Dale A.; Haller, William J.

    2004-01-01

    The Flight-Optimization-System (FLOPS) code encountered difficulty in analyzing a subsonic aircraft. The limitation made the design optimization problematic. The deficiencies have been alleviated through use of neural network and regression approximations. The insight gained from using the approximators is discussed in this paper. The FLOPS code is reviewed. Analysis models are developed and validated for each approximator. The regression method appears to hug the data points, while the neural network approximation follows a mean path. For an analysis cycle, the approximate model required milliseconds of central processing unit (CPU) time versus seconds by the FLOPS code. Performance of the approximators was satisfactory for aircraft analysis. A design optimization capability has been created by coupling the derived analyzers to the optimization test bed CometBoards. The approximators were efficient reanalysis tools in the aircraft design optimization. Instability encountered in the FLOPS analyzer was eliminated. The convergence characteristics were improved for the design optimization. The CPU time required to calculate the optimum solution, measured in hours with the FLOPS code was reduced to minutes with the neural network approximation and to seconds with the regression method. Generation of the approximators required the manipulation of a very large quantity of data. Design sensitivity with respect to the bounds of aircraft constraints is easily generated.

  6. Economic benefits of supersonic overland operation

    NASA Technical Reports Server (NTRS)

    Metwally, Munir

    1992-01-01

    Environmental concerns are likely to impose some restrictions on the next generation of supersonic commercial transport. There is a global concern over the effects of engine emissions on the ozone layer which protects life on Earth from ultraviolet radiation. There is also some concern over community noise. The High Speed Civil Transport (HSCT) must meet at least the current subsonic noise certification standards to be compatible with the future subsonic fleet. Concerns over sonic boom represent another environmental and marketing challenge to the HSCT program. The most attractive feature of the supersonic transport is speed, which offers the traveling public significant time-savings on long range routes. The sonic boom issue represents a major environmental and economic challenge as well. Supersonic operation overland produces the most desirable economic results. However, unacceptable overland sonic boom raise levels may force HSCT to use subsonic speeds overland. These environmental and economic challenges are likely to impose some restrictions on supersonic operation, thus introducing major changes to existing route structures and future supersonic network composition. The current subsonic route structure may have to be altered for supersonic transports to avoid sensitive areas in the stratosphere or to minimize overland flight tracks. It is important to examine the alternative route structure and the impact of these restrictions on the economic viability of the overall supersonic operation. Future market potential for HSCT fleets must be large enough to enable engine and airframe manufacturers to build the plane at a cost that provides them with an attractive return on investment and to sell it at a price that allows the airlines to operate with a reasonable margin of profit. Subsonic overland operation of a supersonic aircraft hinders its economic viability. Ways to increase the market potential of supersonic operation are described.

  7. Morphological response of a large-scale coastal blowout to a strong magnitude transport event

    NASA Astrophysics Data System (ADS)

    Delgado-Fernandez, Irene; Jackson, Derek; Smith, Alexander; Smyth, Thomas

    2017-04-01

    Large-scale blowouts are fundamental features of many coastal dune fields in temperate areas around the world. These distinctive erosional (mostly unvegetated) landform features are often characterised by a significant depression area and a connected depositional lobe at their downwind edges. These areas also provide important transport corridors to inland parts of the dune system and can provide ideal habitats for specialist flora and fauna as well as helping to enhance landscape diversity. The actual morphology and shape/size of blowouts can significantly modify the overlying atmospheric boundary layer of the wind, influencing wind flow steering and intensity within the blowout, and ultimately aeolian sediment transport. While investigations of morphological changes within blowouts have largely focused on the medium (months) to long (annual/decadal) temporal scale, studies of aeolian transport dynamics within blowouts have predominantly focused on the short-term (event) scale. Work on wind-transport processes in blowouts is still relatively rare, with ad-hoc studies providing only limited information on airflow and aeolian transport. Large-scale blowouts are characterised by elongated basins that can reach hundreds of meters, potentially resulting in airflow and transport dynamics that are very different from their smaller scale counterparts. This research focuses on a short-term, strong wind event measured at the Devil's Hole blowout (Sefton dunes, NW England), a large-scale blowout feature approximately 300 m in length and 100 m in width. In situ measurements of airflow and aeolian transport were collected during a short-term experiment on the 22nd October 2015. A total of twenty three, 3D ultrasonic anemometers, sand traps, and wenglor sensors were deployed in a spatial grid covering the distal end of the basin, walls, and depositional lobe. Terrestrial laser scanning (TLS) was used to quantify morphological changes within the blowout before and after the

  8. A Preliminary Evaluation of Supersonic Transport Category Vehicle Operations in the National Airspace System

    NASA Technical Reports Server (NTRS)

    Underwood, Matthew C.; Guminsky, Michael D.

    2015-01-01

    Several public sector businesses and government agencies, including the National Aeronautics and Space Administration are currently working on solving key technological barriers that must be overcome in order to realize the vision of low-boom supersonic flights conducted over land. However, once these challenges are met, the manner in which this class of aircraft is integrated in the National Airspace System may become a potential constraint due to the significant environmental, efficiency, and economic repercussions that their integration may cause. Background research was performed on historic supersonic operations in the National Airspace System, including both flight deck procedures and air traffic controller procedures. Using this information, an experiment was created to test some of these historic procedures in a current-day, emerging Next Generation Air Transportation System (NextGen) environment and observe the interactions between commercial supersonic transport aircraft and modern-day air traffic. Data was gathered through batch simulations of supersonic commercial transport category aircraft operating in present-day traffic scenarios as a base-lining study to identify the magnitude of the integration problems and begin the exploration of new air traffic management technologies and architectures which will be needed to seamlessly integrate subsonic and supersonic transport aircraft operations. The data gathered include information about encounters between subsonic and supersonic aircraft that may occur when supersonic commercial transport aircraft are integrated into the National Airspace System, as well as flight time data. This initial investigation is being used to inform the creation and refinement of a preliminary Concept of Operations and for the subsequent development of technologies that will enable overland supersonic flight.

  9. Calculation of subsonic and supersonic steady and unsteady aerodynamic forces using velocity potential aerodynamic elements

    NASA Technical Reports Server (NTRS)

    Haviland, J. K.; Yoo, Y. S.

    1976-01-01

    Expressions for calculation of subsonic and supersonic, steady and unsteady aerodynamic forces are derived, using the concept of aerodynamic elements applied to the downwash velocity potential method. Aerodynamic elements can be of arbitrary out of plane polygon shape, although numerical calculations are restricted to rectangular elements, and to the steady state case in the supersonic examples. It is suggested that the use of conforming, in place of rectangular elements, would give better results. Agreement with results for subsonic oscillating T tails is fair, but results do not converge as the number of collocation points is increased. This appears to be due to the form of expression used in the calculations. The methods derived are expected to facilitate automated flutter analysis on the computer. In particular, the aerodynamic element concept is consistent with finite element methods already used for structural analysis. The method is universal for the complete Mach number range, and, finally, the calculations can be arranged so that they do not have to be repeated completely for every reduced frequency.

  10. The Langley 14- by 22-Foot Subsonic Tunnel: Description, Flow Characteristics, and Guide for Users

    NASA Technical Reports Server (NTRS)

    Gentry, Garl L., Jr.; Quinto, P. Frank; Gatlin, Gregory M.; Applin, Zachary T.

    1990-01-01

    The Langley 14- by 22-foot Subsonic Tunnel is a closed circuit, single-return atmospheric wind tunnel with a test section that can be operated in a variety of configurations (closed, slotted, partially open, and open). The closed test section configuration is 14.5 ft high by 21.75 ft wide and 50 ft long with a maximum speed of about 338 ft/sec. The open test section configuration has a maximum speed of about 270 ft/sec, and is formed by raising the ceiling and walls, to form a floor-only configuration. The tunnel may be configured with a moving-belt ground plane and a floor boundary-layer removal system at the entrance to the test section for ground effect testing. In addition, the tunnel had a two-component laser velocimeter, a frequency modulated (FM) tape system for dynamic data acquisition, flow visualization equipment, and acoustic testing capabilities. Users of the 14- by 22-foot Subsonic Tunnel are provided with information required for planning of experimental investigations including test hardware and model support systems.

  11. Subsonic stability and control flight test results of the Space Shuttle /tail cone off/

    NASA Technical Reports Server (NTRS)

    Cooke, D. R.

    1980-01-01

    The subsonic stability and control testing of the Space Shuttle Orbiter in its two test flights in the tailcone-off configuration is discussed, and test results are presented. Flight test maneuvers were designed to maximize the quality and quantity of stability and control data in the minimal time allotted using the Space Shuttle Functional Simulator and the Modified Maximum Likelihood Estimator (MMLE) programs, and coefficients were determined from standard sensor data sets using the MMLE, despite problems encountered in timing due to the different measurement systems used. Results are included for lateral directional and longitudinal maneuvers as well as the Space Shuttle aerodynamic data base obtained using the results of wind tunnel tests. The flight test data are found to permit greater confidence in the data base since the differences found are well within control system capability. It is suggested that the areas of major differences, including lateral directional data with open speedbrake, roll due to rudder and normal force due to elevon, be investigated in any further subsonic flight testing. Improvements in sensor data and data handling techniques for future orbital test flights are indicated.

  12. Green Propulsion Technologies for Advanced Air Transports

    NASA Technical Reports Server (NTRS)

    Del Rosario, Ruben

    2015-01-01

    Air transportation is critical to U.S. and Global economic vitality. However, energy and climate issues challenge aviations ability to be sustainable in the long term. Aviation must dramatically reduce fuel use and related emissions. Energy costs to U.S. airlines nearly tripled between 1995 and 2011, and continue to be the highest percentage of operating costs. The NASA Advanced Air Transports Technology Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. The presentation will highlight the NASA vision of revolutionary systems and propulsion technologies needed to achieve these challenging goals. Specifically, the primary focus is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe, which are envisioned as being powered by Hybrid Electric Propulsion Systems.

  13. Method for calculating the aerodynamic loading on an oscillating finite wing in subsonic and sonic flow

    NASA Technical Reports Server (NTRS)

    Runyan, Harry L; Woolston, Donald S

    1957-01-01

    A method is presented for calculating the loading on a finite wing oscillating in subsonic or sonic flow. The method is applicable to any plan form and may be used for determining the loading on deformed wings. The procedure is approximate and requires numerical integration over the wing surface.

  14. Wind tunnel investigations of forebody strakes for yaw control on F/A-18 model at subsonic and transonic speeds

    NASA Technical Reports Server (NTRS)

    Erickson, Gary E.; Murri, Daniel G.

    1993-01-01

    Wind tunnel investigations have been conducted of forebody strakes for yaw control on 0.06-scale models of the F/A-18 aircraft at free-stream Mach numbers of 0.20 to 0.90. The testing was conducted in the 7- by 10-Foot Transonic Tunnel at the David Taylor Research Center and the Langley 7- by 10-Foot High-Speed Tunnel. The principal objectives of the testing were to determine the effects of the Mach number and the strake plan form on the strake yaw control effectiveness and the corresponding strake vortex induced flow field. The wind tunnel model configurations simulated an actuated conformal strake deployed for maximum yaw control at high angles of attack. The test data included six-component forces and moments on the complete model, surface static pressure distributions on the forebody and wing leading-edge extensions, and on-surface and off-surface flow visualizations. The results from these studies show that the strake produces large yaw control increments at high angles of attack that exceed the effect of conventional rudders at low angles of attack. The strake yaw control increments diminish with increasing Mach number but continue to exceed the effect of rudder deflection at angles of attack greater than 30 degrees. The character of the strake vortex induced flow field is similar at subsonic and transonic speeds. Cropping the strake planform to account for geometric and structural constraints on the F-18 aircraft has a small effect on the yaw control increments at subsonic speeds and no effect at transonic speeds.

  15. IMPROVED PERFORMANCES IN SUBSONIC FLOWS OF AN SPH SCHEME WITH GRADIENTS ESTIMATED USING AN INTEGRAL APPROACH

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

    Valdarnini, R., E-mail: valda@sissa.it

    In this paper, we present results from a series of hydrodynamical tests aimed at validating the performance of a smoothed particle hydrodynamics (SPH) formulation in which gradients are derived from an integral approach. We specifically investigate the code behavior with subsonic flows, where it is well known that zeroth-order inconsistencies present in standard SPH make it particularly problematic to correctly model the fluid dynamics. In particular, we consider the Gresho–Chan vortex problem, the growth of Kelvin–Helmholtz instabilities, the statistics of driven subsonic turbulence and the cold Keplerian disk problem. We compare simulation results for the different tests with those obtained,more » for the same initial conditions, using standard SPH. We also compare the results with the corresponding ones obtained previously with other numerical methods, such as codes based on a moving-mesh scheme or Godunov-type Lagrangian meshless methods. We quantify code performances by introducing error norms and spectral properties of the particle distribution, in a way similar to what was done in other works. We find that the new SPH formulation exhibits strongly reduced gradient errors and outperforms standard SPH in all of the tests considered. In fact, in terms of accuracy, we find good agreement between the simulation results of the new scheme and those produced using other recently proposed numerical schemes. These findings suggest that the proposed method can be successfully applied for many astrophysical problems in which the presence of subsonic flows previously limited the use of SPH, with the new scheme now being competitive in these regimes with other numerical methods.« less

  16. Non-intrusive acoustic measurement of flow velocity and temperature in a high subsonic Mach number jet

    NASA Astrophysics Data System (ADS)

    Otero, R., Jr.; Lowe, K. T.; Ng, W. F.

    2018-01-01

    In previous studies, sonic anemometry and thermometry have generally been used to measure low subsonic Mach flow conditions. Recently, a novel configuration was proposed and used to measure unheated jet velocities up to Mach 0.83 non-intrusively. The objective of this investigation is to test the novel configuration in higher temperature conditions and explore the effects of fluid temperature on mean velocity and temperature measurement accuracy. The current work presents non-intrusive acoustic measurements of single-stream jet conditions up to Mach 0.7 and total temperatures from 299 K to 700 K. Comparison of acoustically measured velocity and static temperature with probe data indicate root mean square (RMS) velocity errors of 2.6 m s-1 (1.1% of the maximum jet centerline velocity), 4.0 m s-1 (1.2%), and 8.5 m s-1 (2.4%), respectively, for 299, 589, and 700 K total temperature flows up to Mach 0.7. RMS static temperature errors of 7.5 K (2.5% of total temperature), 8.1 K (1.3%), and 23.3 K (3.3%) were observed for the same respective total temperature conditions. To the authors’ knowledge, this is the first time a non-intrusive acoustic technique has been used to simultaneously measure mean fluid velocity and static temperatures in high subsonic Mach numbers up to 0.7. Overall, the findings of this work support the use of acoustics for non-intrusive flow monitoring. The ability to measure mean flow conditions at high subsonic Mach numbers and temperatures makes this technique a viable candidate for gas turbine applications, in particular.

  17. Numerical Prediction of Periodic Vortex Shedding in Subsonic and Transonic Turbine Cascade Flows

    NASA Astrophysics Data System (ADS)

    Mensink, C.

    1996-05-01

    Periodic vortex shedding at the trailing edge of a turbine cascade has been investigated numerically for a subsonic and a transonic cascade flow. The numerical investigation was carried out by a finite volume multiblock code, solving the 2D compressible Reynolds-averaged Navier-Stokes equations on a set of non-overlapping grid blocks that are connected in a conservative way. Comparisons are made with experimental results previously obtained by Sieverding and Heinemann.

  18. Technology Assessment for Large Vertical-Lift Transport Tiltrotors

    NASA Technical Reports Server (NTRS)

    Germanowski, Peter J.; Stille, Brandon L.; Strauss, Michael P.

    2010-01-01

    The technical community has identified rotor efficiency as a critical enabling technology for large vertical-lift transport (LVLT) rotorcraft. The size and performance of LVLT aircraft will be far beyond current aircraft capabilities, enabling a transformational change in cargo transport effectiveness. Two candidate approaches for achieving high efficiency were considered for LVLT applications: a variable-diameter tiltrotor (VDTR) and a variable-speed tiltrotor (VSTR); the former utilizes variable-rotor geometry and the latter utilizes variable-rotor speed. Conceptual aircraft designs were synthesized for the VDTR and VSTR and compared to a conventional tiltrotor (CTR). The aircraft were optimized to a common objective function and bounded by a set of physical- and requirements-driven constraints. The resulting aircraft were compared for weight, size, performance, handling qualities, and other attributes. These comparisons established a measure of the relative merits of the variable-diameter and -speed rotor systems as enabling technologies for LVLT capability.

  19. Suspended sediment transport trough a large fluvial-tidal channel network

    USGS Publications Warehouse

    Wright, Scott A.; Morgan-King, Tara L.

    2015-01-01

    The confluence of the Sacramento and San Joaquin Rivers, CA, forms a large network of interconnected channels, referred to as the Sacramento-San Joaquin Delta (the Delta). The Delta comprises the transition zone from the fluvial influences of the upstream rivers and tidal influences of San Francisco Bay downstream. Formerly an extensive tidal marsh, the hydrodynamics and geomorphology of Delta have been substantially modified by humans to support agriculture, navigation, and water supply. These modifications, including construction of new channels, diking and draining of tidal wetlands, dredging of navigation channels, and the operation of large pumping facilities for distribution of freshwater from the Delta to other parts of the state, have had a dramatic impact on the physical and ecological processes within the Delta. To better understand the current physical processes, and their linkages to ecological processes, the USGS maintains an extensive network of flow, sediment, and water quality gages in the Delta. Flow gaging is accomplished through use of the index-velocity method, and sediment monitoring uses turbidity as a surrogate for suspended-sediment concentration. Herein, we present analyses of the transport and dispersal of suspended sediment through the complex network of channels in the Delta. The primary source of sediment to the Delta is the Sacramento River, which delivers pulses of sediment primarily during winter and spring runoff events. Upon reaching the Delta, the sediment pulses move through the fluvial-tidal transition while also encountering numerous channel junctions as the Sacramento River branches into several distributary channels. The monitoring network allows us to track these pulses through the network and document the dominant transport pathways for suspended sediment. Further, the flow gaging allows for an assessment of the relative effects of advection (the fluvial signal) and dispersion (from the tides) on the sediment pulses as they

  20. Development of RTM and powder prepreg resins for subsonic aircraft primary structures

    NASA Technical Reports Server (NTRS)

    Woo, Edmund P.; Groleau, Michael R.; Bertram, James L.; Puckett, Paul M.; Maynard, Shawn J.

    1993-01-01

    Dow developed a thermoset resin which could be used to produce composites via the RTM process. The composites formed are useful at 200 F service temperatures after moisture saturation, and are tough systems that are suitable for subsonic aircraft primary structure. At NASA's request, Dow also developed a modified version of the RTM resin system which was suitable for use in producing powder prepreg. In the course of developing the RTM and powder versions of these resins, over 50 different new materials were produced and evaluated.

  1. Comparison Study of Subsonic and Transonic Mixing in a Multi-Kw Grid-Nozzle Supersonic Chemical Oxygen Iodine Laser

    NASA Astrophysics Data System (ADS)

    Vyskubenko, Oleg; Sugimoto, Daichi; Watanabe, Goro; Tei, Kazuyoku; Nanri, Kenzo; Fujioka, Tomoo

    2005-05-01

    The present study compares the laser medium properties for subsonic and transonic iodine injection schemes of a multi-kW grid-nozzle supersonic chemical oxygen iodine laser (COIL). Two supersonic nozzles of similar geometry having subsonic or transonic iodine injectors were investigated in the present study. Small signal gain (SSG) and internal cavity temperature (ICT) were experimentally measured as a function of the iodine flow rate and coordinate in the direction of the gas flow. Dissociated fraction of iodine F and the number N of O2(1Δ) molecules consumed for the dissociation of one iodine molecule were estimated by an analytical method, utilizing SSG and ICT as input parameters. Both gain and temperature were measured by diode laser spectroscopy. Pressure broadening of the spectroscopic line of iodine atom was taken into account when calculating the gas temperature in the cavity.

  2. Assessment of the application of advanced technologies to subsonic CTOL transport aircraft

    NASA Technical Reports Server (NTRS)

    Graef, J. D.; Sallee, G. P.; Verges, J. T.

    1974-01-01

    Design studies of the application of advanced technologies to future transport aircraft were conducted. These studies were reviewed from the perspective of an air carrier. A fundamental study of the elements of airplane operating cost was performed, and the advanced technologies were ranked in order of potential profit impact. Recommendations for future study areas are given.

  3. Vortex lattice prediction of subsonic aerodynamics of hypersonic vehicle concepts

    NASA Technical Reports Server (NTRS)

    Pittman, J. L.; Dillon, J. L.

    1977-01-01

    The vortex lattice method introduced by Lamar and Gloss (1975) was applied to the prediction of subsonic aerodynamic characteristics of hypersonic body-wing configurations. The reliability of the method was assessed through comparison of the calculated and observed aerodynamic performances of two National Hypersonic Flight Research Facility craft at Mach 0.2. The investigation indicated that a vortex lattice model involving 120 or more panel elements can give good results for the lift and induced drag coefficients of the craft, as well as for the pitching moment at angles of attack below 10 to 15 deg. Automated processes for calculating the local slopes of mean-camber surfaces may also render the method suitable for use in preliminary design phases.

  4. Unsteady Subsonic and Transonic Potential Flow over Helicopter Rotor Blades

    NASA Technical Reports Server (NTRS)

    Isom, M. P.

    1974-01-01

    Differential equations and boundary conditions for a rotor blade in forward flight, with subsonic or transonic tip Mach number, are derived. A variety of limiting flow regimes determined by different limits involving blade thickness ratio, aspect ratio, advance ratio and maximum tip Mach number is discussed. The transonic problem is discussed in some detail, and in particular the conditions that make this problem quasi-steady or essentially unsteady are determined. Asymptotic forms of equations and boundary conditions that are valid in an appropriately scaled region of the tip and an azimuthal sector on the advancing side are derived. The equations are then put in a form that is valid from the blade tip inboard through the strip theory region.

  5. Subsonic Ultra Green Aircraft Research Phase II: N+4 Advanced Concept Development

    NASA Technical Reports Server (NTRS)

    Bradley, Marty K.; Droney, Christopher K.

    2012-01-01

    This final report documents the work of the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team on Task 1 of the Phase II effort. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, and Georgia Tech. Using a quantitative workshop process, the following technologies, appropriate to aircraft operational in the N+4 2040 timeframe, were identified: Liquefied Natural Gas (LNG), Hydrogen, fuel cell hybrids, battery electric hybrids, Low Energy Nuclear (LENR), boundary layer ingestion propulsion (BLI), unducted fans and advanced propellers, and combinations. Technology development plans were developed.

  6. Subsonic Static and Dynamic Aerodynamics of Blunt Entry Vehicles

    NASA Technical Reports Server (NTRS)

    Mitcheltree, Robert A.; Fremaux, Charles M.; Yates, Leslie A.

    1999-01-01

    The incompressible subsonic aerodynamics of four entry-vehicle shapes with variable c.g. locations are examined in the Langley 20-Foot Vertical Spin Tunnel. The shapes examined are spherically-blunted cones with half-cone angles of 30, 45, and 60 deg. The nose bluntness varies between 0.25 and 0.5 times the base diameter. The Reynolds number based on model diameter for these tests is near 500,000. Quantitative data on attitude and location are collected using a video-based data acquisition system and reduced with a six deg-of-freedom inverse method. All of the shapes examined suffered from strong dynamic instabilities which could produced limit cycles with sufficient amplitudes to overcome static stability of the configuration. Increasing cone half-angle or nose bluntness increases drag but decreases static and dynamic stability.

  7. The Cylinder and Semicylinder in Subsonic Flow

    NASA Technical Reports Server (NTRS)

    Bingham, Harry J.; Weimer, David K..; Griffith, Wayland

    1952-01-01

    In studying the diffraction of shock waves around various two-dimensional obstacles we have observed that flow separation and the formation of vortices contributes in an important way to transient loading of the obstacle. The cases of a cylinder and semicylinder are especially interesting because the breakaway point is not clearly defined as it is for objects having sharp corners. Accordingly a number of experiments have been made in the shock tube to observe the influence of Reynolds number and Mach number on the transient flow patterns about a cylinder and about a semicylinder mounted on a smooth plane. Some differences might be anticipated since the plane would impose a symmetry on the flow and produce a viscous boundary layer for which there is no counterpart with the cylinder. In the course of these experiments it was noted that a condition of steady subsonic flow about both the cylinder and semicylinder was approached. Thus a comparison with von Karrnan's theoretical calculation of the drag on a cylinder, from certain characteristics of its wake or "vortex street", was undertaken.

  8. Wing-Alone Aerodynamic Characteristics to High Angles of Attack at Subsonic and Transonic Speeds.

    DTIC Science & Technology

    1982-11-01

    support subsystems, the test- ing of these models consumes a disproportionate amount of model construction effort and wind-tunnel testing time compared...constant taper ratio with the exception of the aspect ratio 4, taper ratio 0.5 wing at subsonic speeds; the anomalous behavior of this wing is likely...0000000 ...... 0 0 0i 010... 0.. .......... .. .............. tt.. 4t t * PS4 Oft* .. MM.~0o004.0 s.t~o.4

  9. On the logarithmic-singularity correction in the kernel function method of subsonic lifting-surface theory

    NASA Technical Reports Server (NTRS)

    Lan, C. E.; Lamar, J. E.

    1977-01-01

    A logarithmic-singularity correction factor is derived for use in kernel function methods associated with Multhopp's subsonic lifting-surface theory. Because of the form of the factor, a relation was formulated between the numbers of chordwise and spanwise control points needed for good accuracy. This formulation is developed and discussed. Numerical results are given to show the improvement of the computation with the new correction factor.

  10. Networking for large-scale science: infrastructure, provisioning, transport and application mapping

    NASA Astrophysics Data System (ADS)

    Rao, Nageswara S.; Carter, Steven M.; Wu, Qishi; Wing, William R.; Zhu, Mengxia; Mezzacappa, Anthony; Veeraraghavan, Malathi; Blondin, John M.

    2005-01-01

    Large-scale science computations and experiments require unprecedented network capabilities in the form of large bandwidth and dynamically stable connections to support data transfers, interactive visualizations, and monitoring and steering operations. A number of component technologies dealing with the infrastructure, provisioning, transport and application mappings must be developed and/or optimized to achieve these capabilities. We present a brief account of the following technologies that contribute toward achieving these network capabilities: (a) DOE UltraScienceNet and NSF CHEETAH network testbeds that provide on-demand and scheduled dedicated network connections; (b) experimental results on transport protocols that achieve close to 100% utilization on dedicated 1Gbps wide-area channels; (c) a scheme for optimally mapping a visualization pipeline onto a network to minimize the end-to-end delays; and (d) interconnect configuration and protocols that provides multiple Gbps flows from Cray X1 to external hosts.

  11. Investigation of a Technique for Measuring Dynamic Ground Effect in a Subsonic Wind Tunnel

    NASA Technical Reports Server (NTRS)

    Graves, Sharon S.

    1999-01-01

    To better understand the ground effect encountered by slender wing supersonic transport aircraft, a test was conducted at NASA Langley Research Center's 14 x 22 foot Subsonic Wind Tunnel in October, 1997. Emphasis was placed on improving the accuracy of the ground effect data by using a "dynamic" technique in which the model's vertical motion was varied automatically during wind-on testing. This report describes and evaluates different aspects of the dynamic method utilized for obtaining ground effect data in this test. The method for acquiring and processing time data from a dynamic ground effect wind tunnel test is outlined with details of the overall data acquisition system and software used for the data analysis. The removal of inertial loads due to sting motion and the support dynamics in the balance force and moment data measurements of the aerodynamic forces on the model is described. An evaluation of the results identifies problem areas providing recommendations for future experiments. Test results are validated by comparing test data for an elliptical wing planform with an Elliptical wing planform section with a NACA 0012 airfoil to results found in current literature. Major aerodynamic forces acting on the model in terms of lift curves for determining ground effect are presented. Comparisons of flight and wind tunnel data for the TU-144 are presented.

  12. Large-eddy simulation of human-induced contaminant transport in room compartments.

    PubMed

    Choi, J-I; Edwards, J R

    2012-02-01

    A large-eddy simulation is used to investigate contaminant transport owing to complex human and door motions and vent-system activity in room compartments where a contaminated and clean room are connected by a vestibule. Human and door motions are simulated with an immersed boundary procedure. We demonstrate the details of contaminant transport owing to human- and door-motion-induced wake development during a short-duration event involving the movement of a person (or persons) from a contaminated room, through a vestibule, into a clean room. Parametric studies that capture the effects of human walking pattern, door operation, over-pressure level, and vestibule size are systematically conducted. A faster walking speed results in less mass transport from the contaminated room into the clean room. The net effect of increasing the volume of the vestibule is to reduce the contaminant transport. The results show that swinging-door motion is the dominant transport mechanism and that human-induced wake motion enhances compartment-to-compartment transport. The effect of human activity on contaminant transport may be important in design and operation of clean or isolation rooms in chemical or pharmaceutical industries and intensive care units for airborne infectious disease control in a hospital. The present simulations demonstrate details of contaminant transport in such indoor environments during human motion events and show that simulation-based sensitivity analysis can be utilized for the diagnosis of contaminant infiltration and for better environmental protection. © 2011 John Wiley & Sons A/S.

  13. Stratospheric Tracers of Atmospheric Transport (STRAT) Campaign: ER-2 Participation

    NASA Technical Reports Server (NTRS)

    Anderson, James G.

    1999-01-01

    The NASA Stratospheric Tracers of Atmospheric Transport (STRAT) mission was initiated to advance knowledge of the major transport mechanisms of the upper troposphere-lower stratosphere. This is the region of the atmosphere within which exchange processes take place that critically determine the response of the climate system and ozone distribution to changing conditions triggered by the release of chemicals at the surface. The mission series that extended from October 1995 to November 1997 was extremely successful. The scientific advances that emerged from that mission include analyses of- troposphere-to-stratosphere transport in the lowermost stratosphere from measurements of H2O, CO2, N2O, and O3; the effects of tropical cirrus clouds on the abundance of lower stratospheric ozone; the role of HO, in super- and subsonic aircraft exhaust plumes; and dehydration and denitrification in the arctic polar vortex during the 1995-96 winter.

  14. Simulator study of flight characteristics of several large, dissimilar, cargo transport airplanes during approach and landing

    NASA Technical Reports Server (NTRS)

    Grantham, W. D.; Smith, P. M.; Deal, P. L.; Neely, W. R., Jr.

    1984-01-01

    A six-degree-of-freedom, ground based simulator study is conducted to evaluate the low-speed flight characteristics of four dissimilar cargo transport airplanes. These characteristics are compared with those of a large, present-day (reference) transport configuration similar to the Lockheed C-5A airplane. The four very large transport concepts evaluated consist of single-fuselage, twin-fuselage, triple-fuselage, and span-loader configurations. The primary piloting task is the approach and landing operation. The results of his study indicate that all four concepts evaluated have unsatisfactory longitudinal and lateral directional low speed flight characteristics and that considerable stability and control augmentation would be required to improve these characteristics (handling qualities) to a satisfactory level. Through the use of rate command/attitude hold augmentation in the pitch and roll axes, and the use of several turn-coordination features, the handling qualities of all four large transports simulated are improved appreciably.

  15. Large scale reactive transport of nitrate across the surface water divide

    NASA Astrophysics Data System (ADS)

    Kortunov, E.; Lu, C.; Amos, R.; Grathwohl, P.

    2016-12-01

    Groundwater pollution caused by agricultural and atmospheric inputs is a pressing issue in environmental management worldwide. Various researchers have studied different aspects of nitrate contamination since the substantial increase of the agriculture pollution in the second half of the 20th century. This study addresses large scale reactive solute transport in a typical Germany hilly landscapes in a transect crossing 2 valleys: River Neckar and Ammer. The numerical model was constructed compromising a 2-D cross-section accounting for typical fractured mudstones and unconsolidated sediments. Flow modelling showed that the groundwater divide significantly deviates from the surface water divide providing conditions for inter-valley flow and transport. Reactive transport modelling of redox-sensitive solutes (e.g. agriculture nitrate and natural sulfate, DOC, ammonium) with MIN3P was used to elucidate source of nitrate in aquifers and rivers. Since both floodplains, in the Ammer and Neckar valley contain Holocene sediments relatively high in organic carbon, agricultural nitrate is reduced therein and does not reach the groundwater. However, nitrate applied in the hillslopes underlain by fractured oxidized mudrock is transported to the high yield sand and gravel aquifer in the Neckar valley. Therefore, the model predicts that nitrate in the Neckar valley comes, to a large extent, from the neighboring Ammer valley. Moreover, nitrate observed in the rivers and drains in the Ammer valley is very likely geogenic since frequent peat layers there release ammonium which is oxidized as it enters the surface water. Such findings are relevant for land and water quality management.

  16. Reynolds Number Effects on a Supersonic Transport at Subsonic High-Lift Conditions (Invited)

    NASA Technical Reports Server (NTRS)

    Owens, L.R.; Wahls, R. A.

    2001-01-01

    A High Speed Civil Transport configuration was tested in the National Transonic Facility at the NASA Langley Research Center as part of NASA's High Speed Research Program. The primary purposes of the tests were to assess Reynolds number scale effects and high Reynolds number aerodynamic characteristics of a realistic, second generation supersonic transport while providing data for the assessment of computational methods. The tests included longitudinal and lateral/directional studies at transonic and low-speed, high-lift conditions across a range of Reynolds numbers from that available in conventional wind tunnels to near flight conditions. Results are presented which focus on Reynolds number and static aeroelastic sensitivities of longitudinal characteristics at Mach 0.30 for a configuration without an empennage. A fundamental change in flow-state occurred between Reynolds numbers of 30 to 40 million, which is characterized by significantly earlier inboard leading-edge separation at the high Reynolds numbers. Force and moment levels change but Reynolds number trends are consistent between the two states.

  17. A Riemannian geometric mapping technique for identifying incompressible equivalents to subsonic potential flows

    NASA Astrophysics Data System (ADS)

    German, Brian Joseph

    This research develops a technique for the solution of incompressible equivalents to planar steady subsonic potential flows. Riemannian geometric formalism is used to develop a gauge transformation of the length measure followed by a curvilinear coordinate transformation to map the given subsonic flow into a canonical Laplacian flow with the same boundary conditions. The effect of the transformation is to distort both the immersed profile shape and the domain interior nonuniformly as a function of local flow properties. The method represents the full nonlinear generalization of the classical methods of Prandtl-Glauert and Karman-Tsien. Unlike the classical methods which are "corrections," this method gives exact results in the sense that the inverse mapping produces the subsonic full potential solution over the original airfoil, up to numerical accuracy. The motivation for this research was provided by an observed analogy between linear potential flow and the special theory of relativity that emerges from the invariance of the d'Alembert wave equation under Lorentz transformations. This analogy is well known in an operational sense, being leveraged widely in linear unsteady aerodynamics and acoustics, stemming largely from the work of Kussner. Whereas elements of the special theory can be invoked for compressibility effects that are linear and global in nature, the question posed in this work was whether other mathematical techniques from the realm of relativity theory could be used to similar advantage for effects that are nonlinear and local. This line of thought led to a transformation leveraging Riemannian geometric methods common to the general theory of relativity. A gauge transformation is used to geometrize compressibility through the metric tensor of the underlying space to produce an equivalent incompressible flow that lives not on a plane but on a curved surface. In this sense, forces owing to compressibility can be ascribed to the geometry of space in

  18. The calculation of pressure on slender airplanes in subsonic and supersonic flow

    NASA Technical Reports Server (NTRS)

    Heaslet, Max A; Lomas, Harvard

    1954-01-01

    Under the assumption that a wing, body, or wing-body combination is slender or flying at near sonic velocity, expressions are given which permit the calculation of pressure in the immediate vicinity of the configuration. The disturbance field, in both subsonic and supersonic flight, is shown to consist of two-dimensional disturbance fields extending laterally and a longitudinal field that depends on the streamwise growth of cross-sectional area. A discussion is also given of couplings, between lifting and thickness effects, that necessarily arise as a result of the quadratic dependence of pressure on the induced velocity components. (author)

  19. Large sized non-uniform sediment transport at high capacity on steep slopes

    NASA Astrophysics Data System (ADS)

    Fu, X.; Zhang, L.; Duan, J. G.

    2015-12-01

    Transport of large-sized particles such as cobbles in steep streams still remains poorly understood in spite of its importance in mountain stream morphdynamics. Here we explored the law of cobble transport and the effect of cobble existence on gravel bed material transport, using flume experiments with a steep slope (4.9%) and water and sediment constantly supplying. The experiments were conducted in an 8 m long and 0.6 m wide circulating flume with the maximal size up to 90 mm and cobble concentrations in the sediment bed ranging from 22 percent to 6 percent. The sediment transport rate is on the order of 1000 g/m/s, which could be taken as high rate transport compared with existing researches. Bed load transport rate and flow variables were measured after the flume reached an equilibrium state. Bed surface topography was also measured by applying Kinect range camera before and after each run in order to analyze the fractal characteristics of the bed surface under different flow conditions. Critical shear stress of each size friction was estimated from the reference transport method (RTM) and a new hiding function was recommended. Preliminary results show that the bed was nearly in an equal mobility transport regime. We then plot dimensionless fractional transport rate versus dimensionless shear stress and assess the existing bed load transport formulas of non-uniform sediments for their applicability at high sediment transport capacity. This study contributes to the comprehension of high rate sediment transport on steep slopes.

  20. Preferential pathways in complex fracture systems and their influence on large scale transport

    NASA Astrophysics Data System (ADS)

    Willmann, M.; Mañé, R.; Tyukhova, A.

    2017-12-01

    Many subsurface applications in complex fracture systems require large-scale predictions. Precise predictions are difficult because of the existence of preferential pathways at different scales. The intrinsic complexity of fracture systems increases within fractured sedimentary formations, because also the coupling of fractures and matrix has to be taken into account. This interplay of fracture system and the sedimentary matrix is strongly controlled by the actual fracture aperture of an individual fracture. And an effective aperture cannot be easily be determined because of the preferential pathways along the fracture plane. We investigate the influence of these preferential pathways on large scale solute transport and upscale the aperture. By explicitly modeling flow and particle tracking in individual fractures, we develop a new effective transport aperture, which is weighted by the aperture along the preferential paths, a Lagrangian aperture. We show that this new aperture is consistently larger than existing definitions of effective flow and transport apertures. Finally, we apply our results to a fractured sedimentary formation in Northern Switzerland.

  1. Study of the application of advanced technologies to long-range transport aircraft. Volume 2: Research and development requirements

    NASA Technical Reports Server (NTRS)

    Lange, R. H.; Sturgeon, R. F.; Adams, W. E.; Bradley, E. S.; Cahill, J. F.; Eudaily, R. R.; Hancock, J. P.; Moore, J. W.

    1972-01-01

    Investigations were conducted to evaluate the relative benefits attainable through the exploitation of advanced technologies and to identify future research and development efforts required to permit the application of selected technologies to transport aircraft entering commercial operation in 1985. Results show that technology advances, particularly in the areas of composite materials, supercritical aerodynamics, and active control systems, will permit the development of long-range, high-payload commercial transports operating at high-subsonic speeds with direct operating costs lower than those of current aircraft. These advanced transports also achieve lower noise levels and lower engine pollutant emissions than current transports. Research and development efforts, including analytical investigations, laboratory test programs, and flight test programs, are required in essentially all technology areas to achieve the potential technology benefits.

  2. Interaction between plasma synthetic jet and subsonic turbulent boundary layer

    NASA Astrophysics Data System (ADS)

    Zong, Haohua; Kotsonis, Marios

    2017-04-01

    This paper experimentally investigates the interaction between a plasma synthetic jet (PSJ) and a subsonic turbulent boundary layer (TBL) using a hotwire anemometer and phase-locked particle imaging velocimetry. The PSJ is interacting with a fully developed turbulent boundary layer developing on the flat wall of a square wind tunnel section of 1.7 m length. The Reynolds number based on the freestream velocity (U∞ = 20 m/s) and the boundary layer thickness (δ99 = 34.5 mm) at the location of interaction is 44 400. A large-volume (1696 mm3) three-electrode plasma synthetic jet actuator (PSJA) with a round exit orifice (D = 2 mm) is adopted to produce high-speed (92 m/s) and short-duration (Tjet = 1 ms) pulsed jets. The exit velocity variation of the adopted PSJA in a crossflow is shown to remain almost identical to that in quiescent conditions. However, the flow structures emanating from the interaction between the PSJ and the TBL are significantly different from what were observed in quiescent conditions. In the midspan xy plane (z = 0 mm), the erupted jet body initially follows a wall-normal trajectory accompanied by the formation of a distinctive front vortex ring. After three convective time scales the jet bends to the crossflow, thus limiting the peak penetration depth to approximately 0.58δ99. Comparison of the normalized jet trajectories indicates that the penetration ability of the PSJ is less than steady jets with the same momentum flow velocity. Prior to the jet diminishing, a recirculation region is observed in the leeward side of the jet body, experiencing first an expansion and then a contraction in the area. In the cross-stream yz plane, the signature structure of jets in a crossflow, the counter-rotating vortex pair (CVP), transports high-momentum flow from the outer layer to the near-wall region, leading to a fuller velocity profile and a drop in the boundary layer shape factor (1.3 to 1.2). In contrast to steady jets, the CVP produced by the PSJ

  3. Role of cholangiocyte bile Acid transporters in large bile duct injury after rat liver transplantation.

    PubMed

    Cheng, Long; Zhao, Lijin; Li, Dajiang; Liu, Zipei; Chen, Geng; Tian, Feng; Li, Xiaowu; Wang, Shuguang

    2010-07-27

    The pathogenesis of nonanastomotic strictures with a patent hepatic artery remains to be investigated. This study focuses on the role of cholangiocyte bile acid transporters in bile duct injury after liver transplantation. Sprague-Dawley rats were divided into three groups (n=20 for each): the sham-operated group (Sham), the transplant group with 1-hr donor liver cold preservation (CP-1h), and the transplant group with 12-hr donor liver cold preservation (CP-12h). Bile was collected for biochemical analysis. The histopathologic evaluation of bile duct injury was performed and the cholangiocyte bile acid transporters apical sodium-dependent bile acid transporter (ASBT), ileal lipid binding protein (ILBP), and Ostalpha/Ostbeta were investigated. RESULTS.: The immunohistochemical assay suggested that ASBT and ILBP were expressed exclusively on large bile duct epithelial cells, whereas Ostalpha and Ostbeta were expressed on both small and large bile ducts. Western blot and quantitative polymerase chain reaction analysis showed that the expression levels of these transporters dramatically decreased after transplantation. It took seven to 14 days for ILBP, Ostalpha, and Ostbeta to recover, whereas ASBT recovered within 3 days and even reached a peak above the normal level seven days after operation. In the CP-12h group, the ratios of the ASBT/ILBP, ASBT/Ostalpha and ASBT/Ostbeta expression levels were correlated with the injury severity scores of large but not small bile ducts. The results suggest that the unparallel alteration of cholangiocyte bile acid transporters may play a potential role in large bile duct injury after liver transplantation with prolonged donor liver preservation.

  4. Study on utilization of advanced composites in fuselage structures of large transports

    NASA Technical Reports Server (NTRS)

    Johnson, R. W.; Thomson, L. W.; Wilson, R. D.

    1985-01-01

    The potential for utilizing advanced composites in fuselage structures of large transports was assessed. Six fuselage design concepts were selected and evaluated in terms of structural performance, weight, and manufacturing development and costs. Two concepts were selected that merit further consideration for composite fuselage application. These concepts are: (1) a full depth honeycomb design with no stringers, and (2) an I section stringer stiffened laminate skin design. Weight reductions due to applying composites to the fuselages of commercial and military transports were calculated. The benefits of applying composites to a fleet of military transports were determined. Significant technology issues pertinent to composite fuselage structures were identified and evaluated. Program plans for resolving the technology issues were developed.

  5. Fast Ion and Thermal Plasma Transport in Turbulent Waves in the Large Plasma Device (LAPD)

    NASA Astrophysics Data System (ADS)

    Zhou, Shu

    2011-10-01

    The transport of fast ions and thermal plasmas in electrostatic microturbulence is studied. Strong density and potential fluctuations (δn / n ~ δϕ / kTe ~ 0 . 5 , f ~5-50 kHz) are observed in the LAPD in density gradient regions produced by obstacles with slab or cylindrical geometry. Wave characteristics and the associated plasma transport are modified by driving sheared E ×B drift through biasing the obstacle, and by modification of the axial magnetic fields (Bz) and the plasma species. Cross-field plasma transport is suppressed with small bias and large Bz, and is enhanced with large bias and small Bz. Suppressed cross-field thermal transport coincides with a 180° phase shift between the density and potential fluctuations in the radial direction, while the enhanced thermal transport is associated with modes having low mode number (m = 1) and long radial correlation length. Large gyroradius lithium ions (ρfast /ρs ~ 10) orbit through the turbulent region. Scans with a collimated analyzer and with Langmuir probes give detailed profiles of the fast ion spatial-temporal distribution and of the fluctuating fields. Fast-ion transport decreases rapidly with increasing fast-ion gyroradius. Background waves with different scale lengths also alter the fast ion transport: Beam diffusion is smaller in waves with smaller structures (higher mode number); also, coherent waves with long correlation length cause less beam diffusion than turbulent waves. Experimental results agree well with gyro-averaging theory. When the fast ion interacts with the wave for most of a wave period, a transition from super-diffusive to sub-diffusive transport is observed, as predicted by diffusion theory. A Monte Carlo trajectory-following code simulates the interaction of the fast ions with the measured turbulent fields. Good agreement between observation and modeling is observed. Work funded by DOE and NSF and performed at the Basic Plasma Science Facility.

  6. Large-Scale Transport Responses to Tropospheric Circulation Changes Using GEOS-5

    NASA Technical Reports Server (NTRS)

    Orbe, Clara; Molod, Andrea; Arnold, Nathan; Waugh, Darryn W.; Yang, Huang

    2017-01-01

    The mean age since air was last at the Northern Hemisphere midlatitude surface is a fundamental property of tropospheric transport. Recent comparisons among chemistry climate models, however, reveal that there are large differences in the mean age among models and that these differences are most likely related to differences in tropical (parameterized) convection. Here we use aquaplanet simulations of the Goddard Earth Observing System Model Version 5 (GEOS-5) to explore the sensitivity of the mean age to changes in the tropical circulation. Tropical circulation changes are forced by prescribed localized off-equatorial warm sea surface temperature anomalies that (qualitatively) reproduce the convection and circulation differences among the comprehensive models. Idealized chemical species subject to prescribed OH loss are also integrated in parallel in order to illustrate the impact of tropical transport changes on interhemispheric constituent transport.

  7. Method for the prediction of the installation aerodynamics of a propfan at subsonic speeds: User manual

    NASA Technical Reports Server (NTRS)

    Chandrasekaran, B.

    1986-01-01

    This document is the user's guide for the method developed earlier for predicting the slipstream wing interaction at subsonic speeds. The analysis involves a subsonic panel code (HESS code) modified to handle the propeller onset flow. The propfan slipstream effects are superimposed on the normal flow boundary condition and are applied over the surface washed by the slipstream. The effects of the propeller slipstream are to increase the axial induced velocity, tangential velocity, and a total pressure rise in the wake of the propeller. Principles based on blade performance theory, momentum theory, and vortex theory were used to evaluate the slipstream effects. The code can be applied to any arbitrary three dimensional geometry, expressed in the form of HESS input format. The code can handle a propeller alone configuration or a propeller/nacelle/airframe configuration, operating up to high subcritical Mach numbers over a range of angles of attack. Inclusion of a viscous modelling is briefly outlined. Wind tunnel results/theory comparisons are included as examples for the application of the code to a generic supercritical wing/overwing Nacelle with a powered propfan. A sample input/output listing is provided.

  8. Pressure Distribution at Subsonic Speeds over the Forepart of Two Blunt Circular Cylinders

    NASA Technical Reports Server (NTRS)

    Lockwood, V. E.

    1975-01-01

    A wind tunnel investigation was made at subsonic speeds to determine the pressure distribution over the forward part of a circular cylinder. The cylinder was equipped with interchangeable faces, one having a flat face and one having a dome shaped face. The investigation was made over angle of attack range from -1 deg to 26 deg and a Mach number range from 0.30 to 0.89. Pressure coefficients are presented in tabular form and plotted data are presented for some selected angles of attack about the surface of the cylinder.

  9. Pressure recovery performance of conical diffusers at high subsonic Mach numbers

    NASA Technical Reports Server (NTRS)

    Dolan, F. X.; Runstadler, P. W., Jr.

    1973-01-01

    The pressure recovery performance of conical diffusers has been measured for a wide range of geometries and inlet flow conditions. The approximate level and location (in terms of diffuser geometry of optimum performance were determined. Throat Mach numbers from low subsonic (m sub t equals 0.2) through choking (m sub t equals 1.0) were investigated in combination with throat blockage from 0.03 to 0.12. For fixed Mach number, performance was measured over a fourfold range of inlet Reynolds number. Maps of pressure recovery are presented as a function of diffuser geometry for fixed sets of inlet conditions. The influence of inlet blockage, throat Mach number, and inlet Reynolds number is discussed.

  10. Subsonic roll oscillation experiments on the Standard Dynamics Model

    NASA Technical Reports Server (NTRS)

    Beyers, M. E.

    1983-01-01

    The experimental determination of the subsonic roll derivatives of the Standard Dynamics Model, which is representative of a current fighter aircraft configuration, is described. The direct, cross and cross-coupling derivatives are presented for angles of attack up to 41 deg and sideslip angles in the range from -5 deg to 5 deg, as functions of oscillation frequency. The derivatives exhibited significant nonlinear trends at high incidences and were found to be extremely sensitive to sideslip angle at angles of attack near 36 deg. The roll damping and dynamic cross derivatives were highly frequency dependent at angles of attack above 30 deg. The highest values measured for the dynamic cross and cross-coupling derivatives were comparable in magnitude with the maximum roll damping. The effects of oscillation amplitude and Mach number were also investigated, and the direct derivatives were correlated with data from another facility.

  11. Stratospheric Tracers of Atmospheric Transport (STRAT) Campaign: ER-2 Participation

    NASA Technical Reports Server (NTRS)

    Anderson, James G.

    1999-01-01

    The NASA Stratospheric Tracers of Atmospheric Transport (STRAT) mission was initiated to advance knowledge of the major transport mechanisms of the upper troposphere-lower stratosphere. This is the region of the atmosphere within which exchange processes take place that critically determine the response of the climate system and ozone distribution to changing conditions triggered by the release of chemicals at the surface. The mission series that extended from October 1995 to November 1997 was extremely successful. The scientific advances that emerged from that mission include analyses of: (1) troposphere-to-stratosphere transport in the lowermost stratosphere from measurements of H2O, CO2, N2O, and O3; (2) the effects of tropical cirrus clouds on the abundance of lower stratospheric ozone; (3) the role of HO(sub x) in super- and subsonic aircraft exhaust plumes; and (4) dehydration and denitrification in the arctic polar vortex during the 1995-96 winter. The abstracts from published papers are included.

  12. Stratospheric Tracers of Atmospheric Transport (STRAT) Campaign: ER-2 Participation

    NASA Technical Reports Server (NTRS)

    Anderson, James G.

    1995-01-01

    The NASA Stratospheric Tracers of Atmospheric Transport (STRAT) mission was initiated to advance knowledge of the major transport mechanisms of the upper troposphere-lower stratosphere. This is the region of the atmosphere within which exchange processes take place that critically determine the response of the climate system and ozone distribution to changing conditions triggered by the release of chemicals at the surface. The mission series that extended from October 1995 to November 1997 was extremely successful. The scientific advances that emerged from that mission include analyses of: (1)troposphere-to-stratosphere transport in the lowermost stratosphere from measurements of H2O, CO2, N2O, and O3; (2) the effects of tropical cirrus clouds on the abundance of lower stratospheric ozone; and (3) the role of HO(x) in super- and subsonic aircraft exhaust plumes; and dehydration and denitrification in the arctic polar vortex during the 1995-96 winter.

  13. The impact of emerging technologies on an advanced supersonic transport

    NASA Technical Reports Server (NTRS)

    Driver, C.; Maglieri, D. J.

    1986-01-01

    The effects of advances in propulsion systems, structure and materials, aerodynamics, and systems on the design and development of supersonic transport aircraft are analyzed. Efficient propulsion systems with variable-cycle engines provide the basis for improved propulsion systems; the propulsion efficienies of supersonic and subsonic engines are compared. Material advances consist of long-life damage-tolerant structures, advanced material development, aeroelastic tailoring, and low-cost fabrication. Improvements in the areas of aerodynamics and systems are examined. The environmental problems caused by engine emissions, airport noise, and sonic boom are studied. The characteristics of the aircraft designed to include these technical advances are described.

  14. Variable cycle engines for advanced supersonic transports

    NASA Technical Reports Server (NTRS)

    Howlett, R. A.; Kozlowski, H.

    1975-01-01

    Variable Cycle Engines being studied for advanced commercial supersonic transports show potential for significant environmental and economic improvements relative to 1st generation SST engines. The two most promising concepts are: a Variable Stream Control Engine and a Variable Cycle Engine with a rear flow-control valve. Each concept utilizes variable components and separate burners to provide independent temperature and velocity control for two coannular flow streams. Unique fuel control techniques are combined with cycle characteristics that provide low fuel consumption, similar to a turbojet engine, for supersonic operation. This is accomplished while retaining the good subsonic performance features of a turbofan engine. A two-stream coannular nozzle shows potential to reduce jet noise to below FAR Part 36 without suppressors. Advanced burner concepts have the potential for significant reductions in exhaust emissions. In total, these unique engine concepts have the potential for significant overall improvements to the environmental and economic characteristics of advanced supersonic transports.

  15. SHARP: Subsonic High Altitude Research Platform

    NASA Technical Reports Server (NTRS)

    Beals, Todd; Burton, Craig; Cabatan, Aileen; Hermano, Christine; Jones, Tom; Lee, Susan; Radloff, Brian

    1991-01-01

    The Universities Space Research Association is sponsoring an undergraduate program which is geared to designing an aircraft that can study the ozone layer at the equator. This aircraft must be able to satisfy four mission profiles. Mission one is a polar mission that ranges from Chile to the South Pole and back to Chile, a total range of 6000 n.mi. at 100,000 ft with a 2500 lb payload. The second mission is also a polar mission, with an altitude of 70,000 ft and an increased payload of 4000 lbs. For the third mission, the aircraft will takeoff at NASA Ames, cruise at 100,000 ft carrying a 2500 lb payload, and land at Puerto Montt, Chile. The final mission requires the aircraft to take off at NASA Ames, cruise at 100,000 ft with a 1000 lb payload, make an excursion to 120,000 ft, and land at Howard AFB, Panama. Three missions require that a subsonic Mach number be maintained due to constraints imposed by the air sampling equipment. The aircraft need not be manned for all four missions. Three aircraft configurations have been determined to be the most suitable for meeting the above requirements. In the event that a requirement cannot be obtained within the given constraints, recommendations for proposal modifications are given.

  16. Large wood transport and jam formation in a series of flume experiments

    NASA Astrophysics Data System (ADS)

    Davidson, S. L.; MacKenzie, L. G.; Eaton, B. C.

    2015-12-01

    Large wood has historically been removed from streams, resulting in the depletion of in-stream wood in waterways worldwide. As wood increases morphological and hydraulic complexity, the addition of large wood is commonly employed as a means to rehabilitate in-stream habitat. At present, however, the scientific understanding of wood mobilization and transport is incomplete. This paper presents results from a series of four flume experiments in which wood was added to a reach to investigate the piece and reach characteristics that determine wood stability and transport, as well as the time scale required for newly recruited wood to self-organize into stable jams. Our results show that wood transitions from a randomly distributed newly recruited state to a self-organized, or jam-stabilized state, over the course of a single bankfull flow event. Statistical analyses of piece mobility during this transitional period indicate that piece irregularities, especially rootwads, dictate the stability of individual wood pieces; rootwad presence or absence accounts for up to 80% of the variance explained by linear regression models for transport distance. Furthermore, small pieces containing rootwads are especially stable. Large ramped pieces provide nuclei for the formation of persistent wood jams, and the frequency of these pieces in the reach impacts the travel distance of mobile wood. This research shows that the simulation of realistic wood dynamics is possible using a simplified physical model, and also has management implications, as it suggests that randomly added wood may organize into persistent, stable jams, and characterizes the time scale for this transition.

  17. Aeroelastic Tailoring of Transport Wings Including Transonic Flutter Constraints

    NASA Technical Reports Server (NTRS)

    Stanford, Bret K.; Wieseman, Carol D.; Jutte, Christine V.

    2015-01-01

    Several minimum-mass optimization problems are solved to evaluate the effectiveness of a variety of novel tailoring schemes for subsonic transport wings. Aeroelastic stress and panel buckling constraints are imposed across several trimmed static maneuver loads, in addition to a transonic flutter margin constraint, captured with aerodynamic influence coefficient-based tools. Tailoring with metallic thickness variations, functionally graded materials, balanced or unbalanced composite laminates, curvilinear tow steering, and distributed trailing edge control effectors are all found to provide reductions in structural wing mass with varying degrees of success. The question as to whether this wing mass reduction will offset the increased manufacturing cost is left unresolved for each case.

  18. Mixing of Multiple Jets With a Confined Subsonic Crossflow

    NASA Technical Reports Server (NTRS)

    Holdeman, James D.

    1998-01-01

    Results from a recently completed enhanced mixing program are summarized in the two technical papers. These studies were parts of a High Speed Research (HSR)-supported joint Government/industry/university program that involved, in addition to the NASA Lewis Research Center, researchers at United Technologies Research Center, Allison Engine Company, CFD Research Corporation, and the University of California, Irvine. The studies investigated the mixing of jets injected normal to a confined subsonic mainsteam in both rectangular and cylindrical ducts. Experimental and computational studies were performed in both nonreacting and reacting flows. The orifice geometries and flow conditions were selected as typical of the complex three-dimensional flows in the combustion chambers in low-emission gas turbine engines. The principal conclusion from both the experiments and modeling was that the momentum-flux ratio J and orifice spacing S/H were the most significant flow and geometry variables, respectively. Conserved scalar distributions were similar-independent of reaction, orifice diameter H/d, and shape-when the orifice spacing and the square root of the momentum-flux ratio were inversely proportional. Jet penetration was critical, and penetration decreased as either momentum-flux ratio or orifice spacing decreased. We found that planar averages must be considered in context with the distributions. The mass-flow ratios and the orifices investigated were often very large. The jet-to-mainstream mass-flow ratio was varied from significantly less than 1 to greater than 1. The orifice-area to mainstream-cross-sectional-area was varied from approx. 0 to 0.5, and the axial planes of interest were often just downstream of the orifice trailing edge. Three-dimensional flow was a key part of efficient mixing and was observed for all configurations. As an example of the results, the accompanying figure shows the effects of different rates of mass addition on the opposite walls of a

  19. Computational Investigations of Noise Suppression in Subsonic Round Jets

    NASA Technical Reports Server (NTRS)

    Pruett, C. David

    1997-01-01

    NASA Grant NAG1-1802, originally submitted in June 1996 as a two-year proposal, was awarded one-year's funding by NASA LaRC for the period 5 Oct., 1996, through 4 Oct., 1997. Because of the inavailability (from IT at NASA ARC) of sufficient supercomputer time in fiscal 1998 to complete the computational goals of the second year of the original proposal (estimated to be at least 400 Cray C-90 CPU hours), those goals have been appropriately amended, and a new proposal has been submitted to LaRC as a follow-on to NAG1-1802. The current report documents the activities and accomplishments on NAG1-1802 during the one-year period from 5 Oct., 1996, through 4 Oct., 1997. NASA Grant NAG1-1802, and its predecessor, NAG1-1772, have been directed toward adapting the numerical tool of Large-Eddy Simulation (LES) to aeroacoustic applications, with particular focus on noise suppression in subsonic round jets. In LES, the filtered Navier-Stokes equations are solved numerically on a relatively coarse computational grid. Residual stresses, generated by scales of motion too small to be resolved on the coarse grid, are modeled. Although most LES incorporate spatial filtering, time-domain filtering affords certain conceptual and computational advantages, particularly for aeroacoustic applications. Consequently, this work has focused on the development of SubGrid-Scale (SGS) models that incorporate time- domain filters. The author is unaware of any previous attempt at purely time-filtered LES; however, Aldama and Dakhoul and Bedford have considered approaches that combine both spatial and temporal filtering. In our view, filtering in both space and time is redundant, because removal of high frequencies effects the removal of small spatial scales and vice versa.

  20. Wake Vortex Wingtip-Turbine Powered Circulation Control High-Lift System

    NASA Technical Reports Server (NTRS)

    Moore, Mark D.

    2005-01-01

    NASA s Vehicle Systems Program is investing in aeronautics technology development across six vehicle sectors, in order to improve future air travel. These vehicle sectors include subsonic commercial transports, supersonic vehicles, Uninhabited Aerial Vehicles (UAVs), Extreme Short Takeoff and Landing (ESTOL) vehicles, Rotorcraft, and Personal Air Vehicles (PAVs). While the subsonic transport is firmly established in U.S. markets, the other vehicle sectors have not developed a sufficient technology or regulatory state to permit widespread, practical use. The PAV sector has legacy products in the General Aviation (GA) market, but currently only accounts for negligible revenue miles, sales, or market share of personal travel. In order for PAV s to ever capture a significant market, these small aircraft require technologies that permit them to be less costly, environmentally acceptable, safer, easier to operate, more efficient, and less dependent on large support infrastructures.

  1. Optimum Climb to Cruise Noise Trajectories for the High Speed Civil Transport

    NASA Technical Reports Server (NTRS)

    Berton, Jeffrey J.

    2003-01-01

    By entraining large quantities of ambient air into advanced ejector nozzles, the jet noise of the proposed High Speed Civil Transport (HSCT) is expected to be reduced to levels acceptable for airport-vicinity noise certification. Away from the airport, however, this entrained air is shut off and the engines are powered up from their cutback levels to provide better thrust for the climb to cruise altitude. Unsuppressed jet noise levels propagating to the ground far from the airport are expected to be high. Complicating this problem is the HSCT's relative noise level with respect to the subsonic commercial fleet of 2010, which is expected to be much quieter than it is today after the retirement of older, louder, domestic stage II aircraft by the year 2000. In this study, the classic energy state approximation theory is extended to calculate trajectories that minimize the climb to cruise noise of the HSCT. The optimizer dynamically chooses the optimal altitude velocity trajectory, the engine power setting, and whether the ejector should be stowed or deployed with respect to practical aircraft climb constraints and noise limits.

  2. Further considerations of engine emissions from subsonic aircraft at cruise altitude

    NASA Astrophysics Data System (ADS)

    Lee, S. H.; Le Dilosquer, M.; Singh, R.; Rycroft, M. J.

    The most significant man-made sources of pollution of the higher troposphere and lower stratosphere are exhaust emissions from civil subsonic aircraft at cruise altitude (8-12 km). This paper examines such issues by computational modelling of Boeing 747-400 flights during their cruise phase between selected city pairs, for example London to Tokyo. The engine performance, exhaust pollutant prediction, and detailed flight history analysis effects of different Mach numbers and of increasing the cruise altitude from 9.8 to 12.1 km during the flight rather than staying at a constant cruise altitude of 10.5 km are studied in detail. To minimise the overall effects of atmospheric pollution, a Mach number of 0.85 and increasing altitude is the favoured cruise technique.

  3. An Impact-Location Estimation Algorithm for Subsonic Uninhabited Aircraft

    NASA Technical Reports Server (NTRS)

    Bauer, Jeffrey E.; Teets, Edward

    1997-01-01

    An impact-location estimation algorithm is being used at the NASA Dryden Flight Research Center to support range safety for uninhabited aerial vehicle flight tests. The algorithm computes an impact location based on the descent rate, mass, and altitude of the vehicle and current wind information. The predicted impact location is continuously displayed on the range safety officer's moving map display so that the flightpath of the vehicle can be routed to avoid ground assets if the flight must be terminated. The algorithm easily adapts to different vehicle termination techniques and has been shown to be accurate to the extent required to support range safety for subsonic uninhabited aerial vehicles. This paper describes how the algorithm functions, how the algorithm is used at NASA Dryden, and how various termination techniques are handled by the algorithm. Other approaches to predicting the impact location and the reasons why they were not selected for real-time implementation are also discussed.

  4. Subsonic Dynamic Stability Tests of a Sample Return Entry Vehicle

    NASA Technical Reports Server (NTRS)

    Fremaux, C. Michael; Johnson, R. Keith

    2006-01-01

    An investigation has been conducted in the NASA Langley 20-Foot Vertical Spin Tunnel (VST) to determine the subsonic dynamic stability characteristics of a proposed atmospheric entry vehicle for sample return missions. In particular, the effects of changes in aft-body geometry on stability were examined. Freeflying tests of a dynamically scaled model with various geometric features were conducted, including cases in which the model was perturbed to measure dynamic response. Both perturbed and non-perturbed runs were recorded as motion time histories using the VST optical data acquisition system and reduced for post-test analysis. In addition, preliminary results from a static force and moment test of a similar model in the Langley 12-Foot Low Speed Tunnel are presented. Results indicate that the configuration is dynamically stable for the baseline geometry, but exhibits degraded dynamic behavior for the geometry modifications tested.

  5. Nonlinear and progressive failure aspects of transport composite fuselage damage tolerance

    NASA Technical Reports Server (NTRS)

    Walker, Tom; Ilcewicz, L.; Murphy, Dan; Dopker, Bernhard

    1993-01-01

    The purpose is to provide an end-user's perspective on the state of the art in life prediction and failure analysis by focusing on subsonic transport fuselage issues being addressed in the NASA/Boeing Advanced Technology Composite Aircraft Structure (ATCAS) contract and a related task-order contract. First, some discrepancies between the ATCAS tension-fracture test database and classical prediction methods is discussed, followed by an overview of material modeling work aimed at explaining some of these discrepancies. Finally, analysis efforts associated with a pressure-box test fixture are addressed, as an illustration of modeling complexities required to model and interpret tests.

  6. Instrumentation Development for Large Scale Hypersonic Inflatable Aerodynamic Decelerator Characterization

    NASA Technical Reports Server (NTRS)

    Swanson, Gregory T.; Cassell, Alan M.

    2011-01-01

    Hypersonic Inflatable Aerodynamic Decelerator (HIAD) technology is currently being considered for multiple atmospheric entry applications as the limitations of traditional entry vehicles have been reached. The Inflatable Re-entry Vehicle Experiment (IRVE) has successfully demonstrated this technology as a viable candidate with a 3.0 m diameter vehicle sub-orbital flight. To further this technology, large scale HIADs (6.0 8.5 m) must be developed and tested. To characterize the performance of large scale HIAD technology new instrumentation concepts must be developed to accommodate the flexible nature inflatable aeroshell. Many of the concepts that are under consideration for the HIAD FY12 subsonic wind tunnel test series are discussed below.

  7. Airfoil shape for flight at subsonic speeds. [design analysis and aerodynamic characteristics of the GAW-1 airfoil

    NASA Technical Reports Server (NTRS)

    Whitcomb, R. T. (Inventor)

    1976-01-01

    An airfoil is examined that has an upper surface shaped to control flow accelerations and pressure distribution over the upper surface and to prevent separation of the boundary layer due to shock wave formulation at high subsonic speeds well above the critical Mach number. A highly cambered trailing edge section improves overall airfoil lifting efficiency. Diagrams illustrating supersonic flow and shock waves over the airfoil are shown.

  8. Design of a Large Span-Distributed Load Flying-Wing Cargo Airplane

    NASA Technical Reports Server (NTRS)

    Jernell, L. S.; Quartero, C. B.

    1977-01-01

    The design and operation of very large, long-range, subsonic cargo aircraft are considered. A design concept which distributes the payload along the wingspan to counterbalance the aerodynamic loads, with a resultant decrease in the in-flight wing bending moments and shear forces, is described. The decreased loading of the wing structure, coupled with the very thick wing housing the cargo, results in a relatively low overall structural weight in comparison to that of conventional aircraft.

  9. The incorporation of plotting capability into the Unified Subsonic Supersonic Aerodynamic Analysis program, version B

    NASA Technical Reports Server (NTRS)

    Winter, O. A.

    1980-01-01

    The B01 version of the United Subsonic Supersonic Aerodynamic Analysis program is the result of numerous modifications and additions made to the B00 version. These modifications and additions affect the program input, its computational options, the code readability, and the overlay structure. The following are described: (1) the revised input; (2) the plotting overlay programs which were also modified, and their associated subroutines, (3) the auxillary files used by the program, the revised output data; and (4) the program overlay structure.

  10. Numerical investigation of the effects of compressibility on the flutter of a cantilevered plate in an inviscid, subsonic, open flow

    NASA Astrophysics Data System (ADS)

    Colera, Manuel; Pérez-Saborid, Miguel

    2018-06-01

    We have carried out a numerical study of the influence of the upstream Mach number on the flutter of a two-dimensional, cantilevered, flexible plate subject to a subsonic, inviscid, open flow. We have assumed a linear elastic model for the plate and that the fluid flow is governed by the linearized potential theory. The fluid equations are solved with a novel frequency-domain, finite differences method to obtain the generalized aerodynamic forces as a function of the plate displacements. Then, these generalized forces are coupled to the equation of motion of the plate and an eigenvalue analysis is performed to find the flutter point. The obtained results are in good agreement with those of related theoretical and experimental studies found in the literature. To the best of our knowledge, the analysis performed here is the first self-consistent, parametric study of the influence of the compressibility on the flutter point of a two-dimensional cantilevered plate in subsonic flow.

  11. Locating inefficient links in a large-scale transportation network

    NASA Astrophysics Data System (ADS)

    Sun, Li; Liu, Like; Xu, Zhongzhi; Jie, Yang; Wei, Dong; Wang, Pu

    2015-02-01

    Based on data from geographical information system (GIS) and daily commuting origin destination (OD) matrices, we estimated the distribution of traffic flow in the San Francisco road network and studied Braess's paradox in a large-scale transportation network with realistic travel demand. We measured the variation of total travel time Δ T when a road segment is closed, and found that | Δ T | follows a power-law distribution if Δ T < 0 or Δ T > 0. This implies that most roads have a negligible effect on the efficiency of the road network, while the failure of a few crucial links would result in severe travel delays, and closure of a few inefficient links would counter-intuitively reduce travel costs considerably. Generating three theoretical networks, we discovered that the heterogeneously distributed travel demand may be the origin of the observed power-law distributions of | Δ T | . Finally, a genetic algorithm was used to pinpoint inefficient link clusters in the road network. We found that closing specific road clusters would further improve the transportation efficiency.

  12. Advanced Subsonic Airplane Design and Economic Studies

    NASA Technical Reports Server (NTRS)

    Liebeck, Robert H.; Andrastek, Donald A.; Chau, Johnny; Girvin, Raquel; Lyon, Roger; Rawdon, Blaine K.; Scott, Paul W.; Wright, Robert A.

    1995-01-01

    A study was made to examine the effect of advanced technology engines on the performance of subsonic airplanes and provide a vision of the potential which these advanced engines offered. The year 2005 was selected as the entry-into-service (EIS) date for engine/airframe combination. A set of four airplane classes (passenger and design range combinations) that were envisioned to span the needs for the 2005 EIS period were defined. The airframes for all classes were designed and sized using 2005 EIS advanced technology. Two airplanes were designed and sized for each class: one using current technology (1995) engines to provide a baseline, and one using advanced technology (2005) engines. The resulting engine/airframe combinations were compared and evaluated on the basis on sensitivity to basic engine performance parameters (e.g. SFC and engine weight) as well as DOC+I. The advanced technology engines provided significant reductions in fuel burn, weight, and wing area. Average values were as follows: reduction in fuel burn = 18%, reduction in wing area = 7%, and reduction in TOGW = 9%. Average DOC+I reduction was 3.5% using the pricing model based on payload-range index and 5% using the pricing model based on airframe weight. Noise and emissions were not considered.

  13. Subsonic Ultra Green Aircraft Research. Phase II - Volume I; Truss Braced Wing Design Exploration

    NASA Technical Reports Server (NTRS)

    Bradley, Marty K.; Droney, Christopher K.; Allen, Timothy J.

    2015-01-01

    This report summarizes the Truss Braced Wing (TBW) work accomplished by the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team, consisting of Boeing Research and Technology, Boeing Commercial Airplanes, General Electric, Georgia Tech, Virginia Tech, NextGen Aeronautics, and Microcraft. A multi-disciplinary optimization (MDO) environment defined the geometry that was further refined for the updated SUGAR High TBW configuration. Airfoil shapes were tested in the NASA TCT facility, and an aeroelastic model was tested in the NASA TDT facility. Flutter suppression was successfully demonstrated using control laws derived from test system ID data and analysis models. Aeroelastic impacts for the TBW design are manageable and smaller than assumed in Phase I. Flutter analysis of TBW designs need to include pre-load and large displacement non-linear effects to obtain a reasonable match to test data. With the updated performance and sizing, fuel burn and energy use is reduced by 54% compared to the SUGAR Free current technology Baseline (Goal 60%). Use of the unducted fan version of the engine reduces fuel burn and energy by 56% compared to the Baseline. Technology development roadmaps were updated, and an airport compatibility analysis established feasibility of a folding wing aircraft at existing airports.

  14. An Investigation of Landing-Contact Conditions for Two Large Turbojet Transports and a Turboprop Transport During Routine Daylight Operations

    NASA Technical Reports Server (NTRS)

    Stickle, Joseph W.

    1961-01-01

    The National Aeronautics and Space Administration has recently completed a statistical investigation of landing-contact conditions for two large turbojet transports and a turboprop transport landing on a dry runway during routine daylight operations at the Los Angeles International Airport. Measurements were made to obtain vertical velocity, airspeed, rolling velocity, bank angle, and distance from the runway threshold, just prior to ground contact. The vertical velocities at touchdown for one of the turbojet airplanes measured in this investigation were essentially the same as those measured on the same type of airplane during a similar investigation (see NASA Technical Note D-527) conducted approximately 8 months earlier. Thus, it appeared that 8 months of additional pilot experience has had no noticeable tendency toward lowering the vertical velocities of this transport. Distributions of vertical velocities for the turbojet transports covered in this investigation were similar and considerably higher than'those for the turboprop transport. The data for the turboprop transport were in good agreement with the data for the piston-engine transports (see NACA Report 1214 and NASA Technical Note D-147) for all the measured parameters. For the turbojet transports, 1 landing in 100 would be expected to equal or exceed a vertical velocity of approximately 4.2 ft/sec; whereas, for the turboprop transport, 1 landing in 100 would be expected to equal or exceed 3.2 ft/sec. The mean airspeeds at touchdown for the three transports ranged from 22.5 percent to 26.6 percent above the stalling speed. Rolling velocities for the turbojet transports were considerably higher than those for the turboprop transport. Distributions of bank angles at contact for the three transports were similar. For each type of airplane, 1 landing in 100 would be expected to equal or exceed a bank angle at touchdown of approximately 3.0 deg. Distributions of touchdown distances for the three transports

  15. The Development of a Factorizable Multigrid Algorithm for Subsonic and Transonic Flow

    NASA Technical Reports Server (NTRS)

    Roberts, Thomas W.

    2001-01-01

    The factorizable discretization of Sidilkover for the compressible Euler equations previously demonstrated for channel flows has been extended to external flows.The dissipation of the original scheme has been modified to maintain stability for moderately stretched grids. The discrete equations are solved by symmetric collective Gauss-Seidel relaxation and FAS multigrid. Unlike the earlier work ordering the grid vertices in the flow direction has been found to be unnecessary. Solutions for essential incompressible flow (Mach 0.01) and supercritical flows have obtained for a Karman-Trefftz airfoil with it conformally mapped grid,as well as a NACA 0012 on an algebraically generated grid. The current work demonstrates nearly 0(n) convergence for subsonic and slightly transonic flows.

  16. Prediction of vortex shedding from circular and noncircular bodies in subsonic flow

    NASA Technical Reports Server (NTRS)

    Mendenhall, Michael R.; Lesieutre, Daniel J.

    1987-01-01

    An engineering prediction method and associated computer code VTXCLD are presented which predict nose vortex shedding from circular and noncircular bodies in subsonic flow at angles of attack and roll. The axisymmetric body is represented by point sources and doublets, and noncircular cross sections are transformed to a circle by either analytical or numerical conformal transformations. The leeward vortices are modeled by discrete vortices in crossflow planes along the body; thus, the three-dimensional steady flow problem is reduced to a two-dimensional, unsteady, separated flow problem for solution. Comparison of measured and predicted surface pressure distributions, flowfield surveys, and aerodynamic characteristics are presented for bodies with circular and noncircular cross sectional shapes.

  17. Impact of compressibility on heat transport characteristics of large terrestrial planets

    NASA Astrophysics Data System (ADS)

    Čížková, Hana; van den Berg, Arie; Jacobs, Michel

    2017-07-01

    We present heat transport characteristics for mantle convection in large terrestrial exoplanets (M ⩽ 8M⊕) . Our thermal convection model is based on a truncated anelastic liquid approximation (TALA) for compressible fluids and takes into account a selfconsistent thermodynamic description of material properties derived from mineral physics based on a multi-Einstein vibrational approach. We compare heat transport characteristics in compressible models with those obtained with incompressible models based on the classical- and extended Boussinesq approximation (BA and EBA respectively). Our scaling analysis shows that heat flux scales with effective dissipation number as Nu ∼Dieff-0.71 and with Rayleigh number as Nu ∼Raeff0.27. The surface heat flux of the BA models strongly overestimates the values from the corresponding compressible models, whereas the EBA models systematically underestimate the heat flux by ∼10%-15% with respect to a corresponding compressible case. Compressible models are also systematically warmer than the EBA models. Compressibility effects are therefore important for mantle dynamic processes, especially for large rocky exoplanets and consequently also for formation of planetary atmospheres, through outgassing, and the existence of a magnetic field, through thermal coupling of mantle and core dynamic systems.

  18. Control of Interacting Vortex Flows at Subsonic and Transonic Speeds Using Passive Porosity

    NASA Technical Reports Server (NTRS)

    Erickson, Gary E.

    2003-01-01

    A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) 8-Foot Transonic Pressure Tunnel (TPT) to determine the effects of passive surface porosity on vortex flow interactions about a general research fighter configuration at subsonic and transonic speeds. Flow-through porosity was applied to a wing leading-edge extension (LEX) mounted to a 65 deg cropped delta wing model to promote large nose-down pitching moment increments at high angles of attack. Porosity decreased the vorticity shed from the LEX, which weakened the LEX vortex and altered the global interactions of the LEX and wing vortices at high angles of attack. Six-component forces and moments and wing upper surface static pressure distributions were obtained at free-stream Mach numbers of 0.50, 0.85, and 1.20, Reynolds number of 2.5(10(exp 6)) per foot, angles of attack up to 30 deg, and angles of sideslip to +/- 8 deg. The off-surface flow field was visualized in selected cross-planes using a laser vapor screen flow visualization technique. Test data were obtained with a centerline vertical tail and with alternate twin, wing-mounted vertical fins having 0 deg and 30 deg cant angles. In addition, the porosity of the LEX was compartmentalized to determine the sensitivity of the vortex-dominated aerodynamics to the location and level of porosity applied to the LEX.

  19. Effects of Nacelle configuration/position on performance of subsonic transport

    NASA Technical Reports Server (NTRS)

    Bangert, L. H.; Krivec, D. K.; Segall, R. N.

    1983-01-01

    An experimental study was conducted to explore possible reductions in installed propulsion system drag due to underwing aft nacelle locations. Both circular (C) and D inlet cross section nacelles were tested. The primary objectives were: to determine the relative installed drag of the C and D nacelle installations; and, to compare the drag of each aft nacelle installation with that of a conventional underwing forward, drag of each aft nacelle installation with that of a conventional underwing forward, pylon mounted (UTW) nacelle installation. The tests were performed in the NASA-Langley Research Center 16-Foot Transonic Wind Tunnel at Mach numbers from 0.70 to 0.85, airplane angles of attack from -2.5 to 4.1 degrees, and Reynolds numbers per foot from 3.4 to 4.0 million. The nacelles were installed on the NASA USB full span transonic transport model with horizontal tail on. The D nacelle installation had the smallest drag of those tested. The UTW nacelle installation had the largest drag, at 6.8 percent larger than the D at Mach number 0.80 and lift coefficient (C sub L) 0.45. Each tested configuration still had some interference drag, however. The effect of the aft nacelles on airplane lift was to increase C sub L at a fixed angle of attack relative to the wing body. There was higher lift on the inboard wing sections because of higher pressures on the wing lower surface. The effects of the UTW installation on lift were opposite to those of the aft nacelles.

  20. Modeling the Launch Abort Vehicle's Subsonic Aerodynamics from Free Flight Testing

    NASA Technical Reports Server (NTRS)

    Hartman, Christopher L.

    2010-01-01

    An investigation into the aerodynamics of the Launch Abort Vehicle for NASA's Constellation Crew Launch Vehicle in the subsonic, incompressible flow regime was conducted in the NASA Langley 20-ft Vertical Spin Tunnel. Time histories of center of mass position and Euler Angles are captured using photogrammetry. Time histories of the wind tunnel's airspeed and dynamic pressure are recorded as well. The primary objective of the investigation is to determine models for the aerodynamic yaw and pitch moments that provide insight into the static and dynamic stability of the vehicle. System IDentification Programs for AirCraft (SIDPAC) is used to determine the aerodynamic model structure and estimate model parameters. Aerodynamic models for the aerodynamic body Y and Z force coefficients, and the pitching and yawing moment coefficients were identified.

  1. Experimental study of the interaction between the wing of a subsonic aircraft and a nacelle of a high by-pass ratio engine

    NASA Technical Reports Server (NTRS)

    Levart, P.

    1981-01-01

    The oncoming of a new generation of subsonic transport aircraft (with supercritical wing and high by-pass ratio turbofans) led to an experimental study of wing nacelle jet pylon interference in transonic flow. To this end, a test set-up was developed at the ONERA S3Ch wind tunnel. The nacelle models represent a turbofan by means of two compressed air jets. The scale is 1/18.5. The nacelles are fixed on a thrust balance measuring afterbody thrust and discharge coefficients. The wing is located between the sidewalls of the test section. Pressures are measured through 456 holes located on 8 airfoils. Drag coefficient of the wing is obtained by wake survey. The following parameters can vary (1) wing/nacelle position; (2) upstream Mach number (from 0.3 to 0.8); (3) jet pressure ratio; (4) with/without pylon and (5) type of nacelle. Wing nacelle interference can be studied by means of total thrust drag analysis as a functon of the various parameters. The test set-up is described and examples of results are presented.

  2. Three-dimensional unsteady lifting surface theory in the subsonic range

    NASA Technical Reports Server (NTRS)

    Kuessner, H. G.

    1985-01-01

    The methods of the unsteady lifting surface theory are surveyed. Linearized Euler's equations are simplified by means of a Galileo-Lorentz transformation and a Laplace transformation so that the time and the compressibility of the fluid are limited to two constants. The solutions to this simplified problem are represented as integrals with a differential nucleus; these results in tolerance conditions, for which any exact solution must suffice. It is shown that none of the existing three-dimensional lifting surface theories in subsonic range satisfy these conditions. An oscillating elliptic lifting surface which satisfies the tolerance conditions is calculated through the use of Lame's functions. Numerical examples are calculated for the borderline cases of infinitely stretched elliptic lifting surfaces and of circular lifting surfaces. Out of the harmonic solutions any such temporal changes of the down current are calculated through the use of an inverse Laplace transformation.

  3. Drug Transporters and Na+/H+ Exchange Regulatory Factor PSD-95/Drosophila Discs Large/ZO-1 Proteins

    PubMed Central

    Walsh, Dustin R.; Nolin, Thomas D.

    2015-01-01

    Drug transporters govern the absorption, distribution, and elimination of pharmacologically active compounds. Members of the solute carrier and ATP binding-cassette drug transporter family mediate cellular drug uptake and efflux processes, thereby coordinating the vectorial movement of drugs across epithelial barriers. To exert their physiologic and pharmacological function in polarized epithelia, drug transporters must be targeted and stabilized to appropriate regions of the cell membrane (i.e., apical versus basolateral). Despite the critical importance of drug transporter membrane targeting, the mechanisms that underlie these processes are largely unknown. Several clinically significant drug transporters possess a recognition sequence that binds to PSD-95/Drosophila discs large/ZO-1 (PDZ) proteins. PDZ proteins, such as the Na+/H+ exchanger regulatory factor (NHERF) family, act to stabilize and organize membrane targeting of multiple transmembrane proteins, including many clinically relevant drug transporters. These PDZ proteins are normally abundant at apical membranes, where they tether membrane-delimited transporters. NHERF expression is particularly high at the apical membrane in polarized tissue such as intestinal, hepatic, and renal epithelia, tissues important to drug disposition. Several recent studies have highlighted NHERF proteins as determinants of drug transporter function secondary to their role in controlling membrane abundance and localization. Mounting evidence strongly suggests that NHERF proteins may have clinically significant roles in pharmacokinetics and pharmacodynamics of several pharmacologically active compounds and may affect drug action in cancer and chronic kidney disease. For these reasons, NHERF proteins represent a novel class of post-translational mediators of drug transport and novel targets for new drug development. PMID:26092975

  4. An advanced panel method for analysis of arbitrary configurations in unsteady subsonic flow

    NASA Technical Reports Server (NTRS)

    Dusto, A. R.; Epton, M. A.

    1980-01-01

    An advanced method is presented for solving the linear integral equations for subsonic unsteady flow in three dimensions. The method is applicable to flows about arbitrary, nonplanar boundary surfaces undergoing small amplitude harmonic oscillations about their steady mean locations. The problem is formulated with a wake model wherein unsteady vorticity can be convected by the steady mean component of flow. The geometric location of the unsteady source and doublet distributions can be located on the actual surfaces of thick bodies in their steady mean locations. The method is an outgrowth of a recently developed steady flow panel method and employs the linear source and quadratic doublet splines of that method.

  5. Three dimensional flow field measurements of a 4:1 aspect ratio subsonic jet

    NASA Technical Reports Server (NTRS)

    Morrison, G. L.; Swan, D. H.

    1989-01-01

    Flow field measurements for a subsonic rectangular cold air jet with an aspect ratio of 4:1 (12.7 x 50.8 mm) at a Mach number of 0.09 and Re of 100,000 have been carried out using a three-dimensional laser Doppler anemometer system. Mean velocity measurements show that the jet width spreads more rapidly along the minor axis than along the major axis. The outward velocities, however, are not significantly different for the two axes, indicating the presence of enhanced mixing along the minor axis. The jet slowly changes from a rectangular jet to a circular jet as the flow progresses downstream.

  6. CFD-Based Design Optimization Tool Developed for Subsonic Inlet

    NASA Technical Reports Server (NTRS)

    1995-01-01

    The traditional approach to the design of engine inlets for commercial transport aircraft is a tedious process that ends with a less-than-optimum design. With the advent of high-speed computers and the availability of more accurate and reliable computational fluid dynamics (CFD) solvers, numerical optimization processes can effectively be used to design an aerodynamic inlet lip that enhances engine performance. The designers' experience at Boeing Corporation showed that for a peak Mach number on the inlet surface beyond some upper limit, the performance of the engine degrades excessively. Thus, our objective was to optimize efficiency (minimize the peak Mach number) at maximum cruise without compromising performance at other operating conditions. Using a CFD code NPARC, the NASA Lewis Research Center, in collaboration with Boeing, developed an integrated procedure at Lewis to find the optimum shape of a subsonic inlet lip and a numerical optimization code, ADS. We used a GRAPE-based three-dimensional grid generator to help automate the optimization procedure. The inlet lip shape at the crown and the keel was described as a superellipse, and the superellipse exponents and radii ratios were considered as design variables. Three operating conditions: cruise, takeoff, and rolling takeoff, were considered in this study. Three-dimensional Euler computations were carried out to obtain the flow field. At the initial design, the peak Mach numbers for maximum cruise, takeoff, and rolling takeoff conditions were 0.88, 1.772, and 1.61, respectively. The acceptable upper limits on the takeoff and rolling takeoff Mach numbers were 1.55 and 1.45. Since the initial design provided by Boeing was found to be optimum with respect to the maximum cruise condition, the sum of the peak Mach numbers at takeoff and rolling takeoff were minimized in the current study while the maximum cruise Mach number was constrained to be close to that at the existing design. With this objective, the

  7. Impact of aircraft NO x emission on NO x and ozone over China

    NASA Astrophysics Data System (ADS)

    Liu, Yu; Isaksen, I. S. A.; Sundet, J. K.; Zhou, Xiuji; Ma, Jianzhong

    2003-07-01

    A three-dimensional global chemistry transport model (OSLO CTM2) is used to investigate the impact of subsonic aircraft NO x emission on NO x and ozone over China in terms of a year 2000 scenario of subsonic aircraft NO x emission. The results show that subsonic aircraft NO x emission significantly affects northern China, which makes NO x at 250 hPa increase by about 50 pptv with the highest percentage of 60% in January, and leading to an ozone increase of 8 ppbv with 5% relative change in April. The NO x increase is mainly attributed to the transport process, but ozone increase is produced by the chemical process. The NO x increases by less than 10 pptv by virtue of subsonic aircraft NO x emission over China, and ozone changes less than 0.4 ppbv. When subsonic aircraft NO x emission over China is doubled, its influence is still relatively small.

  8. Coupled Eulerian-Lagrangian transport of large debris by tsunamis

    NASA Astrophysics Data System (ADS)

    Conde, Daniel A. S.; Ferreira, Rui M. L.; Sousa Oliveira, Carlos

    2016-04-01

    Tsunamis are notorious for the large disruption they can cause on coastal environments, not only due to the imparted momentum of the incoming wave but also due to its capacity to transport large quantities of solid debris, either from natural or human-made sources, over great distances. A 2DH numerical model under development at CERIS-IST (Ferreira et al., 2009; Conde, 2013) - STAV2D - capable of simulating solid transport in both Eulerian and Lagrangian paradigms will be used to assess the relevance of Lagrangian-Eulerian coupling when modelling the transport of solid debris by tsunamis. The model has been previously validated and applied to tsunami scenarios (Conde, 2013), being well-suited for overland tsunami propagation and capable of handling morphodynamic changes in estuaries and seashores. The discretization scheme is an explicit Finite Volume technique employing flux-vector splitting and a reviewed Roe-Riemann solver. Source term formulations are employed in a semi-implicit way, including the two-way coupling of the Lagrangian and Eulerian solvers by means of conservative mass and momentum transfers between fluid and solid phases. The model was applied to Sines Port, a major commercial port in Portugal, where two tsunamigenic scenarios are considered: an 8.5 Mw scenario, consistent with the Great Lisbon Earthquake and Tsunami of the 1st November 1755 (Baptista, 2009), and an hypothetical 9.5 Mw worst-case scenario based on the same historical event. Open-ocean propagation of these scenarios were simulated with GeoClaw model from ClawPack (Leveque, 2011). Following previous efforts on the modelling of debris transport by tsunamis in seaports (Conde, 2015), this work discusses the sensitivity of the obtained results with respect to the phenomenological detail of the employed Eulerian-Lagrangian formulation and the resolution of the mesh used in the Eulerian solver. The results have shown that the fluid to debris mass ratio is the key parameter regarding the

  9. Use of Subsonic Kernel Function in an Influence-Coefficient Method of Aeroelastic Analysis and some Comparisons with Experiment

    NASA Technical Reports Server (NTRS)

    Sewall, John L.; Herr, Robert W.; Watkins, Charles E.

    1960-01-01

    This paper illustrates the development and application of an influence-coefficient method of analysis for calculating the response of a flexible wing in an airstream to an oscillating disturbing force and for treating such aeroelastic instabilities as flutter and divergence. Aerodynamic coefficients are derived on the basis of lifting - surface theory for subsonic compressible flow by use of the method presented in NASA Technical Report R-48. Application of the analysis is made to a uniform cantilever wing- tip tank configuration for which responses to a sinusoidal disturbing force and flutter speeds were measured over a range of subsonic Mach numbers and densities. Calculated responses and flutter speeds based on flexibility influence coefficients measured at nine stations are in good agreement with experiment, provided the aerodynamic load is distributed over the wing so that local centers of pressure very nearly coincide with these nine influence stations. The use of experimental values of bending and torsional structural damping coefficients in the analysis generally improved the agreement between calculated and experimental responses. Some calculations were made to study the effects on density on responses near the flutter conditions, and linear response trends were obtained over a wide range of densities.

  10. Electron heat transport comparison in the Large Helical Device and TJ-II

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

    Garcia, J.; Dies, J.; Castejon, F.

    2007-10-15

    The electron heat transport in the Large Helical Device (LHD) [K. Ida, T. Shimozuma, H. Funaba et al., Phys. Rev. Lett. 91, 085003 (2003)] and TJ-II [F. Castejon, V. Tribaldos, I. Garcia-Cortes, E. de la Luna, J. Herranz, I. Pastor, T. Estrada, and TJ-II Team, Nucl. Fusion 42, 271 (2002)] is analyzed by means of the TOTAL [K. Yamazaki and T. Amano, Nucl. Fusion 32, 4 (1992)] and PRETOR-Stellarator [J. Dies, F. Castejon, J. M. Fontdecaba, J. Fontanet, J. Izquierdo, G. Cortes, and C. Alejaldre, Proceedings of the 29th European Physical Society Conference on Plasma Physics and Controlled Fusion, Montreux,more » 2002, Europhysics Conference Abstracts, 2004, Vol. 26B, P-5.027] plasma simulation codes and assuming a global transport model mixing GyroBohm-like drift wave model and other drift wave model with shorter wavelength. The stabilization of the GyroBohm-like model by the ExB shear has been also taken into account. Results show how such kind of electron heat transport can simulate experimental evidence in both devices, leading to the electron internal transport barrier (eITB) formation in the LHD and to the so-called 'enhanced heat confinement regimes' in TJ-II when electron density is low enough. Therefore, two sources for the anomalous electron heat transport can coexist in plasmas with eITB; however, for each device the relative importance of anomalous and neoclassical transport can be different.« less

  11. Effects of flaps on buffet characteristics and wind-rock onset of an F-8C airplane at subsonic and transonic speeds

    NASA Technical Reports Server (NTRS)

    Monaghan, R. C.; Friend, E. L.

    1973-01-01

    Wind-up-turn maneuvers were performed to establish the values of airplane normal force coefficient for buffet onset, wing-rock onset, and buffet loads with various combinations of leading- and trailing-edge flap deflections. Data were gathered at both subsonic and transonic speeds covering a range from Mach 0.64 to Mach 0.92. Buffet onset and buffet loads were obtained from wingtip acceleration and wing-root bending-moment data, and wing-rock onset was obtained from airplane roll rate data. Buffet onset, wing-rock onset, and buffet loads were similarly affected by the various combinations of leading- and training-edge flaps. Subsonically, the 12 deg leading-edge-flap and trailing-edge-flap combination was most effective in delaying buffet onset, wing-rock onset, and equivalent values of buffet loads to a higher value of airplane normal force coefficient. This was the maximum flap deflection investigated. Transonically, however, the optimum leading-edge flap position was generally less than 12 deg.

  12. 14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

    Code of Federal Regulations, 2010 CFR

    2010-01-01

    ... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

  13. 14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

    Code of Federal Regulations, 2011 CFR

    2011-01-01

    ... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

  14. Integrated Application of Active Controls (IAAC) Technology to an Advanced Subsonic Transport: Project Plan

    NASA Technical Reports Server (NTRS)

    1981-01-01

    The state of the art of active controls technology (ACT) and a recommended ACT development program plan are reviewed. The performance benefits and cost of ownership of an integrated application of ACT to civil transport aircraft is to be assessed along with the risk and laboratory and/or flight experiments designed to reduce the technical risks to a commercially acceptable level.

  15. Theoretical Prediction of Pressure Distributions on Nonlifting Airfoils at High Subsonic Speeds

    NASA Technical Reports Server (NTRS)

    Spreiter, John R; Alksne, Alberta

    1955-01-01

    Theoretical pressure distributions on nonlifting circular-arc airfoils in two-dimensional flows with high subsonic free-stream velocity are found by determining approximate solutions, through an iteration process, of an integral equation for transonic flow proposed by Oswatitsch. The integral equation stems directly from the small-disturbance theory for transonic flow. This method of analysis possesses the advantage of remaining in the physical, rather than the hodograph, variable and can be applied in airfoils having curved surfaces. After discussion of the derivation of the integral equation and qualitative aspects of the solution, results of calculations carried out for circular-arc airfoils in flows with free-stream Mach numbers up to unity are described. These results indicate most of the principal phenomena observed in experimental studies.

  16. Market trends

    NASA Technical Reports Server (NTRS)

    Fitzsimmons, R. D.

    1976-01-01

    A very large segment of the over water, long haul passenger market, 31% of the passengers who provide 42% of the passenger revenue, offers a significant market for an advanced supersonic transport. This is for both the first class and full-fare economy passenger markets. The supersonic transport may be more competitive here in spite of lower costs of subsonic transports, as passenger preference is a more powerful variable than DOC. This latter fact was amply demonstrated in the late fifties when the jets completely replaced the reciprocating engine transports on most world routes, in spite of slightly higher fares.

  17. Subsonic Ultra Green Aircraft Research: Phase II- Volume III-Truss Braced Wing Aeroelastic Test Report

    NASA Technical Reports Server (NTRS)

    Bradley, Marty K.; Allen, Timothy J.; Droney, Christopher

    2014-01-01

    This Test Report summarizes the Truss Braced Wing (TBW) Aeroelastic Test (Task 3.1) work accomplished by the Boeing Subsonic Ultra Green Aircraft Research (SUGAR) team, which includes the time period of February 2012 through June 2014. The team consisted of Boeing Research and Technology, Boeing Commercial Airplanes, Virginia Tech, and NextGen Aeronautics. The model was fabricated by NextGen Aeronautics and designed to meet dynamically scaled requirements from the sized full scale TBW FEM. The test of the dynamically scaled SUGAR TBW half model was broken up into open loop testing in December 2013 and closed loop testing from January 2014 to April 2014. Results showed the flutter mechanism to primarily be a coalescence of 2nd bending mode and 1st torsion mode around 10 Hz, as predicted by analysis. Results also showed significant change in flutter speed as angle of attack was varied. This nonlinear behavior can be explained by including preload and large displacement changes to the structural stiffness and mass matrices in the flutter analysis. Control laws derived from both test system ID and FEM19 state space models were successful in suppressing flutter. The control laws were robust and suppressed flutter for a variety of Mach, dynamic pressures, and angle of attacks investigated.

  18. Estimation of Rotary Stability Derivatives at Subsonic and Transonic Speeds

    NASA Technical Reports Server (NTRS)

    Tobak, Murray; Lessing, Henry C.

    1961-01-01

    The first part of this paper pertains to the estimation of subsonic rotary stability derivatives of wings. The unsteady potential flow problem is solved by a superposition of steady flow solutions. Numerical results for the damping coefficients of triangular wings are presented as functions of aspect ratio and Mach number, and are compared with experimental results over the Mach number range 0 to 1. In the second part, experimental results are used. to point out a close correlation between the nonlinear variations with angle of attack of the static pitching-moment curve slope and the damping-in-pitch coefficient. The underlying basis for the correlation is found as a result of an analysis in which the indicial function concept and. the principle of super-position are adapted to apply to the nonlinear problem. The form of the result suggests a method of estimating nonlinear damping coefficients from results of static wind-tunnel measurements.

  19. Low Noise Cruise Efficient Short Take-Off and Landing Transport Vehicle Study

    NASA Technical Reports Server (NTRS)

    Kim, Hyun D.; Berton, Jeffrey J.; Jones, Scott M.

    2007-01-01

    The saturation of the airspace around current airports combined with increasingly stringent community noise limits represents a serious impediment to growth in world aviation travel. Breakthrough concepts that both increase throughput and reduce noise impacts are required to enable growth in aviation markets. Concepts with a 25 year horizon must facilitate a 4x increase in air travel while simultaneously meeting community noise constraints. Attacking these horizon issues holistically is the concept study of a Cruise Efficient Short Take-Off and Landing (CESTOL) high subsonic transport under the NASA's Revolutionary Systems Concepts for Aeronautics (RSCA) project. The concept is a high-lift capable airframe with a partially embedded distributed propulsion system that takes a synergistic approach in propulsion-airframe-integration (PAI) by fully integrating the airframe and propulsion systems to achieve the benefits of both low-noise short take-off and landing (STOL) operations and efficient high speed cruise. This paper presents a summary of the recent study of a distributed propulsion/airframe configuration that provides low-noise STOL operation to enable 24-hour use of the untapped regional and city center airports to increase the capacity of the overall airspace while still maintaining efficient high subsonic cruise flight capability.

  20. Subsonic Transonic Applied Refinements By Using Key Strategies - STARBUKS In the NASA Langley Research Center National Transonic Facility

    NASA Technical Reports Server (NTRS)

    Paryz, Roman W.

    2014-01-01

    Several upgrade projects have been completed at the NASA Langley Research Center National Transonic Facility over the last 1.5 years in an effort defined as STARBUKS - Subsonic Transonic Applied Refinements By Using Key Strategies. This multi-year effort was undertaken to improve NTF's overall capabilities by addressing Accuracy and Validation, Productivity, and Reliability areas at the NTF. This presentation will give a brief synopsis of each of these efforts.

  1. Civil air transport: A fresh look at power-by-wire and fly-by-light

    NASA Technical Reports Server (NTRS)

    Sundberg, Gale R.

    1991-01-01

    Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with potential savings of over 10 percent in operating empty weight and in fuel consumption compared to today's transport aircraft. The PBW technology substitutes electrical actuation in place of centralized hydraulics, uses internal starter-motor/generators and eliminates the need for variable engine bleed air to supply cabin comfort. The application of advanced fiber optics to the electrical power system controls, to built-in-test (BIT) equipment, and to fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency (HERF) immunity over existing mechanical or even fly-by-wire controls. The program plan is reviewed and a snapshot is given of the key technologies and their benefits to all future aircraft, both civil and military.

  2. Effects of winglets on a first-generation jet transport wing. 7: Sideslip effects on winglet loads and selected wing loads at subsonic speeds for a full-span model

    NASA Technical Reports Server (NTRS)

    Meyer, Robert R., Jr.; Covell, Peter F.

    1986-01-01

    The effect of sideslip on winglet loads and selected wing loads was investigated at high and low subsonic Mach numbers. The investigation was conducted in two separate wind tunnel facilities, using two slightly different 0.035-scale full-span models. Results are presented which indicate that, in general, winglet loads as a result of sideslip are analogous to wing loads caused by angle of attack. The center-of-pressure locations on the winglets are somewhat different than might be expected for an analogous wing. The spanwise center of pressure for a winglet tends to be more inboard than for a wing. The most notable chordwise location is a forward center-of-pressure location on the winglet at high sideslip angles. The noted differences between a winglet and an analogous wing are the result of the influence of the wing on the winglet.

  3. Lift and center of pressure of wing-body-tail combinations at subsonic, transonic, and supersonic speeds

    NASA Technical Reports Server (NTRS)

    Pitts, William C; Nielsen, Jack N; Kaattari, George E

    1957-01-01

    A method is presented for calculating the lift and centers of pressure of wing-body and wing-body-tail combinations at subsonic, transonic, and supersonic speeds. A set of design charts and a computing table are presented which reduce the computations to routine operations. Comparison between the estimated and experimental characteristics for a number of wing-body and wing-body-tail combinations shows correlation to within + or - 10 percent on lift and to within about + or - 0.02 of the body length on center of pressure.

  4. Control of Interacting Vortex Flows at Subsonic and Transonic Speeds Using Passive Porosity

    NASA Technical Reports Server (NTRS)

    Erickson, Gary E.

    2003-01-01

    A wind tunnel experiment was conducted in the NASA Langley Research Center (LaRC) 8-foot Transonic Pressure Tunnel (TPT) to determine the effects of passive surface porosity on vortex flow interactions about a general research fighter configuration at subsonic and transonic speeds. Flow- through porosity was applied to a wind leading-edge extension (LEX) mounted to a 65 deg cropped delta wind model to promote large nose-down pitching moment increments at high angles of attack. Porosity decreased the vorticity shed from the LEX, which weakened the LEX vortex and altered the global interactions of the LEX and wing vortices at high angles of attack. Six-component forces and moments and wing upper surface static pressure distributions were obtained at free- stream Mach numbers of 0.50, 0.85, and 1.20, Reynolds number of 2.5(10(exp-6) per foot, angles of attack up to 30 deg and angles of sideslip to plus or minus 8 deg. The off-surface flow field was visualized in selected cross-planes using a laser vapor screen flow visualization technique. Test data were obtained with a centerline vertical tail and with alternate twin, wing-mounted vertical fins having 0 deg and 30 deg cant angles. In addition, the porosity of the LEX was compartmentalized to determine the sensitivity of the vortex- dominated aerodynamics to the location and level of porosity applied to the LEX.

  5. Large-eddy simulation of oxygen transport and depletion in waterbodies

    NASA Astrophysics Data System (ADS)

    Scalo, Carlo; Piomelli, Ugo; Boegman, Leon

    2010-11-01

    Dissolved oxygen (DO) in water plays an important role in lake and marine ecosystems. Agricultural runoff may spur excessive plant growth on the water surface; when the plants die they sink to the bottom of the water bodies and decompose, consuming oxygen. Significant environmental (and economic) damage may result from the loss of aquatic life caused by the oxygen depletion. The study of DO transport and depletion dynamics in water bodies has, therefore, become increasingly important. We study this phenomenon by large-eddy simulations performed at laboratory scale. The equations governing the transport of momentum and of a scalar (the DO) in the fluid are coupled to a biochemical model for DO depletion in the permeable sediment bed [Higashino et al., Water Res. (38) 1, 2004)], and to an equation for the fluid transpiration in the porous medium. The simulations are in good agreement with previous calculations and experiments. We show that the results are sensitive to the biochemical and fluid dynamical properties of the sediment, which are very difficult to determine experimentally.

  6. Large-scale bedforms as indicators of mutually evasive sand transport and the sequential infilling of wide-mouthed estuaries

    NASA Astrophysics Data System (ADS)

    Harris, Peter T.

    1988-06-01

    Large-scale bedforms (2-10 m in vertical and 10 2-10 3 m in horizontal dimensions) found in wide-mouthed estuaries are described. Different bedform types occur depending upon the local availability of sand. With an increasing sand supply, sand ribbons grade into elongate trains of sand waves and then form sandwave fields. Inshore, headland-associated sand banks are formed which multiply into en-echelon sand banks. Based upon a review of data on directions of sand transport from the Bristol Channel and Thames Estuary, U.K., and from Moreton Bay, Australia, charts of ebb- and flood-dominant transport zones are constructed for lower estuarine environments which have undergone different degrees of infilling. Linear sand banks are seen to delimit partially the boundaries between opposing sand transport zones. Transport paths demonstrate how sediments derived from outside of the estuary are dispersed through ebb and flood transport zones, to supply other areas of net deposition. A comparison between different estuaries reveals that variations in the compexity of ebb- and flood-dominant transport zones and the morphologies of large-scale bedforms are coupled with apparent changes in the relative amounts of sand available to each system. A model for the sequential infilling of estuaries and the evolution of large-scale bedforms is presented and applied to the interpretation of present day examples. Vertical sequences predicted to be generated by such bedform evolution are described and discussed, in terms of their preservation in the geological record.

  7. Multi-hole pressure probes to air data system for subsonic small-scale air vehicles

    NASA Astrophysics Data System (ADS)

    Shevchenko, A. M.; Berezin, D. R.; Puzirev, L. N.; Tarasov, A. Z.; Kharitonov, A. M.; Shmakov, A. S.

    2016-10-01

    A brief review of research performed to develop multi-hole probes to measure of aerodynamic angles, dynamic head, and static pressure of a flying vehicle. The basis of these works is the application a well-known classical multi-hole pressure probe technique of measuring of a 3D flow to use in the air data system. Two multi-hole pressure probes with spherical and hemispherical head to air-data system for subsonic small-scale vehicles have been developed. A simple analytical probe model with separation of variables is proposed. The probes were calibrated in the wind tunnel, one of them is in-flight tested.

  8. Subsonic flutter analysis addition to NASTRAN. [for use with CDC 6000 series digital computers

    NASA Technical Reports Server (NTRS)

    Doggett, R. V., Jr.; Harder, R. L.

    1973-01-01

    A subsonic flutter analysis capability has been developed for NASTRAN, and a developmental version of the program has been installed on the CDC 6000 series digital computers at the Langley Research Center. The flutter analysis is of the modal type, uses doublet lattice unsteady aerodynamic forces, and solves the flutter equations by using the k-method. Surface and one-dimensional spline functions are used to transform from the aerodynamic degrees of freedom to the structural degrees of freedom. Some preliminary applications of the method to a beamlike wing, a platelike wing, and a platelike wing with a folded tip are compared with existing experimental and analytical results.

  9. Wing Configuration Impact on Design Optimums for a Subsonic Passenger Transport

    NASA Technical Reports Server (NTRS)

    Wells, Douglas P.

    2014-01-01

    This study sought to compare four aircraft wing configurations at a conceptual level using a multi-disciplinary optimization (MDO) process. The MDO framework used was created by Georgia Institute of Technology and Virginia Polytechnic Institute and State University. They created a multi-disciplinary design and optimization environment that could capture the unique features of the truss-braced wing (TBW) configuration. The four wing configurations selected for the study were a low wing cantilever installation, a high wing cantilever, a strut-braced wing, and a single jury TBW. The mission that was used for this study was a 160 passenger transport aircraft with a design range of 2,875 nautical miles at the design payload, flown at a cruise Mach number of 0.78. This paper includes discussion and optimization results for multiple design objectives. Five design objectives were chosen to illustrate the impact of selected objective on the optimization result: minimum takeoff gross weight (TOGW), minimum operating empty weight, minimum block fuel weight, maximum start of cruise lift-to-drag ratio, and minimum start of cruise drag coefficient. The results show that the design objective selected will impact the characteristics of the optimized aircraft. Although minimum life cycle cost was not one of the objectives, TOGW is often used as a proxy for life cycle cost. The low wing cantilever had the lowest TOGW followed by the strut-braced wing.

  10. Large-scale Instability during Gravitational Collapse with Neutrino Transport and a Core-Collapse Supernova

    NASA Astrophysics Data System (ADS)

    Aksenov, A. G.; Chechetkin, V. M.

    2018-04-01

    Most of the energy released in the gravitational collapse of the cores of massive stars is carried away by neutrinos. Neutrinos play a pivotal role in explaining core-collape supernovae. Currently, mathematical models of the gravitational collapse are based on multi-dimensional gas dynamics and thermonuclear reactions, while neutrino transport is considered in a simplified way. Multidimensional gas dynamics is used with neutrino transport in the flux-limited diffusion approximation to study the role of multi-dimensional effects. The possibility of large-scale convection is discussed, which is interesting both for explaining SN II and for setting up observations to register possible high-energy (≳10MeV) neutrinos from the supernova. A new multi-dimensional, multi-temperature gas dynamics method with neutrino transport is presented.

  11. Laser Raman Diagnostics in Subsonic and Supersonic Turbulent Jet Diffusion Flames.

    NASA Astrophysics Data System (ADS)

    Cheng, Tsarng-Sheng

    1991-02-01

    UV spontaneous vibrational Raman scattering combined with laser-induced predissociative fluorescence (LIPF) is developed for temperature and multi-species concentration measurements. For the first time, simultaneous measurements of temperature, major species (H_2, O_2, N_2, H_2O), and minor species (OH) concentrations are made with a "single" narrowband KrF excimer laser in subsonic and supersonic lifted turbulent hydrogen-air diffusion flames. The UV Raman system is calibrated with a flat -flame diffusion burner operated at several known equivalence ratios from fuel-lean to fuel-rich. Temperature measurements made by the ratio of Stokes/anti-Stokes signal and by the ideal gas law are compared. Single-shot uncertainties for temperature and concentration measurements are analyzed with photon statistics. Calibration constants and bandwidth factors are used in the data reduction program to arrive at temperature and species concentration measurements. UV Raman measurements in the subsonic lifted turbulent diffusion flame indicate that fuel and oxidizer are in rich, premixed, and unignited conditions in the center core of the lifted flame base. The unignited mixtures are due to rapid turbulent mixing that affects chemical reaction. Combustion occurs in an intermittent annular turbulent flame brush with strong finite-rate chemistry effects. The OH radical exists in sub-equilibrium and super-equilibrium concentrations. Major species and temperature are found with non-equilibrium values. Further downstream the super-equilibrium OH radicals decay toward equilibrium through slow three-body recombination reactions. In the supersonic lifted flame, a little reaction occurs upstream of the flame base, due to shock wave interactions and mixing with hot vitiated air. The strong turbulent mixing and total enthalpy fluctuations lead to temperature, major, and minor species concentrations with non-equilibrium values. Combustion occurs farther downstream of the lifted region. Slow

  12. Rapid atmospheric transport and large-scale deposition of recently synthesized plant waxes

    NASA Astrophysics Data System (ADS)

    Nelson, Daniel B.; Ladd, S. Nemiah; Schubert, Carsten J.; Kahmen, Ansgar

    2018-02-01

    Sedimentary plant wax 2H/1H ratios are important tools for understanding hydroclimate and environmental changes, but large spatial and temporal uncertainties exist about transport mechanisms from ecosystem to sediments. To assess atmospheric pathways, we collected aerosol samples for two years at four locations within a ∼60 km radius in northern Switzerland. We measured n-alkane distributions and 2H/1H ratios in these samples, and from local plants, leaf litter, and soil, as well as surface sediment from six nearby lakes. Increased concentrations and 2H depletion of long odd chain n-alkanes in early summer aerosols indicate that most wax aerosol production occurred shortly after leaf unfolding, when plants synthesize waxes in large quantities. During autumn and winter, aerosols were characterized by degraded n-alkanes lacking chain length preferences diagnostic of recent biosynthesis, and 2H/1H values that were in some cases more than 100‰ higher than growing season values. Despite these seasonal shifts, modeled deposition-weighted average 2H/1H values of long odd chain n-alkanes primarily reflected summer values. This was corroborated by n-alkane 2H/1H values in lake sediments, which were similar to deposition-weighted aerosol values at five of six sites. Atmospheric deposition rates for plant n-alkanes on land were ∼20% of accumulation rates in lakes, suggesting a role for direct deposition to lakes or coastal oceans near similar production sources, and likely a larger role for deposition on land and transport in river systems. This mechanism allows mobilization and transport of large quantities of recently produced waxes as fine-grained material to low energy sedimentation sites over short timescales, even in areas with limited topography. Widespread atmospheric transfer well before leaf senescence also highlights the importance of the isotopic composition of early season source water used to synthesize waxes for the geologic record.

  13. Lockheed L-1011 Test Station installation in support of the Adaptive Performance Optimization flight

    NASA Technical Reports Server (NTRS)

    1997-01-01

    Technicians John Huffman, Phil Gonia and Mike Kerner of NASA's Dryden Flight Research Center, Edwards, California, carefully insert a monitor into the Research Engineering Test Station during installation of equipment for the Adaptive Performance Optimization experiment aboard Orbital Sciences Corporation's Lockheed L-1011 in Bakersfield, California, May, 6, 1997. The Adaptive Performance Optimization project is designed to reduce the aerodynamic drag of large subsonic transport aircraft by varying the camber of the wing through real-time adjustment of flaps or ailerons in response to changing flight conditions. Reducing the drag will improve aircraft efficiency and performance, resulting in signifigant fuel savings for the nation's airlines worth hundreds of millions of dollars annually. Flights for the NASA experiment will occur periodically over the next couple of years on the modified wide-bodied jetliner, with all flights flown out of Bakersfield's Meadows Field. The experiment is part of Dryden's Advanced Subsonic Transport Aircraft Research program.

  14. A lumped parameter mathematical model for simulation of subsonic wind tunnels

    NASA Technical Reports Server (NTRS)

    Krosel, S. M.; Cole, G. L.; Bruton, W. M.; Szuch, J. R.

    1986-01-01

    Equations for a lumped parameter mathematical model of a subsonic wind tunnel circuit are presented. The equation state variables are internal energy, density, and mass flow rate. The circuit model is structured to allow for integration and analysis of tunnel subsystem models which provide functions such as control of altitude pressure and temperature. Thus the model provides a useful tool for investigating the transient behavior of the tunnel and control requirements. The model was applied to the proposed NASA Lewis Altitude Wind Tunnel (AWT) circuit and included transfer function representations of the tunnel supply/exhaust air and refrigeration subsystems. Both steady state and frequency response data are presented for the circuit model indicating the type of results and accuracy that can be expected from the model. Transient data for closed loop control of the tunnel and its subsystems are also presented, demonstrating the model's use as a control analysis tool.

  15. A Systematic Kernel Function Procedure for Determining Aerodynamic Forces on Oscillating or Steady Finite Wings at Subsonic Speeds

    NASA Technical Reports Server (NTRS)

    Watkins, Charles E.; Woolston, Donald S.; Cunningham, Herbert J.

    1959-01-01

    Details are given of a numerical solution of the integral equation which relates oscillatory or steady lift and downwash distributions in subsonic flow. The procedure has been programmed for the IBM 704 electronic data processing machine and yields the pressure distribution and some of its integrated properties for a given Mach number and frequency and for several modes of oscillation in from 3 to 4 minutes, results of several applications are presented.

  16. Fixed Wing Project: Technologies for Advanced Air Transports

    NASA Technical Reports Server (NTRS)

    Del Rosario, Ruben; Koudelka, John M.; Wahls, Richard A.; Madavan, Nateri

    2014-01-01

    The NASA Fundamental Aeronautics Fixed Wing (FW) Project addresses the comprehensive challenge of enabling revolutionary energy efficiency improvements in subsonic transport aircraft combined with dramatic reductions in harmful emissions and perceived noise to facilitate sustained growth of the air transportation system. Advanced technologies and the development of unconventional aircraft systems offer the potential to achieve these improvements. Multidisciplinary advances are required in aerodynamic efficiency to reduce drag, structural efficiency to reduce aircraft empty weight, and propulsive and thermal efficiency to reduce thrust-specific energy consumption (TSEC) for overall system benefit. Additionally, advances are required to reduce perceived noise without adversely affecting drag, weight, or TSEC, and to reduce harmful emissions without adversely affecting energy efficiency or noise.The presentation will highlight the Fixed Wing project vision of revolutionary systems and technologies needed to achieve these challenging goals. Specifically, the primary focus of the FW Project is on the N+3 generation; that is, vehicles that are three generations beyond the current state of the art, requiring mature technology solutions in the 2025-30 timeframe.

  17. Study of fuel systems for LH2-fueled subsonic transport aircraft, volume 1

    NASA Technical Reports Server (NTRS)

    Brewer, G. D.; Morris, R. E.; Davis, G. W.; Versaw, E. F.; Cunnington, G. R., Jr.; Riple, J. C.; Baerst, C. F.; Garmong, G.

    1978-01-01

    Several engine concepts examined to determine a preferred design which most effectively exploits the characteristics of hydrogen fuel in aircraft tanks received major emphasis. Many candidate designs of tank structure and cryogenic insulation systems were evaluated. Designs of all major elements of the aircraft fuel system including pumps, lines, valves, regulators, and heat exchangers received attention. Selected designs of boost pumps to be mounted in the LH2 tanks, and of a high pressure pump to be mounted on the engine were defined. A final design of LH2-fueled transport aircraft was established which incorporates a preferred design of fuel system. That aircraft was then compared with a conventionally fueled counterpart designed to equivalent technology standards.

  18. Implicit marching solution of compressible viscous subsonic flow in planar and axisymmetric ducts. Ph.D. Thesis

    NASA Technical Reports Server (NTRS)

    Towne, C. E.; Hoffman, J. D.

    1982-01-01

    A new streamwise marching procedure was developed and coded for compressible viscous subsonic flow in planar or axisymmetric ducts with or without centerbodies. The continuity, streamwise momentum, cross-flow momentum, and energy equations are written in generalized orthogonal curvilinear coordinates. To allow the use of a marching procedure, second derivatives in the streamwise momentum equation are written as the sum of a known two dimensional imposed pressure field and an unknown one dimensional viscous correction. For turbulent flow, the Reynolds stress and heat flux terms are modeled using two-layer eddy viscosity turbulence models.

  19. Pressure measurements on a thick cambered and twisted 58 deg delta wing at high subsonic speeds

    NASA Technical Reports Server (NTRS)

    Chu, Julio; Lamar, John E.

    1987-01-01

    A pressure experiment at high subsonic speeds was conducted by a cambered and twisted thick delta wing at the design condition (Mach number 0.80), as well as at nearby Mach numbers (0.75 and 0.83) and over an angle-of-attack range. Effects of twin vertical tails on the wing pressure measurements were also assessed. Comparisons of detailed theoretical and experimental surface pressures and sectional characteristics for the wing alone are presented. The theoretical codes employed are FLO-57, FLO-28, PAN AIR, and the Vortex Lattice Method-Suction Analogy.

  20. Heat transport in the high-pressure ice mantle of large icy moons

    NASA Astrophysics Data System (ADS)

    Choblet, Gael; Tobie, Gabriel; Sotin, Christophe; Kalousova, Klara; Grasset, Olivier

    2017-04-01

    While the existence of a buried ocean sandwiched between surface ice and high-pressure (HP) polymorphs of ice emerges as the most plausible structure for the hundreds-of-kilometers thick hydrospheres within large icy moons of the Solar System (Ganymede, Callisto, Titan), little is known about the thermal structure of the deep HP ice mantle and its dynamics, possibly involving melt production and extraction. This has major implications for the thermal history of these objects as well as on the habitability of their ocean as the HP ice mantle is presumed to limit chemical transport from the rock component to the ocean. Here, we describe 3D spherical simulations of subsolidus thermal convection tailored to the specific structure of the HP ice mantle of large icy moons. Melt production is monitored and melt transport is simplified by assuming instantaneous extraction to the ocean above. The two controlling parameters for these models are the rheology of ice VI and the heat flux from the rock core. Reasonable end-members are considered for both parameters as disagreement remains on the former (especially the pressure effect on viscosity) and as the latter is expected to vary significantly during the moon's history. We show that the heat power produced by radioactive decay within the rock core is mainly transported through the HP ice mantle by melt extraction to the ocean, with most of the melt produced directly above the rock/water interface. While the average temperature in the bulk of the HP ice mantle is always relatively cool when compared to the value at the interface with the rock core (˜ 5 K above the value at the surface of the HP ice mantle), maximum temperatures at all depths are close to the melting point, often leading to the interconnection of a melt path via hot convective plume conduits throughout the HP ice mantle. Overall, we predict long periods of time during these moons' history where water generated in contact with the rock core is transported to

  1. Heat transport in the high-pressure ice mantle of large icy moons

    NASA Astrophysics Data System (ADS)

    Choblet, G.; Tobie, G.; Sotin, C.; Kalousová, K.; Grasset, O.

    2017-03-01

    While the existence of a buried ocean sandwiched between surface ice and high-pressure (HP) polymorphs of ice emerges as the most plausible structure for the hundreds-of-kilometers thick hydrospheres within large icy moons of the Solar System (Ganymede, Callisto, Titan), little is known about the thermal structure of the deep HP ice mantle and its dynamics, possibly involving melt production and extraction. This has major implications for the thermal history of these objects as well as on the habitability of their ocean as the HP ice mantle is presumed to limit chemical transport from the rock component to the ocean. Here, we describe 3D spherical simulations of subsolidus thermal convection tailored to the specific structure of the HP ice mantle of large icy moons. Melt production is monitored and melt transport is simplified by assuming instantaneous extraction to the ocean above. The two controlling parameters for these models are the rheology of ice VI and the heat flux from the rock core. Reasonable end-members are considered for both parameters as disagreement remains on the former (especially the pressure effect on viscosity) and as the latter is expected to vary significantly during the moon's history. We show that the heat power produced by radioactive decay within the rock core is mainly transported through the HP ice mantle by melt extraction to the ocean, with most of the melt produced directly above the rock/water interface. While the average temperature in the bulk of the HP ice mantle is always relatively cool when compared to the value at the interface with the rock core (∼ 5 K above the value at the surface of the HP ice mantle), maximum temperatures at all depths are close to the melting point, often leading to the interconnection of a melt path via hot convective plume conduits throughout the HP ice mantle. Overall, we predict long periods of time during these moons' history where water generated in contact with the rock core is transported to

  2. Low-Speed Stability-and-Control and Ground-Effects Measurements on the Industry Reference High Speed Civil Transport

    NASA Technical Reports Server (NTRS)

    Kemmerly, Guy T.; Campbell, Bryan A.; Banks, Daniel W.; Yaros, Steven F.

    1999-01-01

    As a part of a national effort to develop an economically feasible High Speed Civil Transport (HSCT), a single configuration has been accepted as the testing baseline by the organizations working in the High Speed Research (HSR) program. The configuration is based on a design developed by the Boeing Company and is referred to as the Reference H (Ref H). The data contained in this report are low-speed stability-and-control and ground-effect measurements obtained on a 0.06 scale model of the Ref H in a subsonic tunnel.

  3. Effects of engine emissions from high-speed civil transport aircraft: A two-dimensional modeling study, part 2

    NASA Technical Reports Server (NTRS)

    Ko, Malcolm K. W.; Weisenstein, Debra K.; Sze, Nein Dak; Shia, Run-Lie; Rodriguez, Jose M.; Heisey, Curtis

    1991-01-01

    The AER two-dimensional chemistry-transport model is used to study the effect of supersonic and subsonic aircraft operation in the 2010 atmosphere on stratospheric ozone (O3). The results show that: (1) the calculated O3 response is smaller in the 2010 atmosphere compared to previous calculations performed in the 1980 atmosphere; (2) with the emissions provided, the calculated decrease in O3 column is less than 1 percent; and (3) the effect of model grid resolution on O3 response is small provided that the physics is not modified.

  4. Aeronautical fuel conservation possibilities for advanced subsonic transports. [application of aeronautical technology for drag and weight reduction

    NASA Technical Reports Server (NTRS)

    Braslow, A. L.; Whitehead, A. H., Jr.

    1973-01-01

    The anticipated growth of air transportation is in danger of being constrained by increased prices and insecure sources of petroleum-based fuel. Fuel-conservation possibilities attainable through the application of advances in aeronautical technology to aircraft design are identified with the intent of stimulating NASA R and T and systems-study activities in the various disciplinary areas. The material includes drag reduction; weight reduction; increased efficiency of main and auxiliary power systems; unconventional air transport of cargo; and operational changes.

  5. FLUT - A program for aeroelastic stability analysis. [of aircraft structures in subsonic flow

    NASA Technical Reports Server (NTRS)

    Johnson, E. H.

    1977-01-01

    A computer program (FLUT) that can be used to evaluate the aeroelastic stability of aircraft structures in subsonic flow is described. The algorithm synthesizes data from a structural vibration analysis with an unsteady aerodynamics analysis and then performs a complex eigenvalue analysis to assess the system stability. The theoretical basis of the program is discussed with special emphasis placed on some innovative techniques which improve the efficiency of the analysis. User information needed to efficiently and successfully utilize the program is provided. In addition to identifying the required input, the flow of the program execution and some possible sources of difficulty are included. The use of the program is demonstrated with a listing of the input and output for a simple example.

  6. Energy efficient engine: Low-pressure turbine subsonic cascade component development and integration program

    NASA Technical Reports Server (NTRS)

    Sharma, O. P.; Kopper, F. C.; Knudsen, L. K.; Yustinich, J. B.

    1982-01-01

    A subsonic cascade test program was conducted to provide technical data for optimizing the blade and vane airfoil designs for the Energy Efficient Engine Low-Pressure Turbine component. The program consisted of three parts. The first involved an evaluation of the low-chamber inlet guide vane. The second, was an evaluation of two candidate aerodynamic loading philosophies for the fourth blade root section. The third part consisted of an evaluation of three candidate airfoil geometries for the fourth blade mean section. The performance of each candidate airfoil was evaluated in a linear cascade configuration. The overall results of this study indicate that the aft-loaded airfoil designs resulted in lower losses which substantiated Pratt & Whitney Aircraft's design philosophy for the Energy Efficient Engine low-pressure turbine component.

  7. Propulsion System for Very High Altitude Subsonic Unmanned Aircraft

    NASA Technical Reports Server (NTRS)

    Bents, David J.; Mockler, Ted; Maldonado, Jaime; Harp, James L., Jr.; King, Joseph F.; Schmitz, Paul C.

    1998-01-01

    This paper explains why a spark ignited gasoline engine, intake pressurized with three cascaded stages of turbocharging, was selected to power NASA's contemplated next generation of high altitude atmospheric science aircraft. Beginning with the most urgent science needs (the atmospheric sampling mission) and tracing through the mission requirements which dictate the unique flight regime in which this aircraft has to operate (subsonic flight at greater then 80 kft) we briefly explore the physical problems and constraints, the available technology options and the cost drivers associated with developing a viable propulsion system for this highly specialized aircraft. The paper presents the two available options (the turbojet and the turbocharged spark ignited engine) which are discussed and compared in the context of the flight regime. We then show how the unique nature of the sampling mission, coupled with the economic considerations pursuant to aero engine development, point to the spark ignited engine as the only cost effective solution available. Surprisingly, this solution compares favorably with the turbojet in the flight regime of interest. Finally, some remarks are made about NASA's present state of development, and future plans to flight demonstrate the three stage turbocharged powerplant.

  8. The Impact of Subsonic Twin Jets on Airport Noise

    NASA Technical Reports Server (NTRS)

    Bozak, Richard, F.

    2012-01-01

    Subsonic and supersonic aircraft concepts proposed through NASA s Fundamental Aeronautics Program have multiple engines mounted near one another. Engine configurations with multiple jets introduce an asymmetry to the azimuthal directivity of the jet noise. Current system noise predictions add the jet noise from each jet incoherently, therefore, twin jets are estimated by adding 3 EPNdB to the far-field noise radiated from a single jet. Twin jet effects have the ability to increase or decrease the radiated noise to different azimuthal observation locations. Experiments have shown that twin jet effects are reduced with forward flight and increasing spacings. The current experiment investigates the impact of spacing, and flight effects on airport noise for twin jets. Estimating the jet noise radiated from twin jets as that of a single jet plus 3 EPNdB may be sufficient for horizontal twin jets with an s/d of 4.4 and 5.5, where s is the center-to-center spacing and d is the jet diameter. However, up to a 3 EPNdB error could be present for jet spacings with an s/d of 2.6 and 3.2.

  9. V/STOL aircraft configurations and opportunities in the Pacific Basin

    NASA Technical Reports Server (NTRS)

    Albers, James A.; Zuk, John

    1987-01-01

    Advanced aircraft configurations offer new transportation options for the Pacific Basin. Described is a range of vehicles from low-disk to high-disk loading aircraft, including high-speed rotorcraft, subsonic vertical and short takeoff and landing (V/STOL) aircraft, and subsonic short takeoff and landing (STOL) aircraft. The status and advantages of the various configurations are described. Some of these show promise for satisfying many of the transportation requirements of the Pacific Basin; as such, they could revolutionize short-haul transportation in that region.

  10. Experimental validation of tonal noise control from subsonic axial fans using flow control obstructions

    NASA Astrophysics Data System (ADS)

    Gérard, Anthony; Berry, Alain; Masson, Patrice; Gervais, Yves

    2009-03-01

    This paper presents the acoustic performance of a novel approach for the passive adaptive control of tonal noise radiated from subsonic fans. Tonal noise originates from non-uniform flow that causes circumferentially varying blade forces and gives rise to a considerably larger radiated dipolar sound at the blade passage frequency (BPF) and its harmonics compared to the tonal noise generated by a uniform flow. The approach presented in this paper uses obstructions in the flow to destructively interfere with the primary tonal noise arising from various flow conditions. The acoustic radiation of the obstructions is first demonstrated experimentally. Indirect on-axis acoustic measurements are used to validate the analytical prediction of the circumferential spectrum of the blade unsteady lift and related indicators generated by the trapezoidal and sinusoidal obstructions presented in Ref. [A. Gérard, A. Berry, P. Masson, Y. Gervais, Modelling of tonal noise control from subsonic axial fans using flow control obstructions, Journal of Sound and Vibration (2008), this issue, doi: 10.1016/j.jsv.2008.09.027.] and also by cylindrical obstructions used in the literature. The directivity and sound power attenuation are then given in free field for the control of the BPF tone generated by rotor/outlet guide vane (OGV) interaction and the control of an amplified BPF tone generated by the rotor/OGV interaction with an added triangular obstruction between two outlet guide vanes to enhance the primary non-uniform flow. Global control was demonstrated in free field, attenuation up to 8.4 dB of the acoustic power at BPF has been measured. Finally, the aerodynamic performances of the automotive fan used in this study are almost not affected by the presence of the control obstruction.

  11. Railway transport of low temperature heat from large power stations by means of alternative heat carriers and water

    NASA Astrophysics Data System (ADS)

    Luchtman, G.; Bracke, T.

    1981-11-01

    The feasibility of railway transport of liquid and solid heat carriers in tank cars so as to replace pipeline transport of small to medium large heat loads was investigated. The typical characteristics of railway transport were analyzed and all essential technical and economical variables were integrated in a transport model. Over 1000 complex chemical compounds were evaluated for their suitability as heat carriers. Of these, three ammonia compounds are considered as promising. Considering, however, that complicated and expensive facilities are needed for heat transfer to and from ammonia, water is identified as the better choice. Results, based on 1975 transport prices, show that railway heat transport becomes competitive for heat loads above 50 to 100 MW and transport distances over 20 km.

  12. Civil air transport: A fresh look at power-by-wire and fly-by-light

    NASA Technical Reports Server (NTRS)

    Sundberg, Gale R.

    1990-01-01

    Power-by-wire (PBW) is a key element under subsonic transport flight systems technology with potential savings of over 10 percent in gross take-off-weight and in fuel consumption compared to today's transport aircraft. The PBW technology substitutes electrical actuation in place of centralized hydraulics, uses internal starter-motor/generators and eliminates the need for variable engine bleed air to supply cabin comfort. The application of advanced fiber optics to the electrical power system controls, to built-in-test (BITE) equipment, and to fly-by-light (FBL) flight controls provides additional benefits in lightning and high energy radio frequency (HERF) immunity over existing mechanical or even fly-by-wire controls. The program plan is reviewed and a snapshot is given of the key technologies and their benefits to all future aircraft, both civil and military.

  13. Moditored unsaturated soil transport processes as a support for large scale soil and water management

    NASA Astrophysics Data System (ADS)

    Vanclooster, Marnik

    2010-05-01

    The current societal demand for sustainable soil and water management is very large. The drivers of global and climate change exert many pressures on the soil and water ecosystems, endangering appropriate ecosystem functioning. The unsaturated soil transport processes play a key role in soil-water system functioning as it controls the fluxes of water and nutrients from the soil to plants (the pedo-biosphere link), the infiltration flux of precipitated water to groundwater and the evaporative flux, and hence the feed back from the soil to the climate system. Yet, unsaturated soil transport processes are difficult to quantify since they are affected by huge variability of the governing properties at different space-time scales and the intrinsic non-linearity of the transport processes. The incompatibility of the scales between the scale at which processes reasonably can be characterized, the scale at which the theoretical process correctly can be described and the scale at which the soil and water system need to be managed, calls for further development of scaling procedures in unsaturated zone science. It also calls for a better integration of theoretical and modelling approaches to elucidate transport processes at the appropriate scales, compatible with the sustainable soil and water management objective. Moditoring science, i.e the interdisciplinary research domain where modelling and monitoring science are linked, is currently evolving significantly in the unsaturated zone hydrology area. In this presentation, a review of current moditoring strategies/techniques will be given and illustrated for solving large scale soil and water management problems. This will also allow identifying research needs in the interdisciplinary domain of modelling and monitoring and to improve the integration of unsaturated zone science in solving soil and water management issues. A focus will be given on examples of large scale soil and water management problems in Europe.

  14. Subsonic and transonic dynamic stability characteristics of the space shuttle launch vehicle

    NASA Technical Reports Server (NTRS)

    Freeman, D. C., Jr.; Boyden, R. P.; Davenport, E. E.

    1976-01-01

    An investigation has been conducted to determine the subsonic and transonic dynamic stability characteristics of a 0.015 scale model of the space shuttle launch vehicle. These tests were conducted in the Langley 8-foot transonic pressure tunnel over a Mach number range from 0.3 to 1.2. Forced oscillation equipment was used to determine the damping characteristics of several configurations about all three axes. The test results show that the model exhibited positive damping in pitch except at the highest Mach number (1.2) where there was a region of negative damping at 2 deg angle of attack. The yawing oscillation tests show that the model exhibited nonlinearities and negative damping at Mach numbers of 0.3 and 0.6. The model exhibited positive roll damping throughout the test angle of attack and Mach range.

  15. Use of constrained optimization in the conceptual design of a medium-range subsonic transport

    NASA Technical Reports Server (NTRS)

    Sliwa, S. M.

    1980-01-01

    Constrained parameter optimization was used to perform the optimal conceptual design of a medium range transport configuration. The impact of choosing a given performance index was studied, and the required income for a 15 percent return on investment was proposed as a figure of merit. A number of design constants and constraint functions were systematically varied to document the sensitivities of the optimal design to a variety of economic and technological assumptions. A comparison was made for each of the parameter variations between the baseline configuration and the optimally redesigned configuration.

  16. Simultaneous, Unsteady PIV and Photogrammetry Measurements of a Tension-Cone Decelerator in Subsonic Flow

    NASA Technical Reports Server (NTRS)

    Schairer, Edward T.; Heineck, James T.; Walker, Louise Ann; Kushner, Laura Kathryn; Zilliac, Gregory

    2010-01-01

    This paper describes simultaneous, synchronized, high-frequency measurements of both unsteady flow in the wake of a tension-cone decelerator in subsonic flow (by PIV) and the unsteady shape of the decelerator (by photogrammetry). The purpose of these measurements was to develop the test techniques necessary to validate numerical methods for computing fluid-structure interactions of flexible decelerators. A critical need for this effort is to map fabric surfaces that have buckled or wrinkled so that code developers can accurately represent them. This paper describes a new photogrammetric technique that performs this measurement. The work was done in support of the Entry, Descent, and Landing discipline within the Supersonics Project of NASA s Fundamental Aeronautics Program.

  17. Analysis of Particle Image Velocimetry (PIV) Data for Application to Subsonic Jet Noise Studies

    NASA Technical Reports Server (NTRS)

    Blackshire, James L.

    1997-01-01

    Global velocimetry measurements were taken using Particle Image Velocimetry (PIV) in the subsonic flow exiting a 1 inch circular nozzle in an attempt to better understand the turbulence characteristics of its shear layer region. This report presents the results of the PIV analysis and data reduction portions of the test and details the processing that was done. Custom data analysis and data validation algorithms were developed and applied to a data ensemble consisting of over 750 PIV 70 mm photographs taken in the 0.85 mach flow facility. Results are presented detailing spatial characteristics of the flow including ensemble mean and standard deviation, turbulence intensities and Reynold's stress levels, and 2-point spatial correlations.

  18. Heat addition to a subsonic boundary layer: A preliminary analytical study

    NASA Technical Reports Server (NTRS)

    Macha, J. M.; Norton, D. J.

    1971-01-01

    A preliminary analytical study of the effects of heat addition to the subsonic boundary layer flow over a typical airfoil shape is presented. This phenomenon becomes of interest in the space shuttle mission since heat absorbed by the wing structure during re-entry will be rejected to the boundary layer during the subsequent low speed maneuvering and landing phase. A survey of existing literature and analytical solutions for both laminar and turbulent flow indicate that a heated surface generally destabilizes the boundary layer. Specifically, the boundary layer thickness is increased, the skin friction at the surface is decreased and the point of flow separation is moved forward. In addition, limited analytical results predict that the angle of attack at which a heated airfoil will stall is significantly less than the stall angle of an unheated wing. These effects could adversely affect the lift and drag, and thus the maneuvering capabilities of booster and orbiter shuttle vehicles.

  19. Analytical Fuselage and Wing Weight Estimation of Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Chambers, Mark C.; Ardema, Mark D.; Patron, Anthony P.; Hahn, Andrew S.; Miura, Hirokazu; Moore, Mark D.

    1996-01-01

    A method of estimating the load-bearing fuselage weight and wing weight of transport aircraft based on fundamental structural principles has been developed. This method of weight estimation represents a compromise between the rapid assessment of component weight using empirical methods based on actual weights of existing aircraft, and detailed, but time-consuming, analysis using the finite element method. The method was applied to eight existing subsonic transports for validation and correlation. Integration of the resulting computer program, PDCYL, has been made into the weights-calculating module of the AirCraft SYNThesis (ACSYNT) computer program. ACSYNT has traditionally used only empirical weight estimation methods; PDCYL adds to ACSYNT a rapid, accurate means of assessing the fuselage and wing weights of unconventional aircraft. PDCYL also allows flexibility in the choice of structural concept, as well as a direct means of determining the impact of advanced materials on structural weight. Using statistical analysis techniques, relations between the load-bearing fuselage and wing weights calculated by PDCYL and corresponding actual weights were determined.

  20. Applicability of the independence principle to subsonic turbulent flow over a swept rearward-facing step

    NASA Technical Reports Server (NTRS)

    Selby, G. V.

    1983-01-01

    Prandtl (1946) has concluded that for yawed laminar incompressible flows the streamwise flow is independent of the spanwise flow. However, Ashkenas and Riddell (1955) have reported that for turbulent flow the 'independence principle' does not apply to yawed flat plates. On the other hand, it was also found that this principle may be applicable to many turbulent flows. As the sweep angle is increased, a sweep angle is reached which defines the interval over which the 'independence principle' is valid. The results obtained in the present investigation indicate the magnitude of the critical angle for subsonic turbulent flow over a swept rearward-facing step.

  1. Phenomenological study of subsonic turbulent flow over a swept rearward-facing step. Ph.D. Thesis

    NASA Technical Reports Server (NTRS)

    Selby, G. V.

    1982-01-01

    The phenomenology of turbulent, subsonic flow over a swept, rearward-facing step was studied. Effects of variations in step height, sweep angle, base geometry, and end conditions on the 3-D separated flow were examined. The separated flow was visualized using smoke wire, oil drop, and surface tuft techniques. Measurements include surface pressure, reattachment distance and swirl angle. Results indicate: (1) model/test section coupling affects the structure of the separated flow, but spanwise end conditions do not; (2) the independence principle is evidently valid for sweep angles up to 38 deg; (3) a sweep angle/swirl angle correlation exists; and (4) base modifications can significantly reduce the reattachment distance.

  2. Sediment transport dynamics in response to large-scale human intervention

    NASA Astrophysics Data System (ADS)

    Eelkema, Menno; Wang, Zheng Bing

    2010-05-01

    SEDIMENT TRANSPORT DYNAMICS IN RESPONSE TO LARGE-SCALE HUMAN INTERVENTION M. Eelkema and Z.B. Wang The Eastern Scheldt basin in the southwestern part of the Netherlands is an elongated tidal basin of approximately 50 km in length with an average tidal range of roughly 3 meters at the inlet. Before 1969 A.D., this basin was also connected to two more tidal basins to the north through several narrow, yet deep channels. These connections were closed off with dams in the nineteen sixties in response to the catastrophic flooding in 1953. In the inlet of the Eastern Scheldt a storm-surge barrier was built in order to safeguard against flooding during storms while retaining a part of the tidal influence inside the basin during normal conditions. This barrier was finalized in 1986. The construction of the back-barrier dams in 1965 and 1969 had a significant impact on the tidal hydrodynamics and sediment transport (Van den Berg, 1986). The effects of these interventions were still ongoing when the hydrodynamic regime was altered again by the construction of the storm-surge barrier between 1983 and 1986. This research aims to describe the hydrodynamic and morphodynamic evolution of the Eastern Scheldt between 1953 and 1983, before construction of the storm-surge barrier had started. An analysis is made of the manner in which the back-barrier dams changed the tidal flow through the basin, and how these altered hydrodynamics influenced the sediment transport and morphology. This analysis consists first of all of a description of the observed hydrodynamical and bathymetrical changes. Second, these observations are used as input for a process-based hydrodynamic model (Delft3D), which is applied in order to gain more insight into the changes in sediment transport patterns. The model is used to simulate the situations before and after the closures of the connections between the Eastern Scheldt and the basins north of it In the decades before 1965, the Eastern Scheldt exported

  3. Vehicle expectations in air transportation for the year 2000

    NASA Technical Reports Server (NTRS)

    Hearth, D. P.

    1980-01-01

    This paper is intended to provide an overview of the air transportation system for the year 2000 in terms of vehicle expectations. Emphasis is placed on civil air transportation with the time period approached from the standpoint of evolutionary changes for the near term and also with the assumption of more revolutionary changes for the far term. The view along the evolutionary path begins with a historical review of airline market growth and the impact that technologies have had on airplane designs. Projections of the life expectancy of existing, derivative, and new airplanes are examined in terms of their productivity and fuel efficiency in view of the present and projected fuel usage and availability. The factors influencing airline growth are outlined and some views on whether another new generation of subsonic airplanes are in the offing are given along with an assessment of the economic viability of an advanced commercial supersonic transport in terms of its higher speed, higher productivity, and higher fuel usage. With regard to revolutionary changes, major technology breakthroughs are assumed to occur at a specified date. As an example, the impact of a dramatic reduction in skin friction drag is examined in terms of its effect on the airplane configuration, its propulsion systems, it projected fuel usage, and the air transportation system in which it must operate.

  4. Large-Scale Stratospheric Transport Processes

    NASA Technical Reports Server (NTRS)

    Plumb, R. Alan

    2001-01-01

    The paper discusses the following: 1. The Brewer-Dobson circulation: tropical upwelling. 2. Mixing into polar vortices. 3. The latitudinal structure of "age" in the stratosphere. 4. The subtropical "tracer edges". 5. Transport in the lower troposphere. 6. Tracer modeling during SOLVE. 7. 3D modeling of "mean age". 8. Models and measurements II.

  5. Learning Traffic as Images: A Deep Convolutional Neural Network for Large-Scale Transportation Network Speed Prediction.

    PubMed

    Ma, Xiaolei; Dai, Zhuang; He, Zhengbing; Ma, Jihui; Wang, Yong; Wang, Yunpeng

    2017-04-10

    This paper proposes a convolutional neural network (CNN)-based method that learns traffic as images and predicts large-scale, network-wide traffic speed with a high accuracy. Spatiotemporal traffic dynamics are converted to images describing the time and space relations of traffic flow via a two-dimensional time-space matrix. A CNN is applied to the image following two consecutive steps: abstract traffic feature extraction and network-wide traffic speed prediction. The effectiveness of the proposed method is evaluated by taking two real-world transportation networks, the second ring road and north-east transportation network in Beijing, as examples, and comparing the method with four prevailing algorithms, namely, ordinary least squares, k-nearest neighbors, artificial neural network, and random forest, and three deep learning architectures, namely, stacked autoencoder, recurrent neural network, and long-short-term memory network. The results show that the proposed method outperforms other algorithms by an average accuracy improvement of 42.91% within an acceptable execution time. The CNN can train the model in a reasonable time and, thus, is suitable for large-scale transportation networks.

  6. Learning Traffic as Images: A Deep Convolutional Neural Network for Large-Scale Transportation Network Speed Prediction

    PubMed Central

    Ma, Xiaolei; Dai, Zhuang; He, Zhengbing; Ma, Jihui; Wang, Yong; Wang, Yunpeng

    2017-01-01

    This paper proposes a convolutional neural network (CNN)-based method that learns traffic as images and predicts large-scale, network-wide traffic speed with a high accuracy. Spatiotemporal traffic dynamics are converted to images describing the time and space relations of traffic flow via a two-dimensional time-space matrix. A CNN is applied to the image following two consecutive steps: abstract traffic feature extraction and network-wide traffic speed prediction. The effectiveness of the proposed method is evaluated by taking two real-world transportation networks, the second ring road and north-east transportation network in Beijing, as examples, and comparing the method with four prevailing algorithms, namely, ordinary least squares, k-nearest neighbors, artificial neural network, and random forest, and three deep learning architectures, namely, stacked autoencoder, recurrent neural network, and long-short-term memory network. The results show that the proposed method outperforms other algorithms by an average accuracy improvement of 42.91% within an acceptable execution time. The CNN can train the model in a reasonable time and, thus, is suitable for large-scale transportation networks. PMID:28394270

  7. An airline study of advanced technology requirements for advanced high speed commercial transport engines. 1: Engine design study assessment

    NASA Technical Reports Server (NTRS)

    Sallee, G. P.

    1973-01-01

    The advanced technology requirements for an advanced high speed commercial tranport engine are presented. The results of the phase 1 study effort cover the following areas: (1) statement of an airline's major objectives for future transport engines, (2) airline's method of evaluating engine proposals, (3) description of an optimum engine for a long range subsonic commercial transport including installation and critical design features, (4) discussion of engine performance problems and experience with performance degradation, (5) trends in engine and pod prices with increasing technology and objectives for the future, (6) discussion of the research objectives for composites, reversers, advanced components, engine control systems, and devices to reduce the impact of engine stall, and (7) discussion of the airline objectives for noise and pollution reduction.

  8. Estimated Benefits of Variable-Geometry Wing Camber Control for Transport Aircraft

    NASA Technical Reports Server (NTRS)

    Bolonkin, Alexander; Gilyard, Glenn B.

    1999-01-01

    Analytical benefits of variable-camber capability on subsonic transport aircraft are explored. Using aerodynamic performance models, including drag as a function of deflection angle for control surfaces of interest, optimal performance benefits of variable camber are calculated. Results demonstrate that if all wing trailing-edge surfaces are available for optimization, drag can be significantly reduced at most points within the flight envelope. The optimization approach developed and illustrated for flight uses variable camber for optimization of aerodynamic efficiency (maximizing the lift-to-drag ratio). Most transport aircraft have significant latent capability in this area. Wing camber control that can affect performance optimization for transport aircraft includes symmetric use of ailerons and flaps. In this paper, drag characteristics for aileron and flap deflections are computed based on analytical and wind-tunnel data. All calculations based on predictions for the subject aircraft and the optimal surface deflection are obtained by simple interpolation for given conditions. An algorithm is also presented for computation of optimal surface deflection for given conditions. Benefits of variable camber for a transport configuration using a simple trailing-edge control surface system can approach more than 10 percent, especially for nonstandard flight conditions. In the cruise regime, the benefit is 1-3 percent.

  9. User's manual for the model interface and plugboard cabinets in the 14- by 22-foot subsonic tunnel

    NASA Technical Reports Server (NTRS)

    Askew, Robert B.; Quinto, P. Frank

    1994-01-01

    The primary method of connection between the wind tunnel model instrumentation and the data acquisition system in the 14- by 22-Foot Subsonic Tunnel is through the Model Interface (MIF) and Plugboard cabinets. The MIF and Plugboard cabinets allow versatility in the connection of the instrumentation to the different data systems in the facility. The User's Manual describes the components inside the MIF cabinet, the input and output of the MIF, and the MIF patchboard, and the Plugboard cabinets. There are examples of standard connections for most of the instrumentation used in the facility.

  10. A three-dimensional total odd nitrogen (NO y ) simulation during SONEX using a stretched-grid chemical transport model

    NASA Astrophysics Data System (ADS)

    Allen, Dale; Pickering, Kenneth; Stenchikov, Georgiy; Thompson, Anne; Kondo, Yutaka

    2000-02-01

    The relative importance of various odd nitrogen (NOy) sources including lightning, aircraft, and surface emissions on upper tropospheric total odd nitrogen is illustrated as a first application of the three-dimensional Stretched-Grid University of Maryland/Goddard Chemical-Transport Model (SG-GCTM). The SG-GCTM has been developed to look at the effect of localized sources and/or small-scale mixing processes on the large-scale or global chemical balance. For this simulation the stretched grid was chosen so that its maximum resolution is located over eastern North America and the North Atlantic; a region that includes most of the Subsonic Assessment (SASS) Ozone and Nitrogen Oxide Experiment (SONEX) flight paths. The SONEX period (October-November 1997) is simulated by driving the SG-GCTM with assimilated data from the Goddard Earth Observing System-Stratospheric Tracers of Atmospheric Transport Data Assimilation System (GEOS-STRAT DAS). A new algorithm is used to estimate the lightning flash rates needed to calculate NOy emission by lightning. This algorithm parameterizes the flash rate in terms of upper tropospheric convective mass flux. Model-calculated upper tropospheric NOy and NOy measurements from the NASA DC-8 aircraft are compared. Spatial variations in NOy were well captured especially with the stretched-grid run; however, model-calculated peaks due to "stratospheric" NOy are occasionally too large. The lightning algorithm reproduces the temporally and spatially averaged total flash rate accurately; however, the use of emissions from observed lightning flashes significantly improves the simulation on a few days, especially November 3, 1997, showing that significant uncertainty remains in parameterizing lightning in chemistry and transport models. Aircraft emissions contributed ˜15% of the upper tropospheric NOy averaged along SONEX flight paths within the North Atlantic Flight Corridor with the contribution exceeding 40% during portions of some flights.

  11. Phoenix: Preliminary design of a high speed civil transport

    NASA Technical Reports Server (NTRS)

    Aguilar, Joseph; Davis, Steven; Jett, Brian; Ringo, Leslie; Stob, John; Wood, Bill

    1992-01-01

    The goal of the Phoenix Design Project was to develop a second generation high speed civil transport (HSCT) that will meet the needs of the traveler and airline industry beginning in the 21st century. The primary emphasis of the HSCT is to take advantage of the growing needs of the Pacific Basin and the passengers who are involved in that growth. A passenger load of 150 persons, a mission range of 5150 nautical miles, and a cruise speed of Mach 2.5 constitutes the primary design points of this HSCT. The design concept is made possible with the use of a well designed double delta wing and four mixed flow engines. Passenger comfort, compatibility with existing airport infrastructure, and cost competitive with current subsonic aircraft make the Phoenix a viable aircraft for the future.

  12. Computational analysis of blunt, thin airfoil sections at supersonic and subsonic speeds

    NASA Astrophysics Data System (ADS)

    Goodsell, Aga Myung

    The past decade has brought renewed interest in commercial supersonic aircraft design. Recent wing designs have included regions of low sweep resulting in supersonic leading edges at cruise. Thin biconvex sections are used in those regions to minimize wave drag and skin-friction drag. However, airfoil sections with sharp leading edges exhibit poor aerodynamic behavior at subsonic flight conditions. Blunt leading edges may improve performance by delaying the onset of separation at subsonic and transonic speeds. Their disadvantage is that they increase both wave drag, due to the formation of a detached bow wave, and skin-friction drag, from a loss of laminar flow. The effect of adding bluntness to a 4%-thick biconvex section was investigated using computational analysis tools. The aerodynamic performance of biconvex sections with circular leading edges was computed at supersonic, transonic, and takeoff conditions. At supersonic cruise, the increase in wave drag due to bluntness is a function of Mach number and leading-edge diameter. Some of the drag penalty is offset by the suction created downstream of the circular leading edge. The possibility of further drag reduction was explored with the development of a semi-analytical method to design blunt airfoil shapes which minimize wave drag. The effect on the transition location was evaluated using linear stability analyses of laminar boundary-layer profiles and the eN method. The analysis showed that laminar boundary layers on blunt airfoil sections are considerably less stable to Tollmien-Schlichting waves than that on a sharp biconvex. At transonic speeds, the results suggest a possible improvement in the lift-to-drag ratio over a limited range of angles of attack. At the takeoff condition, slight blunting of the leading edge does improve the lift-to-drag ratio at low angles of attack, but has little effect on maximum lift. It is concluded that the benefit of a blunt leading edge at off-design conditions is not

  13. Aeroacoustic diffraction and dissipation by a short propeller cowl in subsonic flight

    NASA Technical Reports Server (NTRS)

    Martinez, Rudolph

    1993-01-01

    This report develops and applies an aeroacoustic diffraction theory for a duct, or cowl, placed around modelled sources of propeller noise. The regime of flight speed is high subsonic. The modelled cowl's inner wall contains a liner with axially variable properties. Its exterior is rigid. The analysis replaces both sides with an unsteady lifting surface coupled to a dynamic thickness problem. The resulting pair of aeroacoustic governing equations for a lined 'ring wing' is valid both for a passive and for an active liner. Their numerical solution yields the effective dipole and monopole distributions of the shrouding system and thereby determines the cowl-diffracted component of the total radiated field. The sample calculations here include a preliminary parametric search for that liner layout which maximizes the cowl's shielding effectiveness. The main conclusion of the study is that a short cowl, passively lined, should provide moderate reductions in propeller noise.

  14. Implementation of and measurement with the LIPA technique in a subsonic jet

    NASA Technical Reports Server (NTRS)

    Falco, R. E.

    1994-01-01

    LIPA (Laser Induced Photochemical Anemometry) was used to measure velocity, vorticity, Reynolds stress, and turbulent intensity distributions in a subsonic jet. The jet region of interest was the area close to the jet-orifice. The LIPA-technique is a nonintrusive quantitative flow visualization technique, consisting of tracking a phosphorescing grid of fluid particles, which is impressed by laser-beams directed into the flow. The phosphorescence of biacetyl gas was used to enable tracking of the impressed light grid. In order to perform measurements in a jet, LIPA was developed and implemented for the specific flow requirements. Nitrogen was used as the carrier gas to avoid quenching of the phosphorescent radiation of the tracer gas biacetyl by ambient oxygen. The use of sulfur dioxide to sensitize phosphorescent emission of biacetyl was examined. Preliminary data was used in a discussion of the potential of the LIPA technique.

  15. Effect of Correlated Precision Errors on Uncertainty of a Subsonic Venturi Calibration

    NASA Technical Reports Server (NTRS)

    Hudson, S. T.; Bordelon, W. J., Jr.; Coleman, H. W.

    1996-01-01

    An uncertainty analysis performed in conjunction with the calibration of a subsonic venturi for use in a turbine test facility produced some unanticipated results that may have a significant impact in a variety of test situations. Precision uncertainty estimates using the preferred propagation techniques in the applicable American National Standards Institute/American Society of Mechanical Engineers standards were an order of magnitude larger than precision uncertainty estimates calculated directly from a sample of results (discharge coefficient) obtained at the same experimental set point. The differences were attributable to the effect of correlated precision errors, which previously have been considered negligible. An analysis explaining this phenomenon is presented. The article is not meant to document the venturi calibration, but rather to give a real example of results where correlated precision terms are important. The significance of the correlated precision terms could apply to many test situations.

  16. Design and Development of a Deep Acoustic Lining for the 40-by 80-Foot Wind Tunnel Test Section

    NASA Technical Reports Server (NTRS)

    Soderman, Paul T.; Schmitz, Fredric H.; Allen, Christopher S.; Jaeger, Stephen M.; Sacco, Joe N.; Mosher, Marianne; Hayes, Julie A.

    2002-01-01

    The work described in this report has made effective use of design teams to build a state-of-the-art anechoic wind-tunnel facility. Many potential design solutions were evaluated using engineering analysis, and computational tools. Design alternatives were then evaluated using specially developed testing techniques, Large-scale coupon testing was then performed to develop confidence that the preferred design would meet the acoustic, aerodynamic, and structural objectives of the project. Finally, designs were frozen and the final product was installed in the wind tunnel. The result of this technically ambitious project has been the creation of a unique acoustic wind tunnel. Its large test section (39 ft x 79 ft x SO ft), potentially near-anechoic environment, and medium subsonic speed capability (M = 0.45) will support a full range of aeroacoustic testing-from rotorcraft and other vertical takeoff and landing aircraft to the take-off/landing configurations of both subsonic and supersonic transports.

  17. High frequency flow-structural interaction in dense subsonic fluids

    NASA Technical Reports Server (NTRS)

    Liu, Baw-Lin; Ofarrell, J. M.

    1995-01-01

    Prediction of the detailed dynamic behavior in rocket propellant feed systems and engines and other such high-energy fluid systems requires precise analysis to assure structural performance. Designs sometimes require placement of bluff bodies in a flow passage. Additionally, there are flexibilities in ducts, liners, and piping systems. A design handbook and interactive data base have been developed for assessing flow/structural interactions to be used as a tool in design and development, to evaluate applicable geometries before problems develop, or to eliminate or minimize problems with existing hardware. This is a compilation of analytical/empirical data and techniques to evaluate detailed dynamic characteristics of both the fluid and structures. These techniques have direct applicability to rocket engine internal flow passages, hot gas drive systems, and vehicle propellant feed systems. Organization of the handbook is by basic geometries for estimating Strouhal numbers, added mass effects, mode shapes for various end constraints, critical onset flow conditions, and possible structural response amplitudes. Emphasis is on dense fluids and high structural loading potential for fatigue at low subsonic flow speeds where high-frequency excitations are possible. Avoidance and corrective measure illustrations are presented together with analytical curve fits for predictions compiled from a comprehensive data base.

  18. Kelvin-Helmholtz evolution in subsonic cold streams feeding galaxies

    NASA Astrophysics Data System (ADS)

    Angulo, Adrianna; Coffing, S.; Kuranz, C.; Drake, R. P.; Klein, S.; Trantham, M.; Malamud, G.

    2017-10-01

    The most prolific star formers in cosmological history lie in a regime where dense filament structures carried substantial mass into the galaxy to sustain star formation without producing a shock. However, hydrodynamic instabilities present on the filament surface limit the ability of such structures to deliver dense matter deeply enough to sustain star formation. Simulations lack the finite resolution necessary to allow fair treatment of the instabilities present at the stream boundary. Using the Omega EP laser, we simulate this mode of galaxy formation with a cold, dense, filament structure within a hotter, subsonic flow and observe the interface evolution. Machined surface perturbations stimulate the development of the Kelvin-Helmholtz (KH) instability due to the resultant shear between the two media. A spherical crystal imaging system produces high-resolution radiographs of the KH structures along the filament surface. The results from the first experiments of this kind, using a rod with single-mode, long-wavelength modulations, will be discussed. This work is funded by the U.S. Department of Energy, through the NNSA-DS and SC-OFES Joint Program in High-Energy-Density Laboratory Plasmas, Grant Number DE-NA0002956, and the National Laser User Facility Program, Grant Number DE-NA0002719, and through.

  19. Large scale atomistic approaches to thermal transport and phonon scattering in nanostructured materials

    NASA Astrophysics Data System (ADS)

    Savic, Ivana

    2012-02-01

    Decreasing the thermal conductivity of bulk materials by nanostructuring and dimensionality reduction, or by introducing some amount of disorder represents a promising strategy in the search for efficient thermoelectric materials [1]. For example, considerable improvements of the thermoelectric efficiency in nanowires with surface roughness [2], superlattices [3] and nanocomposites [4] have been attributed to a significantly reduced thermal conductivity. In order to accurately describe thermal transport processes in complex nanostructured materials and directly compare with experiments, the development of theoretical and computational approaches that can account for both anharmonic and disorder effects in large samples is highly desirable. We will first summarize the strengths and weaknesses of the standard atomistic approaches to thermal transport (molecular dynamics [5], Boltzmann transport equation [6] and Green's function approach [7]) . We will then focus on the methods based on the solution of the Boltzmann transport equation, that are computationally too demanding, at present, to treat large scale systems and thus to investigate realistic materials. We will present a Monte Carlo method [8] to solve the Boltzmann transport equation in the relaxation time approximation [9], that enables computation of the thermal conductivity of ordered and disordered systems with a number of atoms up to an order of magnitude larger than feasible with straightforward integration. We will present a comparison between exact and Monte Carlo Boltzmann transport results for small SiGe nanostructures and then use the Monte Carlo method to analyze the thermal properties of realistic SiGe nanostructured materials. This work is done in collaboration with Davide Donadio, Francois Gygi, and Giulia Galli from UC Davis.[4pt] [1] See e.g. A. J. Minnich, M. S. Dresselhaus, Z. F. Ren, and G. Chen, Energy Environ. Sci. 2, 466 (2009).[0pt] [2] A. I. Hochbaum et al, Nature 451, 163 (2008).[0pt

  20. Oscillating Cascade Aerodynamics at Large Mean Incidence Angles

    NASA Technical Reports Server (NTRS)

    Buffum, Daniel H.

    1997-01-01

    In a cooperative program with Pratt & Whitney, researchers obtained fundamental separated flow unsteady aerodynamic data in the NASA Lewis Research Center's Oscillating Cascade. These data fill a void that has hindered the understanding and prediction of subsonic and transonic stall flutter. For small-amplitude torsional oscillations, unsteady pressure distributions were measured on airfoils with cross sections representative of an advanced, low-aspect-ratio fan blade. Data were obtained for two mean incidence angles with a subsonic inflow. At high mean incidence angles (alpha = 10 deg), the mean flow separated at the leading edge and reattached at about 40 percent of the chord. For comparison purposes, data were also obtained for a low incidence angle (a = 0 deg) attached flow.

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