14 CFR 33.28 - Engine control systems.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) Applicability. These requirements are applicable to any system or device that is part of engine type design...) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied...

14 CFR 33.28 - Engine control systems.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) Applicability. These requirements are applicable to any system or device that is part of engine type design...) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied...

14 CFR 33.28 - Engine control systems.

Code of Federal Regulations, 2011 CFR

2011-01-01

...) Applicability. These requirements are applicable to any system or device that is part of engine type design...) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied...

14 CFR 33.28 - Engine control systems.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) Applicability. These requirements are applicable to any system or device that is part of engine type design...) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied...

14 CFR 33.28 - Engine control systems.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) Applicability. These requirements are applicable to any system or device that is part of engine type design...) Aircraft-supplied data. Single failures leading to loss, interruption or corruption of aircraft-supplied...

Application of single crystal superalloys for Earth-to-orbit propulsion systems

NASA Technical Reports Server (NTRS)

Dreshfield, R. L.; Parr, R. A.

1987-01-01

Single crystal superalloys were first identified as potentially useful engineering materials for aircraft gas turbine engines in the mid-1960's. Although they were not introduced into service as turbine blades in commercial aircraft engines until the early 1980's, they have subsequently accumulated tens of millions of flight hours in revenue producing service. The space shuttle main engine (SSME) and potential advanced earth-to-orbit propulsion systems impose severe conditions on turbopump turbine blades which for some potential failure modes are more severe than in aircraft gas turbines. Research activities which are directed at evaluating the potential for single crystal superalloys for application as turbopump turbine blades in the SSME and advanced rocket engines are discussed. The mechanical properties of these alloys are summarized and the effects of hydrogen are noted. The use of high gradient directional solidification and hot isostatic pressing to improve fatigue properties is also addressed.

Rapid Measurement of Emissions From Military Aircraft Turbine Engines by Downstream Extractive Sampling of Aircraft on the Ground: Results for C-130 and F-15 Aircraft (POSTPRINT)

DTIC Science & Technology

2009-02-01

four Allison T56 -A-15 turboprop engines which can generate in excess of 4500 horsepower at maximum power. This engine type uses a single entry, 14-stage...JP-8 JP-8 þ 100 Aircraft C-130H F-15 Engine Allison T56 P & W F100-PE-100 Composition (Vol %) Aromatics 16.3 12.4 Alkenes 1.6 2.5 Alkanes 82.1 85.1...respectively. Results are shown for the lowest and highest throttle settings for each of the engine types. The intra-engine variability of two T56

Lightweight diesel aircraft engines for general aviation

NASA Technical Reports Server (NTRS)

Berenyi, S. G.; Brouwers, A. P.

1980-01-01

A methodical design study was conducted to arrive at new diesel engine configurations and applicable advanced technologies. Two engines are discussed and the description of each engine includes concept drawings. A performance analysis, stress and weight prediction, and a cost study were also conducted. This information was then applied to two airplane concepts, a six-place twin and a four-place single engine aircraft. The aircraft study consisted of installation drawings, computer generated performance data, aircraft operating costs and drawings of the resulting airplanes. The performance data shows a vast improvement over current gasoline-powered aircraft. At the completion of this basic study, the program was expanded to evaluate a third engine configuration. This third engine incorporates the best features of the original two, and its design is currently in progress. Preliminary information on this engine is presented.

General Aviation Interior Noise. Part 1; Source/Path Identification

NASA Technical Reports Server (NTRS)

Unruh, James F.; Till, Paul D.; Palumbo, Daniel L. (Technical Monitor)

2002-01-01

There were two primary objectives of the research effort reported herein. The first objective was to identify and evaluate noise source/path identification technology applicable to single engine propeller driven aircraft that can be used to identify interior noise sources originating from structure-borne engine/propeller vibration, airborne propeller transmission, airborne engine exhaust noise, and engine case radiation. The approach taken to identify the contributions of each of these possible sources was first to conduct a Principal Component Analysis (PCA) of an in-flight noise and vibration database acquired on a Cessna Model 182E aircraft. The second objective was to develop and evaluate advanced technology for noise source ranking of interior panel groups such as the aircraft windshield, instrument panel, firewall, and door/window panels within the cabin of a single engine propeller driven aircraft. The technology employed was that of Acoustic Holography (AH). AH was applied to the test aircraft by acquiring a series of in-flight microphone array measurements within the aircraft cabin and correlating the measurements via PCA. The source contributions of the various panel groups leading to the array measurements were then synthesized by solving the inverse problem using the boundary element model.

Causes and risk factors for fatal accidents in non-commercial twin engine piston general aviation aircraft.

PubMed

Boyd, Douglas D

2015-04-01

Accidents in twin-engine aircraft carry a higher risk of fatality compared with single engine aircraft and constitute 9% of all general aviation accidents. The different flight profile (higher airspeed, service ceiling, increased fuel load, and aircraft yaw in engine failure) may make comparable studies on single-engine aircraft accident causes less relevant. The objective of this study was to identify the accident causes for non-commercial operations in twin engine aircraft. A NTSB accident database query for accidents in twin piston engine airplanes of 4-8 seat capacity with a maximum certified weight of 3000-8000lbs. operating under 14CFR Part 91 for the period spanning 2002 and 2012 returned 376 accidents. Accident causes and contributing factors were as per the NTSB final report categories. Total annual flight hour data for the twin engine piston aircraft fleet were obtained from the FAA. Statistical analyses employed Chi Square, Fisher's Exact and logistic regression analysis. Neither the combined fatal/non-fatal accident nor the fatal accident rate declined over the period spanning 2002-2012. Under visual weather conditions, the largest number, n=27, (27%) of fatal accidents was attributed to malfunction with a failure to follow single engine procedures representing the most common contributing factor. In degraded visibility, poor instrument approach procedures resulted in the greatest proportion of fatal crashes. Encountering thunderstorms was the most lethal of all accident causes with all occupants sustaining fatal injuries. At night, a failure to maintain obstacle/terrain clearance was the most common accident cause leading to 36% of fatal crashes. The results of logistic regression showed that operations at night (OR 3.7), off airport landings (OR 14.8) and post-impact fire (OR 7.2) all carried an excess risk of a fatal flight. This study indicates training areas that should receive increased emphasis for twin-engine training/recency. First, increased training should be provided on single engine procedures in the event of an engine failure. Second, more focus should be placed on instrument approaches and recovery from unusual aircraft attitude where visibility is degraded. Third, pilots should be made aware of appropriate speed selection for inadvertent flights in convective weather. Finally, emphasizing the importance of conducting night operations under instrument flight rules with its altitude restrictions should lead to a diminished proportion of accidents attributed to failure to maintain obstacle/terrain clearance. Copyright © 2015 Elsevier Ltd. All rights reserved.

Performance improvements of single-engine business airplanes by the integration of advanced technologies

NASA Technical Reports Server (NTRS)

Kohlman, D. L.

1982-01-01

An assessment is presented of the performance gains and economic impact of the integration in general aviation aircraft of advanced technologies, relating to such aspects of design as propulsion, natural laminar flow, lift augmentation, unconventional configurations, and advanced aluminum and composite structures. All considerations are with reference to a baseline mission of 1300 nm range and 300-knot cruise speed with a 1300-lb payload, and a baseline aircraft with a 40 lb/sq ft wing loading and an aspect ratio of 8. Extensive analytical results are presented from the NASA-sponsored General Aviation Synthesis Program. Attention is given to the relative performance gains to be expected from the single-engined baseline aircraft's use of a low cost general aviation turbine engine, a spark-ignited reciprocating engine, a diesel engine, and a Wankel rotary engine.

Study of aerodynamic technology for single-cruise-engine V/STOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Hess, J. R.; Bear, R. L.

1982-01-01

A viable, single engine, supersonic V/STOL fighter/attack aircraft concept was defined. This vectored thrust, canard wing configuration utilizes an advanced technology separated flow engine with fan stream burning. The aerodynamic characteristics of this configuration were estimated and performance evaluated. Significant aerodynamic and aerodynamic propulsion interaction uncertainties requiring additional investigation were identified. A wind tunnel model concept and test program to resolve these uncertainties and validate the aerodynamic prediction methods were defined.

A study of interior noise levels, noise sources and transmission paths in light aircraft

NASA Technical Reports Server (NTRS)

Hayden, R. E.; Murray, B. S.; Theobald, M. A.

1983-01-01

The interior noise levels and spectral characteristics of 18 single-and twin-engine propeller-driven light aircraft, and source-path diagnosis of a single-engine aircraft which was considered representative of a large part of the fleet were studied. The purpose of the flight surveys was to measure internal noise levels and identify principal noise sources and paths under a carefully controlled and standardized set of flight procedures. The diagnostic tests consisted of flights and ground tests in which various parts of the aircraft, such as engine mounts, the engine compartment, exhaust pipe, individual panels, and the wing strut were instrumented to determine source levels and transmission path strengths using the transfer function technique. Predominant source and path combinations are identified. Experimental techniques are described. Data, transfer function calculations to derive source-path contributions to the cabin acoustic environment, and implications of the findings for noise control design are analyzed.

Stratified charge rotary aircraft engine technology enablement program

NASA Technical Reports Server (NTRS)

Badgley, P. R.; Irion, C. E.; Myers, D. M.

1985-01-01

The multifuel stratified charge rotary engine is discussed. A single rotor, 0.7L/40 cu in displacement, research rig engine was tested. The research rig engine was designed for operation at high speeds and pressures, combustion chamber peak pressure providing margin for speed and load excursions above the design requirement for a high is advanced aircraft engine. It is indicated that the single rotor research rig engine is capable of meeting the established design requirements of 120 kW, 8,000 RPM, 1,379 KPA BMEP. The research rig engine, when fully developed, will be a valuable tool for investigating, advanced and highly advanced technology components, and provide an understanding of the stratified charge rotary engine combustion process.

General Aviation Interior Noise. Part 3; Noise Control Measure Evaluation

NASA Technical Reports Server (NTRS)

Unruh, James F.; Till, Paul D.; Palumbo, Daniel L. (Technical Monitor)

2002-01-01

The work reported herein is an extension to the work accomplished under NASA Grant NAG1-2091 on the development of noise/source/path identification techniques for single engine propeller driven General Aviation aircraft. The previous work developed a Conditioned Response Analysis (CRA) technique to identify potential noise sources that contributed to the dominating tonal responses within the aircraft cabin. The objective of the present effort was to improve and verify the findings of the CRA and develop and demonstrate noise control measures for single engine propeller driven General Aviation aircraft.

Flight test techniques for the X-29A aircraft

NASA Technical Reports Server (NTRS)

Hicks, John W.; Cooper, James M., Jr.; Sefic, Walter J.

1987-01-01

The X-29A advanced technology demonstrator is a single-seat, single-engine aircraft with a forward-swept wing. The aircraft incorporates many advanced technologies being considered for this country's next generation of aircraft. This unusual aircraft configuration, which had never been flown before, required a precise approach to flight envelope expansion. This paper describes the real-time analysis methods and flight test techniques used during the envelope expansion of the x-29A aircraft, including new and innovative approaches.

14 CFR 23.71 - Glide: Single-engine airplanes.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Glide: Single-engine airplanes. 23.71 Section 23.71 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Glide: Single-engine airplanes. The maximum horizontal distance traveled in still air, in nautical miles...

14 CFR 23.71 - Glide: Single-engine airplanes.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Glide: Single-engine airplanes. 23.71 Section 23.71 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Glide: Single-engine airplanes. The maximum horizontal distance traveled in still air, in nautical miles...

Analysis of Turbofan Design Options for an Advanced Single-Aisle Transport Aircraft

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Fisher, Kenneth L.; Haller, William J.; Tong, Michael T.; Thurman, Douglas R.

2009-01-01

The desire for higher engine efficiency has resulted in the evolution of aircraft gas turbine engines from turbojets, to low bypass ratio, first generation turbofans, to today's high bypass ratio turbofans. It is possible that future designs will continue this trend, leading to very-high or ultra-high bypass ratio (UHB) engines. Although increased bypass ratio has clear benefits in terms of propulsion system metrics such as specific fuel consumption, these benefits may not translate into aircraft system level benefits due to integration penalties. In this study, the design trade space for advanced turbofan engines applied to a single-aisle transport (737/A320 class aircraft) is explored. The benefits of increased bypass ratio and associated enabling technologies such as geared fan drive are found to depend on the primary metrics of interest. For example, bypass ratios at which fuel consumption is minimized may not require geared fan technology. However, geared fan drive does enable higher bypass ratio designs which result in lower noise. Regardless of the engine architecture chosen, the results of this study indicate the potential for the advanced aircraft to realize substantial improvements in fuel efficiency, emissions, and noise compared to the current vehicles in this size class.

State variable modeling of the integrated engine and aircraft dynamics

NASA Astrophysics Data System (ADS)

Rotaru, Constantin; Sprinţu, Iuliana

2014-12-01

This study explores the dynamic characteristics of the combined aircraft-engine system, based on the general theory of the state variables for linear and nonlinear systems, with details leading first to the separate formulation of the longitudinal and the lateral directional state variable models, followed by the merging of the aircraft and engine models into a single state variable model. The linearized equations were expressed in a matrix form and the engine dynamics was included in terms of variation of thrust following a deflection of the throttle. The linear model of the shaft dynamics for a two-spool jet engine was derived by extending the one-spool model. The results include the discussion of the thrust effect upon the aircraft response when the thrust force associated with the engine has a sizable moment arm with respect to the aircraft center of gravity for creating a compensating moment.

Low-speed airspeed calibration data for a single-engine research-support aircraft

NASA Technical Reports Server (NTRS)

Holmes, B. J.

1980-01-01

A standard service airspeed system on a single engine research support airplane was calibrated by the trailing anemometer method. The effects of flaps, power, sideslip, and lag were evaluated. The factory supplied airspeed calibrations were not sufficiently accurate for high accuracy flight research applications. The trailing anemometer airspeed calibration was conducted to provide the capability to use the research support airplane to perform pace aircraft airspeed calibrations.

Lightweight two-stroke cycle aircraft diesel engine technology enablement program, volume 3

NASA Technical Reports Server (NTRS)

Freen, P. D.; Berenyi, S. G.; Brouwers, A. P.; Moynihan, M. E.

1985-01-01

An experimental Single Cylinder Test Engine Program is conducted to confirm the analytically projected performance of a two-stroke cycle diesel engine for aircraft applications. Testing confirms the ability of a proposed 4-cylinder version of such an engine to reach the target power at altitude in a highly turbocharged configuration. The experimental program defines all necessary parameters to permit design of a multicylinder engine for eventual flight applications.

Lightweight two-stroke cycle aircraft diesel engine technology enablement program, volume 2

NASA Technical Reports Server (NTRS)

Freen, P. D.; Berenyi, S. G.; Brouwers, A. P.; Moynihan, M. E.

1985-01-01

An experimental Single Cylinder Test Engine Program is conducted to confirm the analytically projected performance of a two-stroke cycle diesel engine for aircraft applications. Testing confirms the ability of a proposed 4-cylinder version of such an engine to reach the target power at altitude in a highly turbocharged configuration. The experimental program defines all necessary parameters to permit a design of a multicylinder engine for eventual flight applications.

Propeller swirl effect on single-engine general-aviation aircraft stall-spin tendencies

NASA Technical Reports Server (NTRS)

Katz, Joseph; Feistel, Terry W.

1987-01-01

An investigation is conducted of the effect of a single engine, untapered low wing general aviation aircraft propeller's swirl on the craft's stall pattern. The asymmetrical character of the propeller's swirl can trigger an early stall of one of the wings, aggravating the spin-entry condition. It is shown that the combination of this propeller-induced effect with adverse sideslip can result in large and abrupt changes in the rolling moment, in such conditions as uncoordinated low speed turning maneuvers where the pilot yaws the aircraft with wings level, rather than rolling it.

Further studies of methods for reducing community noise around airports. [aircraft noise - aircraft engines

NASA Technical Reports Server (NTRS)

Petersen, R. H.; Barry, D. J.; Kline, D. M.

1975-01-01

A simplified method of analysis was used in which all flights at a 'simulated' airport were assumed to operate from one runway in a single direction. For this simulated airport, contours of noise exposure forecast were obtained and evaluated. A flight schedule of the simulated airport which is representative of the 23 major U. S. airports was used. The effect of banning night-time operations by four-engine, narrow-body aircraft in combination with other noise reduction options was studied. The reductions in noise which would occur of two- and three-engine, narrow-body aircraft equipped with a refanned engine was examined. A detailed comparison of the effects of engine cutback on takeoff versus the effects of retrofitting quiet nacelles for narrow-body aircraft was also examined. A method of presenting the effects of various noise reduction options was treated.

Advanced System Design Requirements for Large and Small Fixed-wing Aerial Application Systems for Agriculture

NASA Technical Reports Server (NTRS)

Hinely, J. T., Jr.; Boyles, R. Q., Jr.

1979-01-01

Several candidate aircraft configurations were defined over the range of 1000 to 10,000 pounds payload and evaluated over a broad spectrum of agricultural missions. From these studies, baseline design points were selected at 3200 pounds payload for the small aircraft and 7500 pounds for the large aircraft. The small baseline aircraft utilizes a single turboprop powerplant while the large aircraft utilizes two turboprop powerplants. These configurations were optimized for wing loading, aspect ratio, and power loading to provide the best mission economics in representative missions. Wing loading of 20 lb/sq ft was selected for the small aircraft and 25 lb/sq ft for the large aircraft. Aspect ratio of 8 was selected for both aircraft. It was found that a 10% reduction in engine power from the original configurations provided improved mission economics for both aircraft by reducing the cost of the turboprop. Refined configurations incorporate a 675 HP engine in the small aircraft and two 688 HP engines in the large aircraft.

Differences in Characteristics of Aviation Accidents During 1993-2012 Based on Aircraft Type

NASA Technical Reports Server (NTRS)

Evans, Joni K.

2015-01-01

Civilian aircraft are available in a variety of sizes, engine types, construction materials and instrumentation complexity. For the analysis reported here, eleven aircraft categories were developed based mostly on aircraft size and engine type, and these categories were applied to twenty consecutive years of civil aviation accidents. Differences in various factors were examined among these aircraft types, including accident severity, pilot characteristics and accident occurrence categories. In general, regional jets and very light sport aircraft had the lowest rates of adverse outcomes (injuries, fatal accidents, aircraft destruction, major accidents), while aircraft with twin (piston) engines or with a single (piston) engine and retractable landing gear carried the highest incidence of adverse outcomes. The accident categories of abnormal runway contact, runway excursions and non-powerplant system/component failures occur frequently within all but two or three aircraft types. In contrast, ground collisions, loss of control - on ground/water and powerplant system/component failure occur frequently within only one or two aircraft types. Although accidents in larger aircraft tend to have less severe outcomes, adverse outcome rates also differ among accident categories. It may be that the type of accident has as much or more influence on the outcome as the type of aircraft.

Dual-Mission Large Aircraft Feasibility Study and Aerodynamic Investigation

NASA Technical Reports Server (NTRS)

Mavris, Dimitri

1997-01-01

A Dual-Mission Large Aircraft, or DMLA, represents the possibility of a single aircraft capable of fulfilling both a Global Reach Aircraft (GRA) and Very Large Transport (VLT) roles. The DMLA, by combining the GRA and VLT into a single new aircraft, could possibly lower the aircraft manufacturer's production costs through the resulting increase in production quantity. This translates into lower aircraft acquisition costs, a primary concern for both the Air Force and commercial airlines. This report outlines the first steps taken in this study, namely the assessment of technical and economic feasibility of the DMLA concept. In the course of this project, specialized GRA and VLT aircraft were sized for their respective missions, using baseline conventional (i.e., lacking advanced enabling technologies) aircraft models from previous work for the Air Force's Wright Laboratory and NASA-Langley. DMLA baseline aircraft were then also developed, by first sizing the aircraft for the more critical of the two missions and then analyzing the aircraft's performance over the other mission. The resulting aircraft performance values were then compared to assess technical feasibility. Finally, the life-cycle costs of each aircraft (GRA, VLT, and DMLA) were analyzed to quantify economic feasibility. These steps were applied to both a two-engine aircraft set, and a four-engine aircraft set.

Deicing System Protects General Aviation Aircraft

NASA Technical Reports Server (NTRS)

2007-01-01

Kelly Aerospace Thermal Systems LLC worked with researchers at Glenn Research Center on deicing technology with assistance from the Small Business Innovation Research (SBIR) program. Kelly Aerospace acquired Northcoast Technologies Ltd., a firm that had conducted work on a graphite foil heating element under a NASA SBIR contract and developed a lightweight, easy-to-install, reliable wing and tail deicing system. Kelly Aerospace engineers combined their experiences with those of the Northcoast engineers, leading to the certification and integration of a thermoelectric deicing system called Thermawing, a DC-powered air conditioner for single-engine aircraft called Thermacool, and high-output alternators to run them both. Thermawing, a reliable anti-icing and deicing system, allows pilots to safely fly through ice encounters and provides pilots of single-engine aircraft the heated wing technology usually reserved for larger, jet-powered craft. Thermacool, an innovative electric air conditioning system, uses a new compressor whose rotary pump design runs off an energy-efficient, brushless DC motor and allows pilots to use the air conditioner before the engine even starts

Engine Concept Study for an Advanced Single-Aisle Transport

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Fisher, Kenneth L.; Haller, William J.; Tong, Michael; Thurman, Douglas R.

2009-01-01

The desire for higher engine efficiency has resulted in the evolution of aircraft gas turbine engines from turbojets, to low bypass ratio, first generation turbofans, to today's high bypass ratio turbofans. Although increased bypass ratio has clear benefits in terms of propulsion system metrics such as specific fuel consumption, these benefits may not translate into aircraft system level benefits due to integration penalties. In this study, the design trade space for advanced turbofan engines applied to a single aisle transport (737/A320 class aircraft) is explored. The benefits of increased bypass ratio and associated enabling technologies such as geared fan drive are found to depend on the primary metrics of interest. For example, bypass ratios at which mission fuel consumption is minimized may not require geared fan technology. However, geared fan drive does enable higher bypass ratio designs which result in lower noise. The results of this study indicate the potential for the advanced aircraft to realize substantial improvements in fuel efficiency, emissions, and noise compared to the current vehicles in this size class.

Assessment of advanced technologies for high performance single-engine business airplanes

NASA Technical Reports Server (NTRS)

Kohlman, D. L.; Holmes, B. J.

1982-01-01

The prospects for significantly increasing the fuel efficiency and mission capability of single engine business aircraft through the incorporation of advanced propulsion, aerodynamics and materials technologies are explored. It is found that turbine engines cannot match the fuel economy of the heavier rotary, diesel and advanced spark reciprocating engines. The rotary engine yields the lightest and smallest aircraft for a given mission requirement, and also offers greater simplicity and a multifuel capability. Great promise is also seen in the use of composite material primary structures in conjunction with laminar flow wing surfaces, a pusher propeller and conventional wing-tail configuration. This study was conducted with the General Aviation Synthesis Program, which can furnish the most accurate mission performance calculations yet obtained.

The coupling of engines

NASA Technical Reports Server (NTRS)

Boccaccio, Paul

1921-01-01

This report examines the idea of coupling numerous engines together to turn a single propeller, which the author feels would free aircraft design from the problems of multi-engine and propeller design.

Design and test of aircraft engine isolators for reduced interior noise

NASA Technical Reports Server (NTRS)

Unruh, J. F.; Scheidt, D. C.

1982-01-01

Improved engine vibration isolation was proposed to be the most weight and cost efficient retrofit structure-borne noise control measure for single engine general aviation aircraft. A study was carried out the objectives: (1) to develop an engine isolator design specification for reduced interior noise transmission, (2) select/design candidate isolators to meet a 15 dB noise reduction design goal, and (3) carry out a proof of concept evaluation test. Analytical model of the engine, vibration isolators and engine mount structure were coupled to an empirical model of the fuselage for noise transmission evaluation. The model was used to develop engine isolator dynamic properties design specification for reduced noise transmission. Candidate isolators ere chosen from available product literature and retrofit to a test aircraft. A laboratory based test procedure was then developed to simulate engine induced noise transmission in the aircraft for a proof of concept evaluation test. Three candidate isolator configurations were evaluated for reduced structure-borne noise transmission relative to the original equipment isolators.

Engine-propeller power plant aircraft community noise reduction key methods

NASA Astrophysics Data System (ADS)

Moshkov P., A.; Samokhin V., F.; Yakovlev A., A.

2018-04-01

Basic methods of aircraft-type flying vehicle engine-propeller power plant noise reduction were considered including single different-structure-and-arrangement propellers and piston engines. On the basis of a semiempirical model the expressions for blade diameter and number effect evaluation upon propeller noise tone components under thrust constancy condition were proposed. Acoustic tests performed at Moscow Aviation institute airfield on the whole qualitatively proved the obtained ratios. As an example of noise and detectability reduction provision a design-and-experimental estimation of propeller diameter effect upon unmanned aircraft audibility boundaries was performed. Future investigation ways were stated to solve a low-noise power plant design problem for light aircraft and unmanned aerial vehicles.

Accurate Measurements of Aircraft Engine Soot Emissions Using a CAPS PMssa Monitor

NASA Astrophysics Data System (ADS)

Onasch, Timothy; Thompson, Kevin; Renbaum-Wolff, Lindsay; Smallwood, Greg; Make-Lye, Richard; Freedman, Andrew

2016-04-01

We present results of aircraft engine soot emissions measurements during the VARIAnT2 campaign using CAPS PMssa monitors. VARIAnT2, an aircraft engine non-volatile particulate matter (nvPM) emissions field campaign, was focused on understanding the variability in nvPM mass measurements using different measurement techniques and accounting for possible nvPM sampling system losses. The CAPS PMssa monitor accurately measures both the optical extinction and scattering (and thus single scattering albedo and absorption) of an extracted sample using the same sample volume for both measurements with a time resolution of 1 second and sensitivity of better than 1 Mm-1. Absorption is obtained by subtracting the scattering signal from the total extinction. Given that the single scattering albedo of the particulates emitted from the aircraft engine measured at both 630 and 660 nm was on the order of 0.1, any inaccuracy in the scattering measurement has little impact on the accuracy of the ddetermined absorption coefficient. The absorption is converted into nvPM mass using a documented Mass Absorption Coefficient (MAC). Results of soot emission indices (mass soot emitted per mass of fuel consumed) for a turbojet engine as a function of engine power will be presented and compared to results obtained using an EC/OC monitor.

Dispersion of turbojet engine exhaust in flight

NASA Technical Reports Server (NTRS)

Holdeman, J. D.

1973-01-01

The dispersion of the exhaust of turbojet engines into the atmosphere is estimated by using a model developed for the mixing of a round jet with a parallel flow. The analysis is appropriate for determining the spread and dilution of the jet exhaust from the engine exit until it is entrained in the aircraft trailing vortices. Chemical reactions are not expected to be important and are not included in the flow model. Calculations of the dispersion of the exhaust plumes of three aircraft turbojet engines with and without afterburning at typical flight conditions are presented. Calculated average concentrations for the exhaust plume from a single engine jet fighter are shown to be in good agreement with measurements made in the aircraft wake during flight.

75 FR 69864 - Modification of Class B Airspace; Charlotte, NC

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-16

... performance turboprop aircraft enter Charlotte ATCT's area of jurisdiction at altitudes between 10,000 feet... high-performance, single- engine turboprop aircraft, said he was directed to fly at 3,000 feet...

Chemical characterization of freshly emitted particulate matter from aircraft exhaust using single particle mass spectrometry

NASA Astrophysics Data System (ADS)

Abegglen, Manuel; Brem, B. T.; Ellenrieder, M.; Durdina, L.; Rindlisbacher, T.; Wang, J.; Lohmann, U.; Sierau, B.

2016-06-01

Non-volatile aircraft engine emissions are an important anthropogenic source of soot particles in the upper troposphere and in the vicinity of airports. They influence climate and contribute to global warming. In addition, they impact air quality and thus human health and the environment. The chemical composition of non-volatile particulate matter emission from aircraft engines was investigated using single particle time-of-flight mass spectrometry. The exhaust from three different aircraft engines was sampled and analyzed. The soot particulate matter was sampled directly behind the turbine in a test cell at Zurich Airport. Single particle analyses will focus on metallic compounds. The particles analyzed herein represent a subset of the emissions composed of the largest particles with a mobility diameter >100 nm due to instrumental restrictions. A vast majority of the analyzed particles was shown to contain elemental carbon, and depending on the engine and the applied thrust the elemental carbon to total carbon ratio ranged from 83% to 99%. The detected metallic compounds were all internally mixed with the soot particles. The most abundant metals in the exhaust were Cr, Fe, Mo, Na, Ca and Al; V, Ba, Co, Cu, Ni, Pb, Mg, Mn, Si, Ti and Zr were also detected. We further investigated potential sources of the ATOFMS-detected metallic compounds using Inductively Coupled Plasma Mass Spectrometry. The potential sources considered were kerosene, engine lubrication oil and abrasion from engine wearing components. An unambiguous source apportionment was not possible because most metallic compounds were detected in several of the analyzed sources.

EGADS: A microcomputer program for estimating the aerodynamic performance of general aviation aircraft

NASA Technical Reports Server (NTRS)

Melton, John E.

1994-01-01

EGADS is a comprehensive preliminary design tool for estimating the performance of light, single-engine general aviation aircraft. The software runs on the Apple Macintosh series of personal computers and assists amateur designers and aeronautical engineering students in performing the many repetitive calculations required in the aircraft design process. The program makes full use of the mouse and standard Macintosh interface techniques to simplify the input of various design parameters. Extensive graphics, plotting, and text output capabilities are also included.

Multi-fuel rotary engine for general aviation aircraft

NASA Technical Reports Server (NTRS)

Jones, C.; Ellis, D. R.; Meng, P. R.

1983-01-01

Design studies of advanced multifuel general aviation and commuter aircraft rotary stratified charge engines are summarized. Conceptual design studies were performed at two levels of technology, on advanced general aviation engines sized to provide 186/250 shaft kW/hp under cruise conditions at 7620 (25000 m/ft) altitude. A follow on study extended the results to larger (2500 hp max.) engine sizes suitable for applications such as commuter transports and helicopters. The study engine designs were derived from relevant engine development background including both prior and recent engine test results using direct injected unthrottled rotary engine technology. Aircraft studies, using these resultant growth engines, define anticipated system effects of the performance and power density improvements for both single engine and twin engine airplanes. The calculated results indicate superior system performance and 27 to 33 percent fuel economy improvement for the rotary engine airplanes as compared to equivalent airframe concept designs with current baseline engines. The research and technology activities required to attain the projected engine performance levels are also discussed.

The effect of single engine fixed wing air transport on rate-responsive pacemakers.

PubMed

De Rotte, A A; Van Der Kemp, P

1999-09-01

Insufficient information exists about the safety of patients with accelerometer-based rate-responsive pacemakers in air transport by general aviation aircraft. The response in pacing rate of two types of accelerometer-based rate-responsive pacemakers with data logging capabilities was studied during test flights with single engine fixed wing aircraft. Results were compared with the rate-response of these pacemakers during transportation by car and were also interpreted in respect to physiological heart rate response of aircrew during flights in single engine fixed wing aircraft. In addition, a continuous accelerometer readout was recorded during a turbulent phase of flight. This recording was used for a pacemaker-simulator experiment with maximal sensitive motion-sensor settings. Only a minor increase in pacing rate due to aircraft motion could be demonstrated during all phases of flight at all altitudes with the pacemakers programmed in the normal mode. This increase was of the same magnitude as induced during transport by car and would be of negligible influence on the performance of the individual pacemaker patient equipped with such a pacemaker. Moreover, simultaneous Holter monitoring of the pilots during these flights showed a similar rate-response in natural heart rate compared with the increase in pacing rate induced by aircraft motion in accelerometer-based rate-responsive pacemakers. No sensor-mediated pacemaker tachycardia was seen during any of these recordings. However, a 15% increase in pacing rate was induced by severe air turbulence. Programming the maximal sensitivity of the motion sensor into the pacemaker could, on the other hand, induce a significant increase in pacing rate as was demonstrated by the simulation experiments. These results seem to rule out potentially dangerous or adverse effects from motional or vibrational influences during transport in single engine fixed wing aircraft on accelerometer-based rate-responsive pacemakers with normal activity sensor settings.

Engine Performance and Knock Rating of Fuels for High-output Aircraft Engines

NASA Technical Reports Server (NTRS)

Rothbrock, A M; Biermann, Arnold E

1938-01-01

Data are presented to show the effects of inlet-air pressure, inlet-air temperature, and compression ratio on the maximum permissible performance obtained on a single-cylinder test engine with aircraft-engine fuels varying from a fuel of 87 octane number to one 100 octane number plus 1 ml of tetraethyl lead per gallon. The data were obtained on a 5-inch by 5.75-inch liquid-cooled engine operating at 2,500 r.p.m. The compression ratio was varied from 6.50 to 8.75. The inlet-air temperature was varied from 120 to 280 F. and the inlet-air pressure from 30 inches of mercury absolute to the highest permissible. The limiting factors for the increase in compression ratio and in inlet-air pressure was the occurrence of either audible or incipient knock. The data are correlated to show that, for any one fuel,there is a definite relationship between the limiting conditions of inlet-air temperature and density at any compression ratio. This relationship is dependent on the combustion-gas temperature and density relationship that causes knock. The report presents a suggested method of rating aircraft-engine fuels based on this relationship. It is concluded that aircraft-engine fuels cannot be satisfactorily rated by any single factor, such as octane number, highest useful compression ratio, or allowable boost pressure. The fuels should be rated by a curve that expresses the limitations of the fuel over a variety of engine conditions.

Refined Exploration of Turbofan Design Options for an Advanced Single-Aisle Transport

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Fisher, Kenneth L.; Haller, William J.; Tong, Michael T.; Thurman, Douglas R.

2011-01-01

A comprehensive exploration of the turbofan engine design space for an advanced technology single-aisle transport (737/A320 class aircraft) was conducted previously by the authors and is documented in a prior report. Through the course of that study and in a subsequent evaluation of the approach and results, a number of enhancements to the engine design ground rules and assumptions were identified. A follow-on effort was initiated to investigate the impacts of these changes on the original study results. The fundamental conclusions of the prior study were found to still be valid with the revised engine designs. The most significant impact of the design changes was a reduction in the aircraft weight and block fuel penalties incurred with low fan pressure ratio, ultra-high bypass ratio designs. This enables lower noise levels to be pursued (through lower fan pressure ratio) with minor negative impacts on aircraft weight and fuel efficiency. Regardless of the engine design selected, the results of this study indicate the potential for the advanced aircraft to realize substantial improvements in fuel efficiency, emissions, and noise compared to the current vehicles in this size class.

Application of a Constant Gain Extended Kalman Filter for In-Flight Estimation of Aircraft Engine Performance Parameters

NASA Technical Reports Server (NTRS)

Kobayashi, Takahisa; Simon, Donald L.; Litt, Jonathan S.

2005-01-01

An approach based on the Constant Gain Extended Kalman Filter (CGEKF) technique is investigated for the in-flight estimation of non-measurable performance parameters of aircraft engines. Performance parameters, such as thrust and stall margins, provide crucial information for operating an aircraft engine in a safe and efficient manner, but they cannot be directly measured during flight. A technique to accurately estimate these parameters is, therefore, essential for further enhancement of engine operation. In this paper, a CGEKF is developed by combining an on-board engine model and a single Kalman gain matrix. In order to make the on-board engine model adaptive to the real engine s performance variations due to degradation or anomalies, the CGEKF is designed with the ability to adjust its performance through the adjustment of artificial parameters called tuning parameters. With this design approach, the CGEKF can maintain accurate estimation performance when it is applied to aircraft engines at offnominal conditions. The performance of the CGEKF is evaluated in a simulation environment using numerous component degradation and fault scenarios at multiple operating conditions.

Multi-Fuel Rotary Engine for General Aviation Aircraft

NASA Technical Reports Server (NTRS)

Jones, C.; Ellis, D. R.; Meng, P. R.

1983-01-01

Design studies, conducted for NASA, of Advanced Multi-fuel General Aviation and Commuter Aircraft Rotary Stratified Charge Engines are summarized. Conceptual design studies of an advanced engine sized to provide 186/250 shaft KW/HP under cruise conditions at 7620/25,000 m/ft. altitude were performed. Relevant engine development background covering both prior and recent engine test results of the direct injected unthrottled rotary engine technology, including the capability to interchangeably operate on gasoline, diesel fuel, kerosene, or aviation jet fuel, are presented and related to growth predictions. Aircraft studies, using these resultant growth engines, define anticipated system effects of the performance and power density improvements for both single engine and twin engine airplanes. The calculated results indicate superior system performance and 30 to 35% fuel economy improvement for the Rotary-engine airplanes as compared to equivalent airframe concept designs with current baseline engines. The research and technology activities required to attain the projected engine performance levels are also discussed.

Advanced Single-Aisle Transport Propulsion Design Options Revisited

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Tong, Michael T.; Haller, William J.

2013-01-01

Future propulsion options for advanced single-aisle transports have been investigated in a number of previous studies by the authors. These studies have examined the system level characteristics of aircraft incorporating ultra-high bypass ratio (UHB) turbofans (direct drive and geared) and open rotor engines. During the course of these prior studies, a number of potential refinements and enhancements to the analysis methodology and assumptions were identified. This paper revisits a previously conducted UHB turbofan fan pressure ratio trade study using updated analysis methodology and assumptions. The changes incorporated have decreased the optimum fan pressure ratio for minimum fuel consumption and reduced the engine design trade-offs between minimizing noise and minimizing fuel consumption. Nacelle drag and engine weight are found to be key drivers in determining the optimum fan pressure ratio from a fuel efficiency perspective. The revised noise analysis results in the study aircraft being 2 to 4 EPNdB (cumulative) quieter due to a variety of reasons explained in the paper. With equal core technology assumed, the geared engine architecture is found to be as good as or better than the direct drive architecture for most parameters investigated. However, the engine ultimately selected for a future advanced single-aisle aircraft will depend on factors beyond those considered here.

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

NASA Astrophysics Data System (ADS)

Tudosie, Alexandru-Nicolae

2017-06-01

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

Proceedings of the 1987 Aircraft/Engine Structural Integrity Program (ASIP/ENSIP) Conference Held in the Hilton Palacio del Rio Hotel, San Antonio, Texas 1-3 December 1987

DTIC Science & Technology

1988-06-01

upgrading of the depot’s FPI inspection facility, In the forme- case, a realistic projection based while augmenting it with enhanced inspection systems...number of models, powers the twin engined F-15 and the single engined F-16 fighter aircraft. It is an augmented turbofan engine in the 25,000 pound...move from an idea in 1972 to reality today for military gas turbine engines. Special acknowledgement is accorded to the Materials Laboratory of the Air

Low-order nonlinear dynamic model of IC engine-variable pitch propeller system for general aviation aircraft

NASA Technical Reports Server (NTRS)

Richard, Jacques C.

1995-01-01

This paper presents a dynamic model of an internal combustion engine coupled to a variable pitch propeller. The low-order, nonlinear time-dependent model is useful for simulating the propulsion system of general aviation single-engine light aircraft. This model is suitable for investigating engine diagnostics and monitoring and for control design and development. Furthermore, the model may be extended to provide a tool for the study of engine emissions, fuel economy, component effects, alternative fuels, alternative engine cycles, flight simulators, sensors, and actuators. Results show that the model provides a reasonable representation of the propulsion system dynamics from zero to 10 Hertz.

Effect of Crystal Orientation on Fatigue Failure of Single Crystal Nickel Base Turbine Blade Superalloys

NASA Technical Reports Server (NTRS)

Arakere, Nagaraj K.; Swanson, Gregory R.

2000-01-01

High Cycle Fatigue (HCF) induced failures in aircraft gas-turbine engines is a pervasive problem affecting a wide range of components and materials. HCF is currently the primary cause of component failures in gas turbine aircraft engines. Turbine blades in high performance aircraft and rocket engines are increasingly being made of single crystal nickel superalloys. Single-crystal Nickel-base superalloys were developed to provide superior creep, stress rupture, melt resistance and thermomechanical fatigue capabilities over polycrystalline alloys previously used in the production of turbine blades and vanes. Currently the most widely used single crystal turbine blade superalloys are PWA 1480/1493 and PWA 1484. These alloys play an important role in commercial, military and space propulsion systems. PWA1493, identical to PWA1480, but with tighter chemical constituent control, is used in the NASA SSME (Space Shuttle Main Engine) alternate turbopump, a liquid hydrogen fueled rocket engine. Objectives for this paper are motivated by the need for developing failure criteria and fatigue life evaluation procedures for high temperature single crystal components, using available fatigue data and finite element modeling of turbine blades. Using the FE (finite element) stress analysis results and the fatigue life relations developed, the effect of variation of primary and secondary crystal orientations on life is determined, at critical blade locations. The most advantageous crystal orientation for a given blade design is determined. Results presented demonstrates that control of secondary and primary crystallographic orientation has the potential to optimize blade design by increasing its resistance to fatigue crack growth without adding additional weight or cost.

Methods for designing treatments to reduce interior noise of predominant sources and paths in a single engine light aircraft

NASA Technical Reports Server (NTRS)

Hayden, Richard E.; Remington, Paul J.; Theobald, Mark A.; Wilby, John F.

1985-01-01

The sources and paths by which noise enters the cabin of a small single engine aircraft were determined through a combination of flight and laboratory tests. The primary sources of noise were found to be airborne noise from the propeller and engine casing, airborne noise from the engine exhaust, structureborne noise from the engine/propeller combination and noise associated with air flow over the fuselage. For the propeller, the primary airborne paths were through the firewall, windshield and roof. For the engine, the most important airborne path was through the firewall. Exhaust noise was found to enter the cabin primarily through the panels in the vicinity of the exhaust outlet although exhaust noise entering the cabin through the firewall is a distinct possibility. A number of noise control techniques were tried, including firewall stiffening to reduce engine and propeller airborne noise, to stage isolators and engine mounting spider stiffening to reduce structure-borne noise, and wheel well covers to reduce air flow noise.

Friction of Compression-ignition Engines

NASA Technical Reports Server (NTRS)

Moore, Charles S; Collins, John H , Jr

1936-01-01

The cost in mean effective pressure of generating air flow in the combustion chambers of single-cylinder compression-ignition engines was determined for the prechamber and the displaced-piston types of combustion chamber. For each type a wide range of air-flow quantities, speeds, and boost pressures was investigated. Supplementary tests were made to determine the effect of lubricating-oil temperature, cooling-water temperature, and compression ratio on the friction mean effective pressure of the single-cylinder test engine. Friction curves are included for two 9-cylinder, radial, compression-ignition aircraft engines. The results indicate that generating the optimum forced air flow increased the motoring losses approximately 5 pounds per square inch mean effective pressure regardless of chamber type or engine speed. With a given type of chamber, the rate of increase in friction mean effective pressure with engine speed is independent of the air-flow speed. The effect of boost pressure on the friction cannot be predicted because the friction was decreased, unchanged, or increased depending on the combustion-chamber type and design details. High compression ratio accounts for approximately 5 pounds per square inch mean effective pressure of the friction of these single-cylinder compression-ignition engines. The single-cylinder test engines used in this investigation had a much higher friction mean effective pressure than conventional aircraft engines or than the 9-cylinder, radial, compression-ignition engines tested so that performance should be compared on an indicated basis.

Multi-fuel rotary engine for general aviation aircraft

NASA Technical Reports Server (NTRS)

Jones, C.; Ellis, D. R.; Meng, P. R.

1983-01-01

Design studies of advanced multifuel general aviation and commuter aircraft rotary stratified charge engines are summarized. Conceptual design studies were performed at two levels of technology, an advanced general aviation engines sized to provide 186/250 shaft kW/hp under cruise conditions at 7620 (25,000 m/ft) altitude. A follow on study extended the results to larger (2500 hp max.) engine sizes suitable for applications such as commuter transports and helicopters. The study engine designs were derived from relevant engine development background including both prior and recent engine test results using direct injected unthrottled rotary engine technology. Aircraft studies, using these resultant growth engines, define anticipated system effects of the performance and power density improvements for both single engine and twin engine airplanes. The calculated results indicate superior system performance and 27 to 33 percent fuel economy improvement for the rotary engine airplanes as compared to equivalent airframe concept designs with current baseline engines. The research and technology activities required to attain the projected engine performance levels are also discussed. Previously announced in STAR as N83-18910

The M-15-aircraft (samolot M-15)

NASA Technical Reports Server (NTRS)

Leiiecki, R.

1978-01-01

The M-15 is an all-metal, semimonocoque, twin-tail-boom sesquiplane aircraft designed exclusively for agricultural support operations involving slow low-level flight. It is powered by a single Al-25 bypass turbojet engine used in the Yak-40 aircraft. Tanks for spraying chemicals are mounted between the lower and upper wings. Dimensions, weights, and performance data are tabulated.

Calculation of odour emissions from aircraft engines at Copenhagen Airport.

PubMed

Winther, Morten; Kousgaard, Uffe; Oxbøl, Arne

2006-07-31

In a new approach the odour emissions from aircraft engines at Copenhagen Airport are calculated using actual fuel flow and emission measurements (one main engine and one APU: Auxiliary Power Unit), odour panel results, engine specific data and aircraft operational data for seven busy days. The calculation principle assumes a linear relation between odour and HC emissions. Using a digitalisation of the aircraft movements in the airport area, the results are depicted on grid maps, clearly reflecting aircraft operational statistics as single flights or total activity during a whole day. The results clearly reflect the short-term temporal fluctuations of the emissions of odour (and exhaust gases). Aircraft operating at low engine thrust (taxiing, queuing and landing) have a total odour emission share of almost 98%, whereas the shares for the take off/climb out phases (2%) and APU usage (0.5%) are only marginal. In most hours of the day, the largest odour emissions occur, when the total amount of fuel burned during idle is high. However, significantly higher HC emissions for one specific engine cause considerable amounts of odour emissions during limited time periods. The experimentally derived odour emission factor of 57 OU/mg HC is within the range of 23 and 110 OU/mg HC used in other airport odour studies. The distribution of odour emission results between aircraft operational phases also correspond very well with the results for these other studies. The present study uses measurement data for a representative engine. However, the uncertainties become large when the experimental data is used to estimate the odour emissions for all aircraft engines. More experimental data is needed to increase inventory accuracy, and in terms of completeness it is recommended to make odour emission estimates also for engine start and the fuelling of aircraft at Copenhagen Airport in the future.

ARC-1974-AC74-4562-13

NASA Image and Video Library

1974-11-22

X-14B NASA-704: A Bell single-place, open cockpit, twin-engine, jet-lift VTOL aircraft in flight over Sunnyvale golf course. The X-14 was used by NASA Ames Research Center to advance state-of-the-art jet-powered VTOL aircraft.

Method and system for monitoring and displaying engine performance parameters

NASA Technical Reports Server (NTRS)

Abbott, Terence S. (Inventor); Person, Lee H., Jr. (Inventor)

1988-01-01

The invention is believed a major improvement that will have a broad application in governmental and commercial aviation. It provides a dynamic method and system for monitoring and simultaneously displaying in easily scanned form the available, predicted, and actual thrust of a jet aircraft engine under actual operating conditions. The available and predicted thrusts are based on the performance of a functional model of the aircraft engine under the same operating conditions. Other critical performance parameters of the aircraft engine and functional model are generated and compared, the differences in value being simultaneously displayed in conjunction with the displayed thrust values. Thus, the displayed information permits the pilot to make power adjustments directly while keeping him aware of total performance at a glance of a single display panel.

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

NASA Technical Reports Server (NTRS)

1983-01-01

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

14 CFR 61.411 - What aeronautical experience must I have to apply for a flight instructor certificate with a...

Code of Federal Regulations, 2013 CFR

2013-01-01

...-engine class privileges, (1) 150 hours of flight time as a pilot, (i) 100 hours of flight time as pilot in command in powered aircraft,(ii) 50 hours of flight time in a single-engine airplane, (iii) 25 hours of cross-country flight time, (iv) 10 hours of cross-country flight time in a single-engine...

14 CFR 61.411 - What aeronautical experience must I have to apply for a flight instructor certificate with a...

Code of Federal Regulations, 2012 CFR

2012-01-01

...-engine class privileges, (1) 150 hours of flight time as a pilot, (i) 100 hours of flight time as pilot in command in powered aircraft,(ii) 50 hours of flight time in a single-engine airplane, (iii) 25 hours of cross-country flight time, (iv) 10 hours of cross-country flight time in a single-engine...

14 CFR 61.411 - What aeronautical experience must I have to apply for a flight instructor certificate with a...

Code of Federal Regulations, 2014 CFR

2014-01-01

...-engine class privileges, (1) 150 hours of flight time as a pilot, (i) 100 hours of flight time as pilot in command in powered aircraft,(ii) 50 hours of flight time in a single-engine airplane, (iii) 25 hours of cross-country flight time, (iv) 10 hours of cross-country flight time in a single-engine...

Performance and safety aspects of the XV-15 tilt rotor research aircraft

NASA Technical Reports Server (NTRS)

Wernicke, K. G.

1977-01-01

Aircraft performance is presented illustrating the flexibility and capability of the XV-15 to conduct its planned proof-of-concept flight research in the areas of dynamics, stability and control, and aerodynamics. Additionally, the aircraft will demonstrate mission-type performance typical of future operational aircraft. The aircraft design is described and discussed with emphasis on the safety and fail-operate features of the aircraft and its systems. Two or more levels of redundancy are provided in the dc and ac electrical systems, hydraulics, conversion, flaps, landing gear extension, SCAS, and force-feel. RPM is maintained by a hydro-electrical blade pitch governor that consists of a primary and standby governor with a cockpit wheel control for manual backup. The two engines are interconnected for operation on a single engine. In the event of total loss of power, the aircraft can enter autorotation starting from the airplane as well as the helicopter mode of flight.

14 CFR Appendix I to Part 141 - Additional Aircraft Category and/or Class Rating Course

Code of Federal Regulations, 2014 CFR

2014-01-01

... single-engine. (b) Airplane multiengine. (c) Rotorcraft helicopter. (d) Rotorcraft gyroplane. (e) Powered-lift. (f) Glider. (g) Lighter-than-air airship. (h) Lighter-than-air balloon. 2. Eligibility for... awareness, spin entry, spins, and spin recovery techniques if applying for an airplane single engine rating...

14 CFR Appendix I to Part 141 - Additional Aircraft Category and/or Class Rating Course

Code of Federal Regulations, 2013 CFR

2013-01-01

... single-engine. (b) Airplane multiengine. (c) Rotorcraft helicopter. (d) Rotorcraft gyroplane. (e) Powered-lift. (f) Glider. (g) Lighter-than-air airship. (h) Lighter-than-air balloon. 2. Eligibility for... awareness, spin entry, spins, and spin recovery techniques if applying for an airplane single engine rating...

14 CFR Appendix I to Part 141 - Additional Aircraft Category and/or Class Rating Course

Code of Federal Regulations, 2012 CFR

2012-01-01

... single-engine. (b) Airplane multiengine. (c) Rotorcraft helicopter. (d) Rotorcraft gyroplane. (e) Powered-lift. (f) Glider. (g) Lighter-than-air airship. (h) Lighter-than-air balloon. 2. Eligibility for... awareness, spin entry, spins, and spin recovery techniques if applying for an airplane single engine rating...

Analysis of a Stretched Derivative Aircraft with Open Rotor Propulsion

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Hendricks, Eric S.; Haller, William J.; Guynn, Mark D.

2015-01-01

Research into advanced, high-speed civil turboprops received significant attention during the 1970s and 1980s when fuel efficiency was the driving focus of U.S. aeronautical research. But when fuel prices declined sharply there was no longer sufficient motivation to continue maturing the technology. Recent volatility in fuel prices and increasing concern for aviation's environmental impact, however, have renewed interest in unducted, open rotor propulsion and revived research by NASA and a number of engine manufacturers. Recently, NASA and General Electric have teamed to conduct several investigations into the performance and noise of an advanced, single-aisle transport with open rotor propulsion. The results of these initial studies indicate open rotor engines have the potential to provide significant reduction in fuel consumption compared to aircraft using turbofan engines with equivalent core technology. In addition, noise analysis of the concept indicates that an open rotor aircraft in the single-aisle transport class would be able to meet current noise regulations with margin. The behavior of derivative open rotor transports is of interest. Heavier, "stretched" derivative aircraft tend to be noisier than their lighter relatives. Of particular importance to the business case for the concept is how the noise margin changes relative to regulatory limits within a family of similar open rotor aircraft. The subject of this report is a performance and noise assessment of a notional, heavier, stretched derivative airplane equipped with throttle-push variants of NASA's initial open rotor engine design.

Advanced Propfan Engine Technology (APET) definition study, single and counter-rotation gearbox/pitch change mechanism design

NASA Technical Reports Server (NTRS)

Anderson, R. D.

1985-01-01

Single-rotation propfan-powered regional transport aircraft were studied to identify key technology development issues and programs. The need for improved thrust specific fuel consumption to reduce fuel burned and aircraft direct operating cost is the dominant factor. Typical cycle trends for minimizing fuel consumption are reviewed, and two 10,000 shp class engine configurations for propfan propulsion systems for the 1990's are presented. Recommended engine configurations are both three-spool design with dual spool compressors and free power turbines. The benefits of these new propulsion system concepts were evaluated using an advanced airframe, and results are compared for single-rotation propfan and turbofan advanced technology propulsion systems. The single-rotation gearbox is compared to a similar design with current technology to establish the benefits of the advanced gearbox technology. The conceptual design of the advanced pitch change mechanism identified a high pressure hydraulic system that is superior to the other contenders and completely external to the gearboxes.

Pilot heart rate during in-flight simulated instrument approaches in a general aviation aircraft.

DOT National Transportation Integrated Search

1970-04-01

Eight instrument rated pilots with flying experience ranging from 600 to 12,271 hours each flew 10 simulated ILS instrument approaches in a single engine, general aviation aircraft equipped with a primary flight display arranged in conventional 'T' c...

ARC-1974-AC74-4562-14

NASA Image and Video Library

1974-11-22

X-14B NASA-704: A Bell single-place, open cockpit, twin-engine, jet-lift VTOL aircraft over Highway 101 in approach to Moffett Field, California. The X-14 was used by NASA Ames Research Center to advance state-of-the-art jet-powered VTOL aircraft.

ARC-1974-AC74-4562-15

NASA Image and Video Library

1974-11-22

X-14B NASA-704: A Bell single-place, open cockpit, twin-engine, jet-lift VTOL aircraft over Highway 101 in approach to Moffett Field, California. The X-14 was used by NASA Ames Research Center to advance state-of-the-art jet-powered VTOL aircraft.

Sonic IR crack detection of aircraft turbine engine blades with multi-frequency ultrasound excitations

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

Zhang, Ding; Han, Xiaoyan; Newaz, Golam

Effectively and accurately detecting cracks or defects in critical engine components, such as turbine engine blades, is very important for aircraft safety. Sonic Infrared (IR) Imaging is such a technology with great potential for these applications. This technology combines ultrasound excitation and IR imaging to identify cracks and flaws in targets. In general, failure of engine components, such as blades, begins with tiny cracks. Since the attenuation of the ultrasound wave propagation in turbine engine blades is small, the efficiency of crack detection in turbine engine blades can be quite high. The authors at Wayne State University have been developingmore » the technology as a reliable tool for the future field use in aircraft engines and engine parts. One part of the development is to use finite element modeling to assist our understanding of effects of different parameters on crack heating while experimentally hard to achieve. The development has been focused with single frequency ultrasound excitation and some results have been presented in a previous conference. We are currently working on multi-frequency excitation models. The study will provide results and insights of the efficiency of different frequency excitation sources to foster the development of the technology for crack detection in aircraft engine components.« less

The Doghouse Plot: History, Construction Techniques, and Application

NASA Astrophysics Data System (ADS)

Wilson, John Robert

The Doghouse Plot visually represents an aircraft's performance during combined turn-climb maneuvers. The Doghouse Plot completely describes the turn-climb capability of an aircraft; a single plot demonstrates the relationship between climb performance, turn rate, turn radius, stall margin, and bank angle. Using NASA legacy codes, Empirical Drag Estimation Technique (EDET) and Numerical Propulsion System Simulation (NPSS), it is possible to reverse engineer sufficient basis data for commercial and military aircraft to construct Doghouse Plots. Engineers and operators can then use these to assess their aircraft's full performance envelope. The insight gained from these plots can broaden the understanding of an aircraft's performance and, in turn, broaden the operational scope of some aircraft that would otherwise be limited by the simplifications found in their Airplane Flight Manuals (AFM). More importantly, these plots can build on the current standards of obstacle avoidance and expose risks in operation.

The Fokker "Trimotor F VII" commercial transport monoplane

NASA Technical Reports Server (NTRS)

1928-01-01

Directly developed from the single engined type F VII ten passenger monoplanes, The Fokker Trimotor closely follows the commercial aircraft that preceded it. It has three Wright Whirlwind air-cooled engines, rated at 200 HP each.

A Study of Vehicle Structural Layouts in Post-WWII Aircraft

NASA Technical Reports Server (NTRS)

Sensmeier, Mark D.; Samareh, Jamshid A.

2004-01-01

In this paper, results of a study of structural layouts of post-WWII aircraft are presented. This study was undertaken to provide the background information necessary to determine typical layouts, design practices, and industry trends in aircraft structural design. Design decisions are often predicated not on performance-related criteria, but rather on such factors as manufacturability, maintenance access, and of course cost. For this reason, a thorough understanding of current best practices in the industry is required as an input for the design optimization process. To determine these best practices and industry trends, a large number of aircraft structural cutaway illustrations were analyzed for five different aircraft categories (commercial transport jets, business jets, combat jet aircraft, single engine propeller aircraft, and twin-engine propeller aircraft). Several aspects of wing design and fuselage design characteristics are presented here for the commercial transport and combat aircraft categories. A great deal of commonality was observed for transport structure designs over a range of eras and manufacturers. A much higher degree of variability in structural designs was observed for the combat aircraft, though some discernable trends were observed as well.

Study of small turbofan engines applicable to single-engine light airplanes

NASA Technical Reports Server (NTRS)

Merrill, G. L.

1976-01-01

The design, efficiency and cost factors are investigated for application of turbofan propulsion engines to single engine, general aviation light airplanes. A companion study of a hypothetical engine family of a thrust range suitable to such aircraft and having a high degree of commonality of design features and parts is presented. Future turbofan powered light airplanes can have a lower fuel consumption, lower weight, reduced airframe maintenance requirements and improved engine overhaul periods as compared to current piston engined powered airplanes. Achievement of compliance with noise and chemical emission regulations is expected without impairing performance, operating cost or safety.

Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

NASA Technical Reports Server (NTRS)

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

2016-01-01

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

Preliminary Training Proposal for Cessna Aircraft of Independence.

ERIC Educational Resources Information Center

Independence Community Coll., KS.

This proposal for a program designed to train workers to manufacture single-engine, piston-driven aircraft for Cessna Corporation was developed by Independence Community College in conjunction with Pittsburgh State University (Kansas) and the Southeast Kansas Area Vocational-Technical School. The proposal provides for on-site training in a…

Computer programs for producing single-event aircraft noise data for specific engine power and meteorological conditions for use with USAF (United States Air Force) community noise model (NOISEMAP)

NASA Astrophysics Data System (ADS)

Mohlman, H. T.

1983-04-01

The Air Force community noise prediction model (NOISEMAP) is used to describe the aircraft noise exposure around airbases and thereby aid airbase planners to minimize exposure and prevent community encroachment which could limit mission effectiveness of the installation. This report documents two computer programs (OMEGA 10 and OMEGA 11) which were developed to prepare aircraft flight and ground runup noise data for input to NOISEMAP. OMEGA 10 is for flight operations and OMEGA 11 is for aircraft ground runups. All routines in each program are documented at a level useful to a programmer working with the code or a reader interested in a general overview of what happens within a specific subroutine. Both programs input normalized, reference aircraft noise data; i.e., data at a standard reference distance from the aircraft, for several fixed engine power settings, a reference airspeed and standard day meteorological conditions. Both programs operate on these normalized, reference data in accordance with user-defined, non-reference conditions to derive single-event noise data for 22 distances (200 to 25,000 feet) in a variety of physical and psycho-acoustic metrics. These outputs are in formats ready for input to NOISEMAP.

High speed turboprop aeroacoustic study (counterrotation). Volume 2: Computer programs

NASA Technical Reports Server (NTRS)

Whitfield, C. E.; Mani, R.; Gliebe, P. R.

1990-01-01

The isolated counterrotating high speed turboprop noise prediction program developed and funded by GE Aircraft Engines was compared with model data taken in the GE Aircraft Engines Cell 41 anechoic facility, the Boeing Transonic Wind Tunnel, and in the NASA-Lewis 8 x 6 and 9 x 15 wind tunnels. The predictions show good agreement with measured data under both low and high speed simulated flight conditions. The installation effect model developed for single rotation, high speed turboprops was extended to include counter rotation. The additional effect of mounting a pylon upstream of the forward rotor was included in the flow field modeling. A nontraditional mechanism concerning the acoustic radiation from a propeller at angle of attack was investigated. Predictions made using this approach show results that are in much closer agreement with measurement over a range of operating conditions than those obtained via traditional fluctuating force methods. The isolated rotors and installation effects models were combined into a single prediction program. The results were compared with data taken during the flight test of the B727/UDF (trademark) engine demonstrator aircraft.

High speed turboprop aeroacoustic study (counterrotation). Volume 2: Computer programs

NASA Astrophysics Data System (ADS)

Whitfield, C. E.; Mani, R.; Gliebe, P. R.

1990-07-01

The isolated counterrotating high speed turboprop noise prediction program developed and funded by GE Aircraft Engines was compared with model data taken in the GE Aircraft Engines Cell 41 anechoic facility, the Boeing Transonic Wind Tunnel, and in the NASA-Lewis 8 x 6 and 9 x 15 wind tunnels. The predictions show good agreement with measured data under both low and high speed simulated flight conditions. The installation effect model developed for single rotation, high speed turboprops was extended to include counter rotation. The additional effect of mounting a pylon upstream of the forward rotor was included in the flow field modeling. A nontraditional mechanism concerning the acoustic radiation from a propeller at angle of attack was investigated. Predictions made using this approach show results that are in much closer agreement with measurement over a range of operating conditions than those obtained via traditional fluctuating force methods. The isolated rotors and installation effects models were combined into a single prediction program. The results were compared with data taken during the flight test of the B727/UDF (trademark) engine demonstrator aircraft.

Refan Engine in the Propulsion Systems Laboratory

NASA Image and Video Library

1974-10-21

A refanned Pratt and Whitney JT-8D-109 turbofan engine installed in Cell 4 of the Propulsion Systems Laboratory at the National Aeronautics and Space Administration (NASA) Lewis Research Center. NASA Lewis’ Refan Program sought to demonstrate that noise reduction modifications could be applied to existing aircraft engines with minimal costs and without diminishing the engine’s performance or integrity. At the time, Pratt and Whitney’s JT-8D turbofans were one of the most widely used engines in the commercial airline industry. The engines powered Boeing’s 727 and 737 and McDonnell Douglas’ DC-9 aircraft. Pratt and Whitney worked with the airline manufacturers on a preliminary study that verified feasibility of replacing the JT-8D’s two-stage fan with a larger single-stage fan. The new fan slowed the engine’s exhaust, which significantly reduced the amount of noise it generated. Booster stages were added to maintain the proper level of airflow through the engine. Pratt and Whitney produced six of the modified engines, designated JT-8D-109, and performed the initial testing. One of the JT-8D-109 engines, seen here, was tested in simulated altitude conditions in NASA Lewis’ Propulsion Systems Laboratory. The Refan engine was ground-tested on an actual aircraft before making a series of flight tests on 727 and DC-9 aircraft in early 1976. The Refan Program reduced the JT-8D’s noise by 50 percent while increasing the fuel efficiency. The retro-fit kits were estimated to cost between $1 million and $1.7 million per aircraft.

Parabolic Flights with Single-Engine Aerobatic Aircraft: Flight Profile and a Computer Simulator for its Optimization

NASA Astrophysics Data System (ADS)

Brigos, Miguel; Perez-Poch, Antoni; Alpiste, Francesc; Torner, Jordi; González Alonso, Daniel Ventura

2014-11-01

We report the results of residual acceleration obtained from initial tests of parabolic flights (more than 100 hours) performed with a small single-engine aerobatic aircraft (CAP10B), and propose a method that improves these figures. Such aircraft have proved capable of providing researchers with periods of up to 8 seconds of reduced gravity in the cockpit, with a gravity quality in the range of 0.1 g 0, where g 0 is the gravitational acceleration of the Earth. Such parabolas may be of interest to experimenters in the reduced gravity field, when this range of reduced gravity is acceptable for the experiment undertaken. They have also proven to be useful for motivational and educational campaigns. Furthermore, these flights may be of interest to researchers as a test-bed for obtaining a proof-of-concept for subsequent access to parabolic flights with larger aircraft or other microgravity platforms. The limited cost of the operations with these small aircraft allows us to perform them as part of a non-commercial joint venture between the Universitat Politècnica de Catalunya - BarcelonaTech (UPC), the Barcelona cluster BAIE and the Aeroclub Barcelona-Sabadell. Any improvements in the length and quality of reduced gravity would increase the capabilities of these small aircraft. To that end, we have developed a method based on a simulator for training aerobatic pilots. The simulation is performed with the CAD software for mechanical design Solidworks Motion{circledR }, which is widely distributed in industry and in universities. It specifically simulates the parabolic flight manoeuvre for our small aircraft and enables us to improve different aspects of the manoeuvre. The simulator is first validated with experimental data from the test flights. We have conducted an initial intensive period of specific pilot training with the aid of the simulator output. After such initial simulation-aided training, results show that the reduced gravity quality has significantly improved from 0.1 g 0 to 0.05 g 0. We conclude that single-engine aerobatic aircraft are capable of conducting small hypogravity experiments with the limitations described in the paper.

Fiber optic controls for aircraft engines - Issues and implications

NASA Technical Reports Server (NTRS)

Dasgupta, Samhita; Poppel, Gary L.; Anderson, William P.

1991-01-01

Some of the issues involved with the application of fiber-optic controls for aircraft engines in the harsh operating environment are addressed, with emphasis on fiber-optic temperature, pressure, position, and speed sensors. Criteria are established to evaluate the optical modulation technique, the sensor/control unit interconnection, and the electrooptic architecture. Single mode and polarization dependent sensor types, sensors which depend on the reflection and/or transmission of light through the engine environment, and intensity-based analog sensors are eliminated as a possible candidate for engine implementation. Fiber-optic harnesses tested for their optical integrity, temperature stability, and mechanical strength, exhibit a capacity to meet mechanical strength requirements and still gain a significant reduction in cable weight.

Study of small turbofan engines applicable to single-engine light airplanes. Final report

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

Merrill, G.L.

1976-09-01

The design, efficiency and cost factors are investigated for application of turbofan propulsion engines to single engine, general aviation light airplanes. A companion study of a hypothetical engine family of a thrust range suitable to such aircraft and having a high degree of commonality of design features and parts is presented. Future turbofan powered light airplanes can have a lower fuel consumption, lower weight, reduced airframe maintenance requirements and improved engine overhaul periods as compared to current piston engined powered airplanes. Achievement of compliance with noise and chemical emission regulations is expected without impairing performance, operating cost or safety.

Noise Certification Predictions for FJX-2-Powered Aircraft Using Analytic Methods

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.

1999-01-01

Williams International Co. is currently developing the 700-pound thrust class FJX-2 turbofan engine for the general Aviation Propulsion Program's Turbine Engine Element. As part of the 1996 NASA-Williams cooperative working agreement, NASA agreed to analytically calculate the noise certification levels of the FJX-2-powered V-Jet II test bed aircraft. Although the V-Jet II is a demonstration aircraft that is unlikely to be produced and certified, the noise results presented here may be considered to be representative of the noise levels of small, general aviation jet aircraft that the FJX-2 would power. A single engine variant of the V-Jet II, the V-Jet I concept airplane, is also considered. Reported in this paper are the analytically predicted FJX-2/V-Jet noise levels appropriate for Federal Aviation Regulation certification. Also reported are FJX-2/V-Jet noise levels using noise metrics appropriate for the propeller-driven aircraft that will be its major market competition, as well as a sensitivity analysis of the certification noise levels to major system uncertainties.

Initial Assessment of Open Rotor Propulsion Applied to an Advanced Single-Aisle Aircraft

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Hendricks, Eric S.; Tong, Michael T.; Haller, William J.; Thurman, Douglas R.

2011-01-01

Application of high speed, advanced turboprops, or propfans, to subsonic transport aircraft received significant attention and research in the 1970s and 1980s when fuel efficiency was the driving focus of aeronautical research. Recent volatility in fuel prices and concern for aviation s environmental impact have renewed interest in unducted, open rotor propulsion, and revived research by NASA and a number of engine manufacturers. Unfortunately, in the two decades that have passed since open rotor concepts were thoroughly investigated, NASA has lost experience and expertise in this technology area. This paper describes initial efforts to re-establish NASA s capability to assess aircraft designs with open rotor propulsion. Specifically, methodologies for aircraft-level sizing, performance analysis, and system-level noise analysis are described. Propulsion modeling techniques have been described in a previous paper. Initial results from application of these methods to an advanced single-aisle aircraft using open rotor engines based on historical blade designs are presented. These results indicate open rotor engines have the potential to provide large reductions in fuel consumption and emissions. Initial noise analysis indicates that current noise regulations can be met with old blade designs and modern, noiseoptimized blade designs are expected to result in even lower noise levels. Although an initial capability has been established and initial results obtained, additional development work is necessary to make NASA s open rotor system analysis capability on par with existing turbofan analysis capabilities.

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.

NASA Lewis Helps Company With New Single-Engine Business Turbojet

NASA Technical Reports Server (NTRS)

1998-01-01

Century Aerospace Corporation, a small company in Albuquerque, New Mexico, is developing a six-seat aircraft powered by a single turbofan engine for general aviation. The company had completed a preliminary design of the jet but needed analyses and testing to proceed with detailed design and subsequent fabrication of a prototype aircraft. NASA Lewis Research Center used computational fluid dynamics (CFD) analyses to ferret out areas of excessive curvature in the inlet where separation might occur. A preliminary look at the results indicated very good inlet performance; and additional calculations, performed with vortex generators installed in the inlet, led to even better results. When it was initially determined that the airflow distortion pattern at the compressor face fell outside of the limits set by the engine manufacturer, the Lewis team studied possible solutions, selected the best, and provided recommendations. CFD results for the inlet system were so good that wind tunnel tests were unnecessary.

Acoustic measurements in a jet engine test facility

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

Miller, V.R.

1982-01-01

The US Air Force has had problems with aircraft engine noise generated during ground run-up. These operations have resulted in many community complaints and serious restrictions being placed on ground run-up activity which affected training and fleet readiness. A program of noise abatement was undertaken to suppress ground run-up noise. The original designs included water-cooled noise suppressors which were peculiar to a single aircraft. This made each usable only with the aircraft for which it was designed. Noise surveys indicated that the close-coupled suppressor did not address the problem of noise radiated from unenclosed portions of the fuselage. To alleviatemore » this situation, the approach adopted was to use a complete aircraft enclosure, called a hush house, and a large augmenter tube which is totally air-cooled.« less

Cascade Optimization Strategy for Aircraft and Air-Breathing Propulsion System Concepts

NASA Technical Reports Server (NTRS)

Patnaik, Surya N.; Lavelle, Thomas M.; Hopkins, Dale A.; Coroneos, Rula M.

1996-01-01

Design optimization for subsonic and supersonic aircraft and for air-breathing propulsion engine concepts has been accomplished by soft-coupling the Flight Optimization System (FLOPS) and the NASA Engine Performance Program analyzer (NEPP), to the NASA Lewis multidisciplinary optimization tool COMETBOARDS. Aircraft and engine design problems, with their associated constraints and design variables, were cast as nonlinear optimization problems with aircraft weight and engine thrust as the respective merit functions. Because of the diversity of constraint types and the overall distortion of the design space, the most reliable single optimization algorithm available in COMETBOARDS could not produce a satisfactory feasible optimum solution. Some of COMETBOARDS' unique features, which include a cascade strategy, variable and constraint formulations, and scaling devised especially for difficult multidisciplinary applications, successfully optimized the performance of both aircraft and engines. The cascade method has two principal steps: In the first, the solution initiates from a user-specified design and optimizer, in the second, the optimum design obtained in the first step with some random perturbation is used to begin the next specified optimizer. The second step is repeated for a specified sequence of optimizers or until a successful solution of the problem is achieved. A successful solution should satisfy the specified convergence criteria and have several active constraints but no violated constraints. The cascade strategy available in the combined COMETBOARDS, FLOPS, and NEPP design tool converges to the same global optimum solution even when it starts from different design points. This reliable and robust design tool eliminates manual intervention in the design of aircraft and of air-breathing propulsion engines where it eases the cycle analysis procedures. The combined code is also much easier to use, which is an added benefit. This paper describes COMETBOARDS and its cascade strategy and illustrates the capability of the combined design tool through the optimization of a subsonic aircraft and a high-bypass-turbofan wave-rotor-topped engine.

Automated Carrier Landing of an Unmanned Combat Aerial Vehicle Using Dynamic Inversion

DTIC Science & Technology

2007-06-01

17 CN normal force coefficient . . . . . . . . . . . . . . . . . . . . 17 CA axial force coefficient...slug·ft2 Ixzb 0 slug·ft2 The aircraft has a single engine inlet for a single, centerline mounted turbofan engine. For purposes of this research, the...assumed to remain constant for each simulation run and were based on an assumed 10% fuel load with full weapons [2]. The rest of these values were

Efficient Global Aerodynamic Modeling from Flight Data

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.

2012-01-01

A method for identifying global aerodynamic models from flight data in an efficient manner is explained and demonstrated. A novel experiment design technique was used to obtain dynamic flight data over a range of flight conditions with a single flight maneuver. Multivariate polynomials and polynomial splines were used with orthogonalization techniques and statistical modeling metrics to synthesize global nonlinear aerodynamic models directly and completely from flight data alone. Simulation data and flight data from a subscale twin-engine jet transport aircraft were used to demonstrate the techniques. Results showed that global multivariate nonlinear aerodynamic dependencies could be accurately identified using flight data from a single maneuver. Flight-derived global aerodynamic model structures, model parameter estimates, and associated uncertainties were provided for all six nondimensional force and moment coefficients for the test aircraft. These models were combined with a propulsion model identified from engine ground test data to produce a high-fidelity nonlinear flight simulation very efficiently. Prediction testing using a multi-axis maneuver showed that the identified global model accurately predicted aircraft responses.

User Selection Criteria of Airspace Designs in Flexible Airspace Management

NASA Technical Reports Server (NTRS)

Lee, Hwasoo E.; Lee, Paul U.; Jung, Jaewoo; Lai, Chok Fung

2011-01-01

A method for identifying global aerodynamic models from flight data in an efficient manner is explained and demonstrated. A novel experiment design technique was used to obtain dynamic flight data over a range of flight conditions with a single flight maneuver. Multivariate polynomials and polynomial splines were used with orthogonalization techniques and statistical modeling metrics to synthesize global nonlinear aerodynamic models directly and completely from flight data alone. Simulation data and flight data from a subscale twin-engine jet transport aircraft were used to demonstrate the techniques. Results showed that global multivariate nonlinear aerodynamic dependencies could be accurately identified using flight data from a single maneuver. Flight-derived global aerodynamic model structures, model parameter estimates, and associated uncertainties were provided for all six nondimensional force and moment coefficients for the test aircraft. These models were combined with a propulsion model identified from engine ground test data to produce a high-fidelity nonlinear flight simulation very efficiently. Prediction testing using a multi-axis maneuver showed that the identified global model accurately predicted aircraft responses.

Survey Summary of AGATE Concepts Demonstration at Annual NATA Convention March 24-26, 1997. Volume 2; Original Survey Data

NASA Technical Reports Server (NTRS)

1997-01-01

An AGATE Concepts Demonstration was conducted at the Annual National Air Transportation Association (NATA) Convention in 1997. Following, a 5-minute introductory briefing, an interactive simulation of a single-pilot, single-engine aircraft was conducted. The participant was able to take off, fly a brief enroute segment, fly a Global Positioning System (GPS) approach and landing, and repeat the approach and landing segment. The participant was provided an advanced 'highway-in-the-sky' presentation on both a simulated head-up display and on a large LCD head-down display to follow throughout the flight. A single-lever power control and display concept was also provided for control of the engine throughout the flight. A second head-down, multifunction display in the instrument panel provided a moving map display for navigation purposes and monitoring of the status of the aircraft's systems.

Cost/benefit analysis of advanced material technologies for small aircraft turbine engines

NASA Technical Reports Server (NTRS)

Comey, D. H.

1977-01-01

Cost/benefit studies were conducted on ten advanced material technologies applicable to small aircraft gas turbine engines to be produced in the 1985 time frame. The cost/benefit studies were applied to a two engine, business-type jet aircraft in the 6800- to 9100-Kg (15,000- to 20,000-lb) gross weight class. The new material technologies are intended to provide improvements in the areas of high-pressure turbine rotor components, high-pressure turbine rotor components, high-pressure turbine stator airfoils, and static structural components. The cost/benefit of each technology is presented in terms of relative value, which is defined as a change in life cycle cost times probability of success divided by development cost. Technologies showing the most promising cost/benefits based on relative value are uncooled single crystal MAR-M 247 turbine blades, cooled DS MAR-M 247 turbine blades, and cooled ODS 'M'CrAl laminate turbine stator vanes.

B-29 Superfortress Engine in the Altitude Wind Tunnel

NASA Image and Video Library

1944-07-21

The resolution of the Boeing B-29 Superfortress’ engine cooling problems was one of the Aircraft Engine Research Laboratory’s (AERL) key contributions to the World War II effort. The B-29 leapfrogged previous bombers in size, speed, and altitude capabilities. The B–29 was intended to soar above anti-aircraft fire and make pinpoint bomb drops onto strategic targets. Four Wright Aeronautical R-3350 engines powered the massive aircraft. The engines, however, frequently strained and overheated due to payload overloading. This resulted in a growing number of engine fires that often resulted in crashes. The military asked the NACA to tackle the overheating issue. Full-scale engine tests on a R–3350 engine in the Prop House demonstrated that a NACA-designed impeller increased the fuel injection system’s flow rate. Single-cylinder studies resolved a valve failure problem by a slight extension of the cylinder head, and researchers in the Engine Research Building combated uneven heating with a new fuel injection system. Investigations during the summer of 1944 in the Altitude Wind Tunnel, which could simulate flight conditions at high altitudes, led to reduction of drag and improved air flow by reshaping the cowling inlet and outlet. The NACA modifications were then flight tested on a B-29 bomber that was brought to the AERL.

Preliminary supersonic flight test evaluation of performance seeking control

NASA Technical Reports Server (NTRS)

Orme, John S.; Gilyard, Glenn B.

1993-01-01

Digital flight and engine control, powerful onboard computers, and sophisticated controls techniques may improve aircraft performance by maximizing fuel efficiency, maximizing thrust, and extending engine life. An adaptive performance seeking control system for optimizing the quasi-steady state performance of an F-15 aircraft was developed and flight tested. This system has three optimization modes: minimum fuel, maximum thrust, and minimum fan turbine inlet temperature. Tests of the minimum fuel and fan turbine inlet temperature modes were performed at a constant thrust. Supersonic single-engine flight tests of the three modes were conducted using varied after burning power settings. At supersonic conditions, the performance seeking control law optimizes the integrated airframe, inlet, and engine. At subsonic conditions, only the engine is optimized. Supersonic flight tests showed improvements in thrust of 9 percent, increases in fuel savings of 8 percent, and reductions of up to 85 deg R in turbine temperatures for all three modes. The supersonic performance seeking control structure is described and preliminary results of supersonic performance seeking control tests are given. These findings have implications for improving performance of civilian and military aircraft.

User type certification for advanced flight control systems

NASA Technical Reports Server (NTRS)

Gilson, Richard D.; Abbott, David W.

1994-01-01

Advanced avionics through flight management systems (FMS) coupled with autopilots can now precisely control aircraft from takeoff to landing. Clearly, this has been the most important improvement in aircraft since the jet engine. Regardless of the eventual capabilities of this technology, it is doubtful that society will soon accept pilotless airliners with the same aplomb they accept driverless passenger trains. Flight crews are still needed to deal with inputing clearances, taxiing, in-flight rerouting, unexpected weather decisions, and emergencies; yet it is well known that the contribution of human errors far exceed those of current hardware or software systems. Thus human errors remain, and are even increasing in percentage as the largest contributor to total system error. Currently, the flight crew is regulated by a layered system of certification: by operation, e.g., airline transport pilot versus private pilot; by category, e.g., airplane versus helicopter; by class, e.g., single engine land versus multi-engine land; and by type (for larger aircraft and jet powered aircraft), e.g., Boeing 767 or Airbus A320. Nothing in the certification process now requires an in-depth proficiency with specific types of avionics systems despite their prominent role in aircraft control and guidance.

Multi-Objective Optimization of a Turbofan for an Advanced, Single-Aisle Transport

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Guynn, Mark D.

2012-01-01

Considerable interest surrounds the design of the next generation of single-aisle commercial transports in the Boeing 737 and Airbus A320 class. Aircraft designers will depend on advanced, next-generation turbofan engines to power these airplanes. The focus of this study is to apply single- and multi-objective optimization algorithms to the conceptual design of ultrahigh bypass turbofan engines for this class of aircraft, using NASA s Subsonic Fixed Wing Project metrics as multidisciplinary objectives for optimization. The independent design variables investigated include three continuous variables: sea level static thrust, wing reference area, and aerodynamic design point fan pressure ratio, and four discrete variables: overall pressure ratio, fan drive system architecture (i.e., direct- or gear-driven), bypass nozzle architecture (i.e., fixed- or variable geometry), and the high- and low-pressure compressor work split. Ramp weight, fuel burn, noise, and emissions are the parameters treated as dependent objective functions. These optimized solutions provide insight to the ultrahigh bypass engine design process and provide information to NASA program management to help guide its technology development efforts.

Saturn Apollo Program

NASA Image and Video Library

1967-01-01

The Saturn IB S-IVB (second) stages in storage at the Douglas Aircraft Company's Sacramento Test Operations Facility (SACTO) in Sacramento, California. Designed and developed by the Marshall Space Flight Center and the Douglas Aircraft Company, the S-IVB stage was powered by a single J-2 engine, which produced 200,000 pounds of thrust, later uprated to 230,000 pounds for the Saturn V launch vehicle.

A Preliminary Study of Fuel Injection and Compression Ignition as Applied to an Aircraft Engine Cylinder

NASA Technical Reports Server (NTRS)

Gardiner, Arthur W

1927-01-01

This report summarizes some results obtained with a single cylinder test engine at the Langley Field Laboratory during a preliminary investigation of the problem of applying fuel injection and compression ignition to aircraft engines. For this work a standard Liberty Engine cylinder was fitted with a high compression, 11.4 : 1 compression ratio, piston, and equipped with an airless injection system, including a primary fuel pump, an injection pump, and an automatic injection valve. The results obtained during this investigation have indicated the possibility of applying airless injection and compression ignition to a cylinder of this size, 8-inch bore by 7-inch stroke, when operating at engine speeds as high as 1,850 R. P. M. A minimum specific fuel consumption with diesel engine fuel oil of 0.30 pound per I. HP. Hour was obtained when developing about 16 B. HP. At 1,730 R. P. M.

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2011 CFR

2011-04-01

... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and... United States (HTSUS) by meeting the following requirements: (1) The aircraft, aircraft engines, ground...

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2010 CFR

2010-04-01

... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and... United States (HTSUS) by meeting the following requirements: (1) The aircraft, aircraft engines, ground...

An algorithm to estimate aircraft cruise black carbon emissions for use in developing a cruise emissions inventory.

PubMed

Peck, Jay; Oluwole, Oluwayemisi O; Wong, Hsi-Wu; Miake-Lye, Richard C

2013-03-01

To provide accurate input parameters to the large-scale global climate simulation models, an algorithm was developed to estimate the black carbon (BC) mass emission index for engines in the commercial fleet at cruise. Using a high-dimensional model representation (HDMR) global sensitivity analysis, relevant engine specification/operation parameters were ranked, and the most important parameters were selected. Simple algebraic formulas were then constructed based on those important parameters. The algorithm takes the cruise power (alternatively, fuel flow rate), altitude, and Mach number as inputs, and calculates BC emission index for a given engine/airframe combination using the engine property parameters, such as the smoke number, available in the International Civil Aviation Organization (ICAO) engine certification databank. The algorithm can be interfaced with state-of-the-art aircraft emissions inventory development tools, and will greatly improve the global climate simulations that currently use a single fleet average value for all airplanes. An algorithm to estimate the cruise condition black carbon emission index for commercial aircraft engines was developed. Using the ICAO certification data, the algorithm can evaluate the black carbon emission at given cruise altitude and speed.

Analysis and Testing of a Composite Fuselage Shield for Open Rotor Engine Blade-Out Protection

NASA Technical Reports Server (NTRS)

Pereira, J. Michael; Emmerling, William; Seng, Silvia; Frankenberger, Charles; Ruggeri, Charles R.; Revilock, Duane M.; Carney, Kelly S.

2015-01-01

The Federal Aviation Administration is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the Aircraft. The NASA Glenn Research Center and The Naval Air Warfare Center (NAWC), China Lake, collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test lightweight composite shields for protection of the aircraft passengers and critical systems from a released blade that could impact the fuselage. In the test, two composite blades were pyrotechnically released from a running engine, each impacting a composite shield with a different thickness. The thinner shield was penetrated by the blade and the thicker shield prevented penetration. This was consistent with pre-test predictions. This paper documents the live fire test from the full scale rig at NAWC China Lake and describes the damage to the shields as well as instrumentation results.

Altus I aircraft on lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft climbs away after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altus I aircraft landing on Edwards lakebed runway 23

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft lands on Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Application of selected advanced technologies to high performance, single-engine, business airplanes

NASA Technical Reports Server (NTRS)

Domack, C. S.; Martin, G. L.

1984-01-01

Improvements in performance and fuel efficiency are evaluated for five new configurations of a six place, single turboprop, business airplane derived from a conventional, aluminum construction baseline aircraft. Results show the greatest performance gains for enhancements in natural laminar flow. A conceptual diesel engine provides greater fuel efficiency but reduced performance. Less significant effects are produced by the utilization of composite materials construction or by reconfiguration from tractor to pusher propeller installation.

Preliminary candidate advanced avionics system for general aviation

NASA Technical Reports Server (NTRS)

Mccalla, T. M.; Grismore, F. L.; Greatline, S. E.; Birkhead, L. M.

1977-01-01

An integrated avionics system design was carried out to the level which indicates subsystem function, and the methods of overall system integration. Sufficient detail was included to allow identification of possible system component technologies, and to perform reliability, modularity, maintainability, cost, and risk analysis upon the system design. Retrofit to older aircraft, availability of this system to the single engine two place aircraft, was considered.

Ground-recorded sonic boom signatures of F-18 aircraft formation flight

NASA Technical Reports Server (NTRS)

Bahm, Catherine M.; Haering, Edward A., Jr.

1995-01-01

Two F-18 aircraft were flown, one above the other, in two formations, in order for the shock systems of the two aircraft to merge and propagate to the ground. The first formation had the canopy of the lower F-18 in the inlet shock of the upper F-18 (called inlet-canopy). The flight conditions were Mach 1.22 and an altitude of 23,500 ft. An array of five sonic boom recorders was used on the ground to record the sonic boom signatures. This paper describes the flight test technique and the ground level sonic boom signatures. The tail-canopy formation resulted in two, separated, N-wave signatures. Such signatures probably resulted from aircraft positioning error. The inlet-canopy formation yielded a single modified signature; two recorders measured an approximate flattop signature. Loudness calculations indicated that the single inlet-canopy signatures were quieter than the two, separated tail-canopy signatures. Significant loudness occurs after a sonic boom signature. Such loudness probably comes from the aircraft engines.

A study of low-cost reliable actuators for light aircraft. Part A: Chapters 1-8

NASA Technical Reports Server (NTRS)

Eijsink, H.; Rice, M.

1978-01-01

An analysis involving electro-mechanical, electro-pneumatic, and electro-hydraulic actuators was performed to study which are compatible for use in the primary and secondary flight controls of a single engine light aircraft. Actuator characteristics under investigation include cost, reliability, weight, force, volumetric requirements, power requirements, response characteristics and heat accumulation characteristics. The basic types of actuators were compared for performance characteristics in positioning a control surface model and then were mathematically evaluated in an aircraft to get the closed loop dynamic response characteristics. Conclusions were made as to the suitability of each actuator type for use in an aircraft.

Circulation control propellers for general aviation, including a BASIC computer program

NASA Technical Reports Server (NTRS)

Taback, I.; Braslow, A. L.; Butterfield, A. J.

1983-01-01

The feasibility of replacing variable pitch propeller mechanisms with circulation control (Coanada effect) propellers on general aviation airplanes was examined. The study used a specially developed computer program written in BASIC which could compare the aerodynamic performance of circulation control propellers with conventional propellers. The comparison of aerodynamic performance for circulation control, fixed pitch and variable pitch propellers is based upon the requirements for a 1600 kg (3600 lb) single engine general aviation aircraft. A circulation control propeller using a supercritical airfoil was shown feasible over a representative range of design conditions. At a design condition for high speed cruise, all three types of propellers showed approximately the same performance. At low speed, the performance of the circulation control propeller exceeded the performance for a fixed pitch propeller, but did not match the performance available from a variable pitch propeller. It appears feasible to consider circulation control propellers for single engine aircraft or multiengine aircraft which have their propellers on a common axis (tractor pusher). The economics of the replacement requires a study for each specific airplane application.

Refan program. Phase 1: Summary report

NASA Technical Reports Server (NTRS)

Sams, E. W.; Bresnahan, D. L.

1973-01-01

The Refan Program is aimed at a large reduction in aircraft approach and takeoff noise in the vicinity of airports caused by the JT3D-powered 707's and DC-8's and the JT8D-powered 727's, 737's and DC-9's. These aircraft represent a major part of the existing commercial fleet. The noise reductions can be achieved by engine and nacelle modifications in the form of aircraft retrofit kits. Engine turbomachinery noise is reduced by replacing the current two-stage fan with a larger single-stage fan and by nacelle acoustic treatment. Jet noise is reduced by the reduction on jet velocity caused by additional turbine work extraction to drive the larger bypass fan. The predicted net effect of these modifications on installed performance is large noise reductions on both approach and takeoff, increased takeoff thrust, decreased takeoff field length, and maintained or improved aircraft range depending on the amount of acoustic treatment included. The Refan Program is being conducted in two phases under contracts with one engine and two airframe companies. Results of the Phase I work are summarized in this report which describes the refan nacelle configurations studied, the airplane modifications required to install the nacelles, and the resulting airplane performance and noise reductions predicted for all five aircraft.

40 CFR 87.5 - Special test procedures.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES General Provisions § 87.5 Special test... aircraft or aircraft engines, approve test procedures for any aircraft or aircraft engine that is not...

77 FR 76842 - Exhaust Emissions Standards for New Aircraft Gas Turbine Engines and Identification Plate for...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-31

... Aircraft Gas Turbine Engines and Identification Plate for Aircraft Engines AGENCY: Federal Aviation... , compliance flexibilities, and other regulatory requirements for aircraft turbofan or turbojet engines with...)(v). 6. Standards for Supersonic Aircraft Turbine Engines This final rule contains carbon monoxide...

Experimental research and design planning in the field of liquid-propellant rocket engines conducted between 1934 - 1944 by the followers of F. A. Tsander

NASA Technical Reports Server (NTRS)

Dushkin, L. S.

1977-01-01

The development of the following Liquid-Propellant Rocket Engines (LPRE) is reviewed: (1) an alcohol-oxygen single-firing LPRE for use in wingless and winged rockets, (2) a similar multifiring LPRE for use in rocket gliders, (3) a combined solid-liquid propellant rocket engine, and (4) an aircraft LPRE operating on nitric acid and kerosene.

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2014 CFR

2014-04-01

... engines, ground flight simulators, parts, components, and subassemblies. 10.183 Section 10.183 Customs... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and...

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2013 CFR

2013-04-01

... engines, ground flight simulators, parts, components, and subassemblies. 10.183 Section 10.183 Customs... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and...

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2012 CFR

2012-04-01

... engines, ground flight simulators, parts, components, and subassemblies. 10.183 Section 10.183 Customs... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2011 CFR

2011-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2013 CFR

2013-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2014 CFR

2014-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2012 CFR

2012-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2013 CFR

2013-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2011 CFR

2011-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2012 CFR

2012-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 43.7 - Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or...

Code of Federal Regulations, 2014 CFR

2014-01-01

..., airframes, aircraft engines, propellers, appliances, or component parts for return to service after... Administrator, may approve an aircraft, airframe, aircraft engine, propeller, appliance, or component part for..., airframe, aircraft engine, propeller, appliance, or component part for return to service as provided in...

Boeing B–29 Superfortress at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-07-21

A Boeing B–29 Superfortress at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The B–29 was the Army Air Forces’ deadliest weapon during the latter portion of World War II. The aircraft was significantly larger than previous bombers but could fly faster and higher. The B–29 was intended to soar above anti-aircraft fire and make pinpoint drops onto strategic targets. The bomber was forced to carry 20,000 pounds more armament than it was designed for. The extra weight pushed the B–29’s four powerful Wright R–3350 engines to their operating limits. The over-heating of the engines proved to be a dangerous problem. The military asked the NACA to tackle the issue. Full-scale engine tests on a R–3350 engine in the Prop House demonstrated that a NACA-designed impeller increased the flow rate of the fuel injection system. Altitude Wind Tunnel studies of the engine led to the reshaping of cowling inlet and outlet to improve airflow and reduce drag. Single-cylinder studies on valve failures were resolved by a slight extension of the cylinder head, and the Engine Research Building researchers combated uneven heating with a new fuel injection system. The modifications were then tried out on an actual B–29. The bomber arrived in Cleveland on June 22, 1944. The new injection impeller, ducted head baffles and instrumentation were installed on the bomber’s two left wing engines. Eleven test flights were flown over the next month with military pilots at the helm. Overall the flight tests corroborated the wind tunnel and test stand studies.

78 FR 70216 - Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-25

... Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines AGENCY: Federal Aviation... all Thielert Aircraft Engines GmbH TAE 125-01 reciprocating engines. This AD requires applying sealant... directive (AD): 2013-24-06 Thielert Aircraft Engines GmbH: Amendment 39-17680; Docket No. FAA-2013-0561...

NBAA business aviation fact book, 2003

DOT National Transportation Integrated Search

2003-01-01

Business aircraft are utilized by all types of people : and companies, from individuals who often fly rented, : single-engine, piston-powered airplanes, to sales : or management teams from the largest multinational : corporations, many of which own f...

Validation of an Integrated Airframe and Turbofan Engine Simulation for Evaluation of Propulsion Control Modes

NASA Technical Reports Server (NTRS)

Litt, Jonathan S.; Sowers, T Shane; Liu, Yuan; Owen, A. Karl; Guo, Ten-Huei

2015-01-01

The National Aeronautics and Space Administration (NASA) has developed independent airframe and engine models that have been integrated into a single real-time aircraft simulation for piloted evaluation of propulsion control algorithms. In order to have confidence in the results of these evaluations, the integrated simulation must be validated to demonstrate that its behavior is realistic and that it meets the appropriate Federal Aviation Administration (FAA) certification requirements for aircraft. The paper describes the test procedures and results, demonstrating that the integrated simulation generally meets the FAA requirements and is thus a valid testbed for evaluation of propulsion control modes.

Thrust vectoring for lateral-directional stability

NASA Technical Reports Server (NTRS)

Peron, Lee R.; Carpenter, Thomas

1992-01-01

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

76 FR 40219 - Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engine

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-08

... Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engine AGENCY... installed on a limited number of engines. No defective washers have been shipped as spare parts. This... consequent ignition failure, possibly resulting in damage to the engine, in- flight engine shutdown and...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Manufacture of new aircraft, aircraft... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

40 CFR 87.71 - Compliance with gaseous emission standards.

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 87.71 Compliance with gaseous emission standards. Compliance with each gaseous emission standard by an aircraft engine shall be...

40 CFR 87.71 - Compliance with gaseous emission standards.

Code of Federal Regulations, 2011 CFR

2011-07-01

... PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 87.71 Compliance with gaseous emission standards. Compliance with each gaseous emission standard by an aircraft engine shall be...

Cascade Optimization Strategy with Neural Network and Regression Approximations Demonstrated on a Preliminary Aircraft Engine Design

NASA Technical Reports Server (NTRS)

Hopkins, Dale A.; Patnaik, Surya N.

2000-01-01

A preliminary aircraft engine design methodology is being developed that utilizes a cascade optimization strategy together with neural network and regression approximation methods. The cascade strategy employs different optimization algorithms in a specified sequence. The neural network and regression methods are used to approximate solutions obtained from the NASA Engine Performance Program (NEPP), which implements engine thermodynamic cycle and performance analysis models. The new methodology is proving to be more robust and computationally efficient than the conventional optimization approach of using a single optimization algorithm with direct reanalysis. The methodology has been demonstrated on a preliminary design problem for a novel subsonic turbofan engine concept that incorporates a wave rotor as a cycle-topping device. Computations of maximum thrust were obtained for a specific design point in the engine mission profile. The results (depicted in the figure) show a significant improvement in the maximum thrust obtained using the new methodology in comparison to benchmark solutions obtained using NEPP in a manual design mode.

NACA D-558-2 Test Force w/P2B-1S & F-86

NASA Technical Reports Server (NTRS)

1952-01-01

These people and this equipment supported the flight of the NACA D-558-2 Skyrocket at the High-Speed Flight Station at South Base, Edwards AFB. Note the two Sabre chase planes, the P2B-1S launch aircraft, and the profusion of ground support equipment, including communications, tracking, maintenance, and rescue vehicles. Research pilot A. Scott Crossfield stands in front of the Skyrocket. Three D-558-2 'Skyrockets' were built by Douglas Aircraft, Inc. for NACA and the Navy. The mission of the D-558-2 program was to investigate the flight characteristics of a swept-wing aircraft at high supersonic speeds. Particular attention was given to the problem of 'pitch-up,' a phenomenon often encountered with swept-wing configured aircraft. The D-558-2 was a single-place, 35-degree swept-wing aircraft measuring 42 feet in length. It was 12 feet, 8 inches in height and had a wingspan of 25 feet. Fully fueled it weighed from about 10,572 pounds to 15,787 pounds depending on configuration. The first of the three D-558-IIs had a Westinghouse J34-40 jet engine and took off under its own power. The second was equipped with a turbojet engine replaced in 1950 with a Reaction Motors Inc. LR8-RM-6 rocket engine. This aircraft was modified so it could be air-launched from a P2B-1S (Navy designation for the B-29) carrier aircraft. The third Skyrocket had the jet engine and the rocket engine but was also modified so it could be air-launched. The jet engine was for takeoff and climbing to altitude and the four-chambered rocket engine was for reaching supersonic speeds. The rocket engine was rated at 6,000 pounds of thrust. The D-558-2 was first flown on Feb. 4, 1948, by John Martin, a Douglas test pilot. A NACA pilot, Scott Crossfield, became the first person to fly faster than twice the speed of sound when he piloted the D-558-II to its maximum speed of 1,291 miles per hour on Nov. 20, 1953. Its peak altitude, 83,235 feet, a record in its day, was reached with USMC Lt. Col. Marion Carl behind the controls.

40 CFR 87.1 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-07-01

... engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds... Model means all commercial aircraft turbine engines which are of the same general series, displacement...

40 CFR 87.1 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-07-01

... engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds... Model means all commercial aircraft turbine engines which are of the same general series, displacement...

40 CFR 87.1 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds... Model means all commercial aircraft turbine engines which are of the same general series, displacement...

Emergency flight control system using one engine and fuel transfer

NASA Technical Reports Server (NTRS)

Burcham, Jr., Frank W. (Inventor); Burken, John J. (Inventor); Le, Jeanette (Inventor)

2000-01-01

A system for emergency aircraft control uses at least one engine and lateral fuel transfer that allows a pilot to regain control over an aircraft under emergency conditions. Where aircraft propulsion is available only through engines on one side of the aircraft, lateral fuel transfer provides means by which the center of gravity of the aircraft can be moved over to the wing associated with the operating engine, thus inducing a moment that balances the moment from the remaining engine, allowing the pilot to regain control over the aircraft. By implementing the present invention in flight control programming associated with a flight control computer (FCC), control of the aircraft under emergency conditions can be linked to the yoke or autopilot knob of the aircraft. Additionally, the center of gravity of the aircraft can be shifted in order to effect maneuvers and turns by spacing such center of gravity either closer to or farther away from the propelling engine or engines. In an alternative embodiment, aircraft having a third engine associated with the tail section or otherwise are accommodated and implemented by the present invention by appropriately shifting the center of gravity of the aircraft. Alternatively, where a four-engine aircraft has suffered loss of engine control on one side of the plane, the lateral fuel transfer may deliver the center of gravity closer to the two remaining engines. Differential thrust between the two can then control the pitch and roll of the aircraft in conjunction with lateral fuel transfer.

The Use of an Ultra-Compact Combustor as an Inter-Turbine Burner for Improved Engine Performance

DTIC Science & Technology

2014-03-27

27 25 NPSS Mixed Flow Turbofan Model - Element and Link Names . . . . . . . . . 30 26 VCE with Variable Components Labeled...the power generation, Vogeler proposed the Sequential Combustion Cycle (SCC) for use in aircraft engines [13]. For a conventional turbofan with a...single combustor, thrust is a function of bypass ratio and maximum pressure and temperature in the cycle. Considering a twin spool turbofan engine as

14 CFR 45.13 - Identification data.

Code of Federal Regulations, 2014 CFR

2014-01-01

... any aircraft, aircraft engine, propeller, propeller blade, or propeller hub, without the approval of... paragraph (a) of this section on any aircraft, aircraft engine, propeller, propeller blade, or propeller hub... this section on any aircraft, aircraft engine, propeller, propeller blade, or propeller hub other than...

14 CFR 45.13 - Identification data.

Code of Federal Regulations, 2013 CFR

2013-01-01

... any aircraft, aircraft engine, propeller, propeller blade, or propeller hub, without the approval of... paragraph (a) of this section on any aircraft, aircraft engine, propeller, propeller blade, or propeller hub... this section on any aircraft, aircraft engine, propeller, propeller blade, or propeller hub other than...

75 FR 70098 - Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-17

... Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engines AGENCY...: This Airworthiness Directive (AD) results from reports of cracks in the engine crankcase. Austro... crankcase assembly has permitted to reduce applicability of the new AD, when based on engines' serial...

77 FR 13488 - Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-07

... Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) Reciprocating Engines AGENCY: Federal Aviation... this AD, contact Thielert Aircraft Engines GmbH, Platanenstrasse 14 D-09350, Lichtenstein, Germany... following new AD: 2010-11-09R1 Thielert Aircraft Engines GmbH: Amendment 39-16972; Docket No. FAA-2009-0201...

The Demand for Single Engine Piston Aircraft,

DTIC Science & Technology

1987-08-01

Other promising variables included Student Pilots and - Maintenance and overhaul costs. None of the national economic " variables tested was effective ...publicity and are presumed to exist 1everywhere. *O 2-11 . ., Today’s deregulated airline envi ronrrient has had opposing effects on the use of small aircraft...delivered. Foreign producers have learned to compete effectively in these segments of the U.S. marketplace. one can assume they could do the same in

Thin-film sensors for space propulsion technology: Fabrication and preparation for testing

NASA Technical Reports Server (NTRS)

Kim, Walter S.; Hepp, Aloysius F.

1989-01-01

The goal of this work is to develop and test thin-film thermocouples for Space Shuttle Main Engine (SSME) components. Thin-film thermocouples have been developed for aircraft gas turbine engines and are in use for temperature measurement on turbine blades up to 1800 F. Established aircraft engine gas turbine technology is currently being adapted to turbine engine blade materials and the environment encountered in the SSME, especially severe thermal shock from cryogenic fuel to combustion temperatures. Initial results using coupons of MAR M-246 (+Hf) and PWA 1480 have been followed by fabrication of thin-film thermocouples on SSME turbine blades. Current efforts are focused on preparing for testing in the Turbine Blade Tester at the NASA Marshall Space Flight Center (MSFC). Future work will include testing of thin-film thermocouples on SSME blades of single crystal PWA 1480 at MSFC.

14 CFR 21.16 - Special conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the... safety standards for the aircraft, aircraft engine or propeller as the Administrator finds necessary to...

14 CFR 21.16 - Special conditions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... standards for an aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the... safety standards for the aircraft, aircraft engine or propeller as the Administrator finds necessary to...

14 CFR 45.13 - Identification data.

Code of Federal Regulations, 2012 CFR

2012-01-01

... paragraph (a) of this section, on any aircraft, aircraft engine, propeller, propeller blade, or propeller... identification information required by paragraph (a) of this section on any aircraft, aircraft engine, propeller... with paragraph (d)(2) of this section on any aircraft, aircraft engine, propeller, propeller blade, or...

Study of aerodynamic technology for single-cruise-engine V/STOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Mark, L.

1982-01-01

Conceptual designs and analyses were conducted on two V/STOL supersonic fighter/attack aircraft. These aircraft feature low footprint temperature and pressure thrust augmenting ejectors in the wings for vertical lift, combined with a low wing loading, low wave drag airframe for outstanding cruise and supersonic performance. Aerodynamic, propulsion, performance, and mass properties were determined and are presented for each aircraft. Aerodynamic and Aero/Propulsion characteristics having the most significant effect on the success of the up and away flight mode were identified, and the certainty with which they could be predicted was defined. A wind tunnel model and test program are recommended to resolve the identified uncertainties.

The Flight Optimization System Weights Estimation Method

NASA Technical Reports Server (NTRS)

Wells, Douglas P.; Horvath, Bryce L.; McCullers, Linwood A.

2017-01-01

FLOPS has been the primary aircraft synthesis software used by the Aeronautics Systems Analysis Branch at NASA Langley Research Center. It was created for rapid conceptual aircraft design and advanced technology impact assessments. FLOPS is a single computer program that includes weights estimation, aerodynamics estimation, engine cycle analysis, propulsion data scaling and interpolation, detailed mission performance analysis, takeoff and landing performance analysis, noise footprint estimation, and cost analysis. It is well known as a baseline and common denominator for aircraft design studies. FLOPS is capable of calibrating a model to known aircraft data, making it useful for new aircraft and modifications to existing aircraft. The weight estimation method in FLOPS is known to be of high fidelity for conventional tube with wing aircraft and a substantial amount of effort went into its development. This report serves as a comprehensive documentation of the FLOPS weight estimation method. The development process is presented with the weight estimation process.

GASP- General Aviation Synthesis Program. Volume 1: Main program. Part 1: Theoretical development

NASA Technical Reports Server (NTRS)

Hague, D.

1978-01-01

The General Aviation synthesis program performs tasks generally associated with aircraft preliminary design and allows an analyst the capability of performing parametric studies in a rapid manner. GASP emphasizes small fixed-wing aircraft employing propulsion systems varying froma single piston engine with fixed pitch propeller through twin turboprop/ turbofan powered business or transport type aircraft. The program, which may be operated from a computer terminal in either the batch or interactive graphic mode, is comprised of modules representing the various technical disciplines integrated into a computational flow which ensures that the interacting effects of design variables are continuously accounted for in the aircraft sizing procedure. The model is a useful tool for comparing configurations, assessing aircraft performance and economics, performing tradeoff and sensitivity studies, and assessing the impact of advanced technologies on aircraft performance and economics.

The Effect of Rotor Cruise Tip Speed, Engine Technology and Engine/Drive System RPM on the NASA Large Civil Tiltrotor (LCTR2) Size and Performance

NASA Technical Reports Server (NTRS)

Robuck, Mark; Wilkerson, Joseph; Maciolek, Robert; Vonderwell, Dan

2012-01-01

A multi-year study was conducted under NASA NNA06BC41C Task Order 10 and NASA NNA09DA56C task orders 2, 4, and 5 to identify the most promising propulsion system concepts that enable rotor cruise tip speeds down to 54% of the hover tip speed for a civil tiltrotor aircraft. Combinations of engine RPM reduction and 2-speed drive systems were evaluated. Three levels of engine and the drive system advanced technology were assessed; 2015, 2025 and 2035. Propulsion and drive system configurations that resulted in minimum vehicle gross weight were identified. Design variables included engine speed reduction, drive system speed reduction, technology, and rotor cruise propulsion efficiency. The NASA Large Civil Tiltrotor, LCTR, aircraft served as the base vehicle concept for this study and was resized for over thirty combinations of operating cruise RPM and technology level, quantifying LCTR2 Gross Weight, size, and mission fuel. Additional studies show design sensitivity to other mission ranges and design airspeeds, with corresponding relative estimated operational cost. The lightest vehicle gross weight solution consistently came from rotor cruise tip speeds between 422 fps and 500 fps. Nearly equivalent results were achieved with operating at reduced engine RPM with a single-speed drive system or with a two-speed drive system and 100% engine RPM. Projected performance for a 2025 engine technology provided improved fuel flow over a wide range of operating speeds relative to the 2015 technology, but increased engine weight nullified the improved fuel flow resulting in increased aircraft gross weights. The 2035 engine technology provided further fuel flow reduction and 25% lower engine weight, and the 2035 drive system technology provided a 12% reduction in drive system weight. In combination, the 2035 technologies reduced aircraft takeoff gross weight by 14% relative to the 2015 technologies.

14 CFR 21.33 - Inspection and tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) No aircraft, aircraft engine, propeller, or part thereof may be presented to the Administrator for... aircraft, aircraft engine, propeller, or part thereof; and (2) No change may be made to an aircraft, aircraft engine, propeller, or part thereof between the time that compliance with paragraphs (b)(2) through...

14 CFR 21.16 - Special conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The... for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish a level of...

14 CFR 21.16 - Special conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The... for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish a level of...

14 CFR 21.16 - Special conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... aircraft, aircraft engine, or propeller because of a novel or unusual design feature of the aircraft, aircraft engine or propeller, he prescribes special conditions and amendments thereto for the product. The... for the aircraft, aircraft engine or propeller as the FAA finds necessary to establish a level of...

14 CFR 21.1 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... purposes of this part, the word “product” means an aircraft, aircraft engine, or propeller. In addition... a document issued by the FAA for an aircraft, aircraft engine, propeller, or article which certifies that the aircraft, aircraft engine, propeller, or article conforms to its approved design and is in a...

75 FR 28504 - Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-21

... Airworthiness Directives; Various Aircraft Equipped With Rotax Aircraft Engines 912 A Series Engines AGENCY... reports of cracks in the engine crankcase. Austro Control GmbH (ACG) addressed the problem by issuing AD... applicability of the new AD, when based on engines' serial numbers (s/n). On the other hand, applicability is...

14 CFR 21.33 - Inspection and tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

.... However, unless otherwise authorized by the Administrator— (1) No aircraft, aircraft engine, propeller, or...) through (b)(4) of this section has been shown for that aircraft, aircraft engine, propeller, or part thereof; and (2) No change may be made to an aircraft, aircraft engine, propeller, or part thereof between...

14 CFR 21.1 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... purposes of this part, the word “product” means an aircraft, aircraft engine, or propeller. In addition... document issued by the FAA for an aircraft, aircraft engine, propeller, or article which certifies that the aircraft, aircraft engine, propeller, or article conforms to its approved design and is in a condition for...

Response Sensitivity of Typical Aircraft Jet Engine Fan Blade-Like Structures to Bird Impacts.

DTIC Science & Technology

1982-05-01

AIRCRAFT ENGINE BU--ETC F/G 21/5 RESPONSE SENSITIVITY OF TYPICAL AIRCRAFT JET ENGINE FAN BLADE -L...SENSITIVITY OF TYPICAL AIRCRAFT JET ENGINE FAN BLADE -LIKE STRUCTURES TO BIRD IMPACTS David P. Bauer Robert S. Bertke University of Dayton Research...COVERED RESPONSE SENSITIVITY OF TYPICAL AIRCRAFT FINAL REPORT JET ENGINE FAN BLADE -LIKE STRUCTURES Oct. 1977 to Jan. 1979 TO BIRD IMPACTS s.

Emissions of piston engine aircraft using aviation gasoline (avgas) and motor gasoline (mogas) as fuel – a review

NASA Astrophysics Data System (ADS)

Thanikasalam, K.; Rahmat, M.; Fahmi, A. G. Mohammad; Zulkifli, A. M.; Shawal, N. Noor; Ilanchelvi, K.; Ananth, M.; Elayarasan, R.

2018-05-01

There are two categories of aircraft engines, namely, piston and gas turbine engines. Piston engine extracts energy from a combustion compartment through a piston and crank apparatus that engages the propellers, which in turn, provides an aircraft the needed momentum. On the other hand, gas turbine engine heats a compressed air in the combustion compartment resulting in propulsion that drives an aircraft. Piston engine aircrafts might appear small but together thousands of piston engine aircraft, which encompasses a bulk of the general aviation fleet, present a considerable health threat. That is because these aircraft, which depend on avgas and mogas to run, comprise major remaining sources of lead emissions. People exposed to even small levels of lead, particularly children, have tendencies to suffer from cognitive and neurological harm. Dissimilar from commercial airliners that do not utilize leaded fuels, piston engine aircraft account for nearly half of the lead discharge in skies. But, what is the extent of the impact caused by these airborne emissions on the country’s economy and public health? To answer this query, a thorough literature review on emissions of piston engine aircraft ought to be undertaken. This article conducts a literature review on emissions of piston engine aircraft using avgas as fuel and mogas as fuel.

Design of a high-performance rotary stratified-charge research aircraft engine

NASA Technical Reports Server (NTRS)

Jones, C.; Mount, R. E.

1984-01-01

The power section for an advanced rotary stratified-charge general aviation engine has been designed under contract to NASA. The single-rotor research engine of 40 cubic-inches displacement (RCI-40), now being procured for test initiation this summer, is targeted for 320 T.O. horse-power in a two-rotor production engine. The research engine is designed for operating on jet-fuel, gasoline or diesel fuel and will be used to explore applicable advanced technologies and to optimize high output performance variables. Design of major components of the engine is described in this paper.

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

NASA Technical Reports Server (NTRS)

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

1972-01-01

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

Design of aircraft turbine fan drive gear transmission system

NASA Technical Reports Server (NTRS)

Dent, E.; Hirsch, R. A.; Peterson, V. W.

1970-01-01

The following basic types of gear reduction concepts were studied as being feasible power train systems for a low-bypass-ratio, single-spool, geared turbofan engine for general aircraft use: (1) single-stage external-internal reduction, (2) gears (offset shafting), (3) multiple compound idler gear system (concentric shafting), and (4) star gear planetary system with internal ring gear final output member (concentric shafting-counterrotation). In addition, studies were made of taking the accessories drive power off both the high-speed and low-speed shafting, using either face gears or spiral bevel gears. Both antifriction and sleeve-type bearings were considered for the external-internal and star-planet reduction concepts.

Concepts for reducing exhaust emissions and fuel consumption of the aircraft piston engine

NASA Technical Reports Server (NTRS)

Rezy, B. J.; Stuckas, K. J.; Tucker, J. R.; Meyers, J. E.

1979-01-01

A study was made to reduce exhaust emissions and fuel consumption of a general aviation aircraft piston engine by applying known technology. Fourteen promising concepts such as stratified charge combustion chambers, cooling cylinder head improvements, and ignition system changes were evaluated for emission reduction and cost effectiveness. A combination of three concepts, improved fuel injection system, improved cylinder head with exhaust port liners and exhaust air injection was projected as the most cost effective and safe means of meeting the EPA standards for CO, HC and NO. The fuel economy improvement of 4.6% over a typical single engine aircraft flight profile does not though justify the added cost of the three concepts, and significant reductions in fuel consumption must be applied to the cruise mode where most of the fuel is used. The use of exhaust air injection in combination with exhaust port liners reduces exhaust valve stem temperatures which can result in longer valve guide life. The use of exhaust port liners alone can reduce engine cooling air requirements by 11% which is the equivalent of a 1.5% increase in propulsive power. The EPA standards for CO, HC and NO can be met in the IO-520 engine using air injection alone or the Simmonds improved fuel injection system.

Aircraft engine sensor fault diagnostics using an on-line OBEM update method.

PubMed

Liu, Xiaofeng; Xue, Naiyu; Yuan, Ye

2017-01-01

This paper proposed a method to update the on-line health reference baseline of the On-Board Engine Model (OBEM) to maintain the effectiveness of an in-flight aircraft sensor Fault Detection and Isolation (FDI) system, in which a Hybrid Kalman Filter (HKF) was incorporated. Generated from a rapid in-flight engine degradation, a large health condition mismatch between the engine and the OBEM can corrupt the performance of the FDI. Therefore, it is necessary to update the OBEM online when a rapid degradation occurs, but the FDI system will lose estimation accuracy if the estimation and update are running simultaneously. To solve this problem, the health reference baseline for a nonlinear OBEM was updated using the proposed channel controller method. Simulations based on the turbojet engine Linear-Parameter Varying (LPV) model demonstrated the effectiveness of the proposed FDI system in the presence of substantial degradation, and the channel controller can ensure that the update process finishes without interference from a single sensor fault.

Aircraft engine sensor fault diagnostics using an on-line OBEM update method

PubMed Central

Liu, Xiaofeng; Xue, Naiyu; Yuan, Ye

2017-01-01

This paper proposed a method to update the on-line health reference baseline of the On-Board Engine Model (OBEM) to maintain the effectiveness of an in-flight aircraft sensor Fault Detection and Isolation (FDI) system, in which a Hybrid Kalman Filter (HKF) was incorporated. Generated from a rapid in-flight engine degradation, a large health condition mismatch between the engine and the OBEM can corrupt the performance of the FDI. Therefore, it is necessary to update the OBEM online when a rapid degradation occurs, but the FDI system will lose estimation accuracy if the estimation and update are running simultaneously. To solve this problem, the health reference baseline for a nonlinear OBEM was updated using the proposed channel controller method. Simulations based on the turbojet engine Linear-Parameter Varying (LPV) model demonstrated the effectiveness of the proposed FDI system in the presence of substantial degradation, and the channel controller can ensure that the update process finishes without interference from a single sensor fault. PMID:28182692

USAF bioenvironmental noise data handbook. Volume 158: F-106A aircraft, near and far-field noise

NASA Astrophysics Data System (ADS)

Rau, T. H.

1982-05-01

The USAF F-106A is a single seat, all-weather fighter/interceptor aircraft powered by a J75-P-17 turbojet engine. This report provides measured and extrapolated data defining the bioacoustic environments produced by this aircraft operating on a concrete runup pad for five engine-power conditions. Near-field data are reported for five locations in a wide variety of physical and psychoacoustic measures: overall and band sound pressure levels, C-weighted and A-weighted sound levels, preferred speech interference level, perceived noise levels, and limiting times for total daily exposure of personnel with and without standard Air Force ear protectors. Far-field data measured at 19 locations are normalized to standard meteorological conditions and extrapolated from 75 - 8000 meters to derive sets of equal-value contours for these same seven acoustic measures as functions of angle and distance from the source.

Lightweight two-stroke cycle aircraft diesel engine technology enablement program, volume 1

NASA Technical Reports Server (NTRS)

Freen, P. D.; Berenyi, S. G.; Brouwers, A. P.; Moynihan, M. E.

1985-01-01

An experimental Single Cylinder Test Engine Program is conducted to confirm the analytically projected performance of a two-stroke cycle diesel engine for aircraft applications. The test engine delivered 78kW indicated power from 1007cc displacement, operating at 3500 RPM on Schnuerle loop scavenged two-stroke cycle. Testing confirms the ability of a proposed 4-cylinder version of such an engine to reach the target power at altitude, in a highly turbocharged configuration. The experimental program defines all necessary parameters to permit design of a multicylinder engine for eventual flight applications; including injection system requirement, turbocharging, heat rejection, breathing, scavenging, and structural requirements. The multicylinder engine concept is configured to operate with an augmented turbocharger, but with no primary scavenge blower. The test program is oriented to provide a balanced turbocharger compressor to turbine power balance without an auxiliary scavenging system. Engine cylinder heat rejection to the ambient air has been significantly reduced and the minimum overall turbocharger efficiency required is within the range of commercially available turbochargers. Analytical studies and finite element modeling is made of insulated configurations of the engines - including both ceramic and metallic versions. A second generation test engine is designed based on current test results.

14 CFR 21.21 - Issue of type certificate: normal, utility, acrobatic, commuter, and transport category aircraft...

Code of Federal Regulations, 2014 CFR

2014-01-01

...; aircraft engines; propellers. 21.21 Section 21.21 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...; manned free balloons; special classes of aircraft; aircraft engines; propellers. An applicant is entitled... category, or for a manned free balloon, special class of aircraft, or an aircraft engine or propeller, if...

14 CFR 21.21 - Issue of type certificate: normal, utility, acrobatic, commuter, and transport category aircraft...

Code of Federal Regulations, 2010 CFR

2010-01-01

...; aircraft engines; propellers. 21.21 Section 21.21 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...; manned free balloons; special classes of aircraft; aircraft engines; propellers. Link to an amendment..., special class of aircraft, or an aircraft engine or propeller, if— (a) The product qualifies under § 21.27...

14 CFR 21.21 - Issue of type certificate: normal, utility, acrobatic, commuter, and transport category aircraft...

Code of Federal Regulations, 2013 CFR

2013-01-01

...; aircraft engines; propellers. 21.21 Section 21.21 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...; manned free balloons; special classes of aircraft; aircraft engines; propellers. An applicant is entitled... category, or for a manned free balloon, special class of aircraft, or an aircraft engine or propeller, if...

14 CFR 21.21 - Issue of type certificate: normal, utility, acrobatic, commuter, and transport category aircraft...

Code of Federal Regulations, 2012 CFR

2012-01-01

...; aircraft engines; propellers. 21.21 Section 21.21 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...; manned free balloons; special classes of aircraft; aircraft engines; propellers. An applicant is entitled... category, or for a manned free balloon, special class of aircraft, or an aircraft engine or propeller, if...

14 CFR 49.51 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRCRAFT TITLES AND SECURITY DOCUMENTS Encumbrances Against Air Carrier Aircraft Engines, Propellers... aircraft engine, propeller, or appliance maintained by or on behalf of an air carrier certificated under 49 U.S.C. 44705 for installation or use in aircraft, aircraft engines, or propellers, or any spare...

14 CFR 49.51 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT TITLES AND SECURITY DOCUMENTS Encumbrances Against Air Carrier Aircraft Engines, Propellers... aircraft engine, propeller, or appliance maintained by or on behalf of an air carrier certificated under 49 U.S.C. 44705 for installation or use in aircraft, aircraft engines, or propellers, or any spare...

14 CFR 49.51 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT TITLES AND SECURITY DOCUMENTS Encumbrances Against Air Carrier Aircraft Engines, Propellers... aircraft engine, propeller, or appliance maintained by or on behalf of an air carrier certificated under 49 U.S.C. 44705 for installation or use in aircraft, aircraft engines, or propellers, or any spare...

14 CFR 49.51 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRCRAFT TITLES AND SECURITY DOCUMENTS Encumbrances Against Air Carrier Aircraft Engines, Propellers... aircraft engine, propeller, or appliance maintained by or on behalf of an air carrier certificated under 49 U.S.C. 44705 for installation or use in aircraft, aircraft engines, or propellers, or any spare...

14 CFR 49.51 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-01-01

... AIRCRAFT TITLES AND SECURITY DOCUMENTS Encumbrances Against Air Carrier Aircraft Engines, Propellers... aircraft engine, propeller, or appliance maintained by or on behalf of an air carrier certificated under 49 U.S.C. 44705 for installation or use in aircraft, aircraft engines, or propellers, or any spare...

National General Aviation Design Competition Project Report

NASA Technical Reports Server (NTRS)

2001-01-01

This report summarizes the management of the National General Aviation Design Competition on behalf of NASA, the FAA and the Air Force by the Virginia Space Grant Consortium (VSGC) for the time period October 1, 1999 through September 30, 2000. This was the VSGC's sixth year of managing the Competition, which the Consortium originally designed, developed and implemented for NASA and the FAA. The seventh year of the Competition was announced in July 2000. Awards to winning university teams were presented at a ceremony held at AirVenture 2000, the Experimental Aircraft Association's Annual Convention and Fly-In at Oshkosh, WIS. NASA, FAA and AOPA administrators presented the awards. The competition calls for individuals or teams of undergraduate and graduate students from U.S. engineering schools to participate in a major national effort to rebuild the U.S. general aviation sector. For the purpose of the contest, General aviation aircraft are defined as fixed wing, single or dual engine (turbine or piston), single-pilot aircraft for 2-6 passengers. In addressing design challenges for a small aircraft transportation system, the competition seeks to raise student awareness of the importance of general aviation and to stimulate breakthroughs in technology and their application in the general aviation market. The Competition has two categories: Innovative Design, and Design It, Build It, Fly It. Awards were given in both categories for this reporting year.

40 CFR 87.20 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.20 Applicability. The provisions of this subpart are applicable to all aircraft gas turbine engines of the classes...

40 CFR 87.30 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (In-Use Aircraft Gas Turbine Engines) § 87.30 Applicability. The provisions of this subpart are applicable to all in-use aircraft gas turbine engines...

40 CFR 87.20 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.20 Applicability. The provisions of this subpart are applicable to all aircraft gas turbine engines of the classes...

40 CFR 87.30 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (In-Use Aircraft Gas Turbine Engines) § 87.30 Applicability. The provisions of this subpart are applicable to all in-use aircraft gas turbine engines...

40 CFR 87.20 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.20 Applicability. The provisions of this subpart are applicable to all aircraft gas turbine engines of the classes...

40 CFR 87.20 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.20 Applicability. The provisions of this subpart are applicable to all aircraft gas turbine engines of the classes...

40 CFR 87.30 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (In-Use Aircraft Gas Turbine Engines) § 87.30 Applicability. The provisions of this subpart are applicable to all in-use aircraft gas turbine engines...

40 CFR 87.30 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (In-Use Aircraft Gas Turbine Engines) § 87.30 Applicability. The provisions of this subpart are applicable to all in-use aircraft gas turbine engines...

14 CFR 34.71 - Compliance with gaseous emission standards.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.71... Protection, Volume II, Aircraft Engine Emissions, Second Edition, July 1993, effective July 26, 1993...

14 CFR 34.71 - Compliance with gaseous emission standards.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.71... Protection, Volume II, Aircraft Engine Emissions, Second Edition, July 1993, effective July 26, 1993...

14 CFR 21.502 - Approval of materials, parts, and appliances.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TRANSPORTATION AIRCRAFT CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS Approval of Engines, Propellers... N—Acceptance of Aircraft Engines, Propellers, and Articles for Import § 21.500 Acceptance of aircraft engines and propellers. An aircraft engine or propeller manufactured in a foreign country or...

Pilot tracking performance during successive in-flight simulated instrument approaches.

DOT National Transportation Integrated Search

1972-02-01

Eight instrument rated pilots with flying experience ranging from 600 to 12,271 hours each flew 10 simulated ILS instrument approaches in a single engine, general aviation aircraft equipped with a primary flight display arranged in a conventional 'T'...

Mechanic watches a General Electric I-40 Engine Fire

NASA Image and Video Library

1948-01-21

A mechanic watches the firing of a General Electric I-40 turbojet at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The military selected General Electric’s West Lynn facility in 1941 to secretly replicate the centrifugal turbojet engine designed by British engineer Frank Whittle. General Electric’s first attempt, the I-A, was fraught with problems. The design was improved somewhat with the subsequent I-16 engine. It was not until the engine's next reincarnation as the I-40 in 1943 that General Electric’s efforts paid off. The 4000-pound thrust I-40 was incorporated into the Lockheed Shooting Star airframe and successfully flown in June 1944. The Shooting Star became the US’s first successful jet aircraft and the first US aircraft to reach 500 miles per hour. NACA Lewis studied all of General Electric’s centrifugal turbojet models during the 1940s. In 1945 the entire Shooting Star aircraft was investigated in the Altitude Wind Tunnel. Engine compressor performance and augmentation by water injection; comparison of different fuel blends in a single combustor; and air-cooled rotors were studied. The mechanic in this photograph watches the firing of a full-scale I-40 in the Jet Propulsion Static Laboratory. The facility was quickly built in 1943 specifically in order to test the early General Electric turbojets. The I-A was secretly analyzed in the facility during the fall of 1943.

14 CFR 33.61 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.61 Applicability. This subpart prescribes additional design and construction requirements for turbine aircraft engines. ...

14 CFR 33.61 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.61 Applicability. This subpart prescribes additional design and construction requirements for turbine aircraft engines. ...

14 CFR 33.41 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.41 Applicability. This subpart prescribes the block tests and inspections for reciprocating aircraft engines. ...

AOPA Survey Summary of AGATE Concepts Demonstration October 17-19, 1996. Volume 1; Basic Report

NASA Technical Reports Server (NTRS)

1997-01-01

An AGATE Concepts Demonstration was conducted at the Annual Aircraft Owners and Pilots Association (AOPA) Convention in 1996. The demonstration consisted of an interactive simulation of a single-pilot, single-engine aircraft in which the participant took off, flew a brief enroute segment and then flew a Global Positioning System (GPS) approach and landing. The participant was provided an advanced 'pathway-in-the-sky' presentation on both a head-up display and a head-down display to follow throughout the flight. A single lever power control and display concept was also provided for control of the engine throughout the flight. A second head-down, multifunction display in the instrument panel provided a moving map display for navigation purposes and monitoring of the status of the aircraft's systems. An estimated 352 people observed or participated in the demonstration, and 144 surveys were collected. The pilot ratings of the participants ranged from student to Air Transport Rating with an average of 1850 hours total flight time. The performance of the participants was surprisingly good, considering the minimal training in a completely new system concept. The overwhelming response was that technologies that simplify piloting tasks are enthusiastically welcomed by pilots of all experience levels. The increase in situation awareness and reduction in pilot workload were universally accepted and lauded as steps in the right direction.

AOPA Survey Summary of AGATE Concepts Demonstration, October 17-19, 1996. Volume 2; Original Survey Data

NASA Technical Reports Server (NTRS)

1997-01-01

An AGATE Concepts Demonstration was conducted at the Annual Aircraft Owners and Pilots Association (AOPA) Convention in 1996. The demonstration consisted of an interactive simulation of a single-pilot, single-engine aircraft in which the participant took off, flew a brief enroute segment and then flew a Global Positioning System (GPS) approach and landing. The participant was provided an advanced 'pathway-in-the-sky' presentation on both a head-up display and a head-down display to follow throughout the flight. A single lever power control and display concept was also provided for control of the engine throughout the flight A second head-down, multifunction display in the instrument panel provided a moving map display for navigation purposes and monitoring of the status of the aircraft's systems. An estimated 352 people observed or participated in the demonstration, and 144 surveys were collected. The pilot ratings of the participants ranged from student to Air Transport Rating with an average of 1850 hours total flight time. The performance of the participants was surprisingly good, considering the minimal training in a completely new system concept. The overwhelming response was that technologies that simplify piloting tasks are enthusiastically welcomed by pilots of all experience levels. The increase in situation awareness and reduction in pilot workload were universally accepted and lauded as steps in the right direction.

Altus II aircraft flying over southern California desert

NASA Technical Reports Server (NTRS)

1998-01-01

The San Gabriel range is visible as the the remotely piloted Altus II flies over Southern California's high desert. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altus II high altitude science aircraft decending toward U.S. Navy's Pacific Missile Range Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Altus II descending from a flight over Kauai, Hawaii. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Altus II high altitude science aircraft decending toward U.S. Navy's Pacific Missile Range Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Altus II descends towards the Navy's Pacific Missile Range Facility, Kauai, Hawaii. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Numerical Prediction of the Influence of Thrust Reverser on Aeroengine's Aerodynamic Stability

NASA Astrophysics Data System (ADS)

Zhiqiang, Wang; Xigang, Shen; Jun, Hu; Xiang, Gao; Liping, Liu

2017-11-01

A numerical method was developed to predict the aerodynamic stability of a high bypass ratio turbofan engine, at the landing stage of a large transport aircraft, when the thrust reverser was deployed. 3D CFD simulation and 2D aeroengine aerodynamic stability analysis code were performed in this work, the former is to achieve distortion coefficient for the analysis of engine stability. The 3D CFD simulation was divided into two steps, the single engine calculation and the integrated aircraft and engine calculation. Results of the CFD simulation show that with the decreasing of relative wind Mach number, the engine inlet will suffer more severe flow distortion. The total pressure and total temperature distortion coefficients at the inlet of the engines were obtained from the results of the numerical simulation. Then an aeroengine aerodynamic stability analysis program was used to quantitatively analyze the aerodynamic stability of the high bypass ratio turbofan engine. The results of the stability analysis show that the engine can work stably, when the reverser flow is re-ingested. But the anti-distortion ability of the booster is weaker than that of the fan and high pressure compressor. It is a weak link of engine stability.

Accident-precipitating factors for crashes in turbine-powered general aviation aircraft.

PubMed

Boyd, Douglas D; Stolzer, Alan

2016-01-01

General aviation (14CFR Part 91) accounts for 83% of civil aviation fatalities. While much research has focused on accident causes/pilot demographics in this aviation sector, studies to identify factors leading up to the crash (accident-precipitating factors) are few. Such information could inform on pre-emptive remedial action. With this in mind and considering the paucity of research on turbine-powered aircraft accidents the study objectives were to identify accident-precipitating factors and determine if the accident rate has changed over time for such aircraft operating under 14CFR Part 91. The NTSB Access database was queried for accidents in airplanes (<12,501lb) powered by 1-2 turbine engines and occurring between 1989 and 2013. We developed and utilized an accident-precipitating factor taxonomy. Statistical analyses employed logistic regression, contingency tables and a generalized linear model with Poisson distribution. The "Checklist/Flight Manual Not Followed" was the most frequent accident-precipitating factor category and carried an excess risk (OR 2.34) for an accident with a fatal and/or serious occupant injury. This elevated risk reflected an over-representation of accidents with fatal and/or serious injury outcomes (p<0.001) in the "non-adherence to V Speeds" sub-category. For accidents grouped in the "Inadequate Pre-Flight Planning/Inspection/Procedure" the "inadequate weather planning" sub-category accounted (p=0.036) for the elevated risk (OR 2.22) of an accident involving fatal and/or serious injuries. The "Violation FARs/AIM Deviation" category was also associated with a greater risk for fatal and/or serious injury (OR 2.59) with "Descent below the MDA/failure to execute the missed approach" representing the largest sub-category. Accidents in multi-engine aircraft are more frequent than their single engine counterparts and the decline (50%) in the turbine aircraft accident rate over the study period was likely due, in part, to a 6-fold increased representation of single engine airplanes. In conclusion, our study is the first to identify novel precursive factors for accidents involving turbine aircraft operating under 14CFR Part 91. This research highlights areas that should receive further emphasis in training/recurrency in a pre-emptive attempt to nullify candidate accident-precipitating factor(s). Copyright © 2015 Elsevier Ltd. All rights reserved.

78 FR 63017 - Exhaust Emissions Standards for New Aircraft Gas Turbine Engines and Identification Plate for...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-23

... Aircraft Gas Turbine Engines and Identification Plate for Aircraft Engines AGENCY: Federal Aviation... (NO X ), compliance flexibilities, and other regulatory requirements for aircraft turbofan or turbojet... adopting the gas turbine engine test procedures of the International Civil Aviation Organization (ICAO...

14 CFR 21.500 - Acceptance of aircraft engines and propellers.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., Propellers, and Articles for Import § 21.500 Acceptance of aircraft engines and propellers. An aircraft engine or propeller manufactured in a foreign country or jurisdiction meets the requirements for... product furnishes with each such aircraft engine or propeller imported into the United States, an export...

14 CFR 21.500 - Acceptance of aircraft engines and propellers.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., Propellers, and Articles for Import § 21.500 Acceptance of aircraft engines and propellers. An aircraft engine or propeller manufactured in a foreign country or jurisdiction meets the requirements for... product furnishes with each such aircraft engine or propeller imported into the United States, an export...

14 CFR 21.500 - Acceptance of aircraft engines and propellers.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., Propellers, and Articles for Import § 21.500 Acceptance of aircraft engines and propellers. An aircraft engine or propeller manufactured in a foreign country or jurisdiction meets the requirements for... product furnishes with each such aircraft engine or propeller imported into the United States, an export...

14 CFR 21.500 - Acceptance of aircraft engines and propellers.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., Propellers, and Articles for Import § 21.500 Acceptance of aircraft engines and propellers. An aircraft engine or propeller manufactured in a foreign country or jurisdiction meets the requirements for... product furnishes with each such aircraft engine or propeller imported into the United States, an export...

Analysis and Testing of a Composite Fuselage Shield for Open Rotor Engine Blade-Out Protection

NASA Technical Reports Server (NTRS)

Pereira, J. Michael; Emmerling, William; Seng, Silvia; Frankenberger, Charles; Ruggeri, Charles R.; Revilock, Duane M.; Carney, Kelly S.

2016-01-01

The Federal Aviation Administration is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the Aircraft. The NASA Glenn Research Center and The Naval Air Warfare Center (NAWC), China Lake, collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test lightweight composite shields for protection of the aircraft passengers and critical systems from a released blade that could impact the fuselage. LS-DYNA® was used to predict the thickness of the composite shield required to prevent blade penetration. In the test, two composite blades were pyrotechnically released from a running engine, each impacting a composite shield with a different thickness. The thinner shield was penetrated by the blade and the thicker shield prevented penetration. This was consistent with pre-test LS-DYNA predictions. This paper documents the analysis conducted to predict the required thickness of a composite shield, the live fire test from the full scale rig at NAWC China Lake and describes the damage to the shields as well as instrumentation results.

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2014 CFR

2014-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2011 CFR

2011-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2010 CFR

2010-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

14 CFR Appendix B to Part 43 - Recording of Major Repairs and Major Alterations

Code of Federal Regulations, 2012 CFR

2012-01-01

..., within 48 hours after the aircraft, airframe, aircraft engine, propeller, or appliance is approved for... approval for return to service of the aircraft, airframe, aircraft engine, propeller, or appliance; (3... engine, propeller or appliance. (ii) If an aircraft, the make, model, serial number, nationality and...

The Typical General Aviation Aircraft

NASA Technical Reports Server (NTRS)

Turnbull, Andrew

1999-01-01

The reliability of General Aviation aircraft is unknown. In order to "assist the development of future GA reliability and safety requirements", a reliability study needs to be performed. Before any studies on General Aviation aircraft reliability begins, a definition of a typical aircraft that encompasses most of the general aviation characteristics needs to be defined. In this report, not only is the typical general aviation aircraft defined for the purpose of the follow-on reliability study, but it is also separated, or "sifted" into several different categories where individual analysis can be performed on the reasonably independent systems. In this study, the typical General Aviation aircraft is a four-place, single engine piston, all aluminum fixed-wing certified aircraft with a fixed tricycle landing gear and a cable operated flight control system. The system breakdown of a GA aircraft "sifts" the aircraft systems and components into five categories: Powerplant, Airframe, Aircraft Control Systems, Cockpit Instrumentation Systems, and the Electrical Systems. This breakdown was performed along the lines of a failure of the system. Any component that caused a system to fail was considered a part of that system.

Advanced Prop-fan Engine Technology (APET) single- and counter-rotation gearbox/pitch change mechanism

NASA Technical Reports Server (NTRS)

Reynolds, C. N.

1985-01-01

The preliminary design of advanced technology (1992) turboprop engines for single-rotation prop-fans and conceptual designs of pitch change mechanisms for single- and counter-rotation prop-fan application are discussed. The single-rotation gearbox is a split path, in-line configuration. The counter-rotation gearbox is an in-line, differential planetary design. The pitch change mechanisms for both the single- and counter-rotation arrangements are rotary/hydraulic. The advanced technology single-rotation gearbox yields a 2.4 percent improvement in aircraft fuel burn and a one percent improvement in operating cost relative to a current technology gearbox. The 1992 counter-rotation gearbox is 15 percent lighter, 15 percent more reliable, 5 percent lower in cost, and 45 percent lower in maintenance cost than the 1992 single-rotation gearbox. The pitch controls are modular, accessible, and external.

Next Generation NASA GA Advanced Concept

NASA Technical Reports Server (NTRS)

Hahn, Andrew S.

2006-01-01

Not only is the common dream of frequent personal flight travel going unfulfilled, the current generation of General Aviation (GA) is facing tremendous challenges that threaten to relegate the Single Engine Piston (SEP) aircraft market to a footnote in the history of U.S. aviation. A case is made that this crisis stems from a generally low utility coupled to a high cost that makes the SEP aircraft of relatively low transportation value and beyond the means of many. The roots of this low value are examined in a broad sense, and a Next Generation NASA Advanced GA Concept is presented that attacks those elements addressable by synergistic aircraft design.

Comparison of stability and control parameters for a light, single-engine, high-winged aircraft using different flight test and parameter estimation techniques

NASA Technical Reports Server (NTRS)

Suit, W. T.; Cannaday, R. L.

1979-01-01

The longitudinal and lateral stability and control parameters for a high wing, general aviation, airplane are examined. Estimations using flight data obtained at various flight conditions within the normal range of the aircraft are presented. The estimations techniques, an output error technique (maximum likelihood) and an equation error technique (linear regression), are presented. The longitudinal static parameters are estimated from climbing, descending, and quasi steady state flight data. The lateral excitations involve a combination of rudder and ailerons. The sensitivity of the aircraft modes of motion to variations in the parameter estimates are discussed.

40 CFR 87.10 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-07-01

..., manufactured on or after January 1, 1974, and to all in-use aircraft gas turbine engines of classes T3, T8, TSS... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Engine Fuel Venting Emissions (New and In-Use Aircraft Gas Turbine Engines) § 87.10 Applicability. (a) The provisions of this subpart are applicable to all new...

40 CFR 87.10 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-07-01

..., manufactured on or after January 1, 1974, and to all in-use aircraft gas turbine engines of classes T3, T8, TSS... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Engine Fuel Venting Emissions (New and In-Use Aircraft Gas Turbine Engines) § 87.10 Applicability. (a) The provisions of this subpart are applicable to all new...

40 CFR 87.10 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-07-01

..., manufactured on or after January 1, 1974, and to all in-use aircraft gas turbine engines of classes T3, T8, TSS... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Engine Fuel Venting Emissions (New and In-Use Aircraft Gas Turbine Engines) § 87.10 Applicability. (a) The provisions of this subpart are applicable to all new...

40 CFR 87.10 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

..., manufactured on or after January 1, 1974, and to all in-use aircraft gas turbine engines of classes T3, T8, TSS... POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Engine Fuel Venting Emissions (New and In-Use Aircraft Gas Turbine Engines) § 87.10 Applicability. (a) The provisions of this subpart are applicable to all new...

The Death of Superman: The Case Against Specialized Tanker Aircraft in the USAF

DTIC Science & Technology

2002-06-01

tanker and receiver aircraft were de Havilland DH -4Bs. The DH -4B was a single engine biplane with a gross weight of 3,557 pounds. Its cruising speed...including transport, air ambulance, photographic plane, trainer, target tug, forest fire patroller, and air racer. “De Havilland DH -4: Air Service... Havilland DH -4: Air Service Workhorse.” USAF Museum, WPAFB. On-line. Internet, 6 June 2002. Available from http://www.wpafb.af.mil/ museum

Wavelength-multiplexed fiber optic position encoder for aircraft control systems

NASA Astrophysics Data System (ADS)

Beheim, Glenn; Krasowski, Michael J.; Sotomayor, Jorge L.; Fritsch, Klaus; Flatico, Joseph M.; Bathurst, Richard L.; Eustace, John G.; Anthan, Donald J.

1991-02-01

NASA Lewis together with John Carroll University has worked for the last several years to develop wavelength-multiplexed digital position transducers for use in aircraft control systems. A prototype rotary encoder is being built for a demonstration program involving the control of a commercial transport''s turbofan engine. This encoder has eight bits of resolution a 90 degree range and is powered by a single LED. A compact electro-optics module is being developed to withstand the extremely hostile gas turbine environment.

Manx: Close air support aircraft preliminary design

NASA Technical Reports Server (NTRS)

Amy, Annie; Crone, David; Hendrickson, Heidi; Willis, Randy; Silva, Vince

1991-01-01

The Manx is a twin engine, twin tailed, single seat close air support design proposal for the 1991 Team Student Design Competition. It blends advanced technologies into a lightweight, high performance design with the following features: High sensitivity (rugged, easily maintained, with night/adverse weather capability); Highly maneuverable (negative static margin, forward swept wing, canard, and advanced avionics result in enhanced aircraft agility); and Highly versatile (design flexibility allows the Manx to contribute to a truly integrated ground team capable of rapid deployment from forward sites).

76 FR 82110 - Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2011-12-30

... Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines AGENCY: Federal Aviation...) for Thielert Aircraft Engines GmbH models TAE 125-02-99 and TAE 125-01 reciprocating engines. That AD... flight hours to within 600 flight hours for TAE 125-01 reciprocating engines. This AD was prompted by the...

14 CFR 33.73 - Power or thrust response.

Code of Federal Regulations, 2010 CFR

2010-01-01

....73 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.73 Power or... aircraft, without overtemperature, surge, stall, or other detrimental factors occurring to the engine...

14 CFR 33.73 - Power or thrust response.

Code of Federal Regulations, 2011 CFR

2011-01-01

....73 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.73 Power or... aircraft, without overtemperature, surge, stall, or other detrimental factors occurring to the engine...

14 CFR 33.31 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... STANDARDS: AIRCRAFT ENGINES Design and Construction; Reciprocating Aircraft Engines § 33.31 Applicability. This subpart prescribes additional design and construction requirements for reciprocating aircraft engines. ...

14 CFR 33.31 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... STANDARDS: AIRCRAFT ENGINES Design and Construction; Reciprocating Aircraft Engines § 33.31 Applicability. This subpart prescribes additional design and construction requirements for reciprocating aircraft engines. ...

14 CFR 33.61 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-01-01

... STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.61 Applicability. This subpart prescribes additional design and construction requirements for turbine aircraft engines. ...

14 CFR 33.61 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.61 Applicability. This subpart prescribes additional design and construction requirements for turbine aircraft engines. ...

14 CFR 33.61 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-01-01

... STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.61 Applicability. This subpart prescribes additional design and construction requirements for turbine aircraft engines. ...

14 CFR 21.33 - Inspection and tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

...— (1) No aircraft, aircraft engine, propeller, or part thereof may be presented to the FAA for test..., aircraft engine, propeller, or part thereof; and (2) No change may be made to an aircraft, aircraft engine, propeller, or part thereof between the time that compliance with paragraphs (b)(2) through (b)(4) of this...

14 CFR 21.33 - Inspection and tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

...— (1) No aircraft, aircraft engine, propeller, or part thereof may be presented to the FAA for test..., aircraft engine, propeller, or part thereof; and (2) No change may be made to an aircraft, aircraft engine, propeller, or part thereof between the time that compliance with paragraphs (b)(2) through (b)(4) of this...

14 CFR 21.33 - Inspection and tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

...— (1) No aircraft, aircraft engine, propeller, or part thereof may be presented to the FAA for test..., aircraft engine, propeller, or part thereof; and (2) No change may be made to an aircraft, aircraft engine, propeller, or part thereof between the time that compliance with paragraphs (b)(2) through (b)(4) of this...

78 FR 1728 - Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-09

... scheduled maintenance, whichever occurs first, do the following. (1) Remove the oil filler plug and check... Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines AGENCY: Federal Aviation... all Thielert Aircraft Engines GmbH (TAE) TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This...

Study of small turbofan engines applicable to general-aviation aircraft

NASA Technical Reports Server (NTRS)

Merrill, G. L.; Burnett, G. A.; Alsworth, C. C.

1973-01-01

The applicability of small turbofan engines to general aviation aircraft is discussed. The engine and engine/airplane performance, weight, size, and cost interrelationships are examined. The effects of specific engine noise constraints are evaluated. The factors inhibiting the use of turbofan engines in general aviation aircraft are identified.

78 FR 1733 - Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2013-01-09

... Airworthiness Directives; Thielert Aircraft Engines GmbH Reciprocating Engines AGENCY: Federal Aviation... (AD) for all Thielert Aircraft Engines GmbH models TAE 125-01, TAE 125-02- 99, and TAE 125-02-114 reciprocating engines. That AD currently requires installation of full-authority digital electronic control...

14 CFR 21.128 - Tests: aircraft engines.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Tests: aircraft engines. 21.128 Section 21... engines. (a) Each person manufacturing aircraft engines under a type certificate must subject each engine (except rocket engines for which the manufacturer must establish a sampling technique) to an acceptable...

Electrospark Deposition for Depot- and Field-Level Component Repair and Replacement of Hard Chromium Plating

DTIC Science & Technology

2006-09-07

aircraft repairs, including: 1. Single crystal turbine blade for two gas turbine engines ( FAA approved repair) 2. Second stage gas turbine blade ...gas turbine engine components. These include (a) application of corrosion resistant coatings to turbine blade tips where protective diffusion...base materials on many functional components (e.g., Ni-base superalloys, stainless steels, Monel, titanium alloys), thus allowing for self-repair

Emission Reduction of Fuel-Staged Aircraft Engine Combustor Using an Additional Premixed Fuel Nozzle.

PubMed

Yamamoto, Takeshi; Shimodaira, Kazuo; Yoshida, Seiji; Kurosawa, Yoji

2013-03-01

The Japan Aerospace Exploration Agency (JAXA) is conducting research and development on aircraft engine technologies to reduce environmental impact for the Technology Development Project for Clean Engines (TechCLEAN). As a part of the project, combustion technologies have been developed with an aggressive target that is an 80% reduction over the NO x threshold of the International Civil Aviation Organization (ICAO) Committee on Aviation Environmental Protection (CAEP)/4 standard. A staged fuel nozzle with a pilot mixer and a main mixer was developed and tested using a single-sector combustor under the target engine's landing and takeoff (LTO) cycle conditions with a rated output of 40 kN and an overall pressure ratio of 25.8. The test results showed a 77% reduction over the CAEP/4 NO x standard. However, the reduction in smoke at thrust conditions higher than the 30% MTO condition and of CO emission at thrust conditions lower than the 85% MTO condition are necessary. In the present study, an additional fuel burner was designed and tested with the staged fuel nozzle in a single-sector combustor to control emissions. The test results show that the combustor enables an 82% reduction in NO x emissions relative to the ICAO CAEP/4 standard and a drastic reduction in smoke and CO emissions.

Advanced general aviation comparative engine/airframe integration study

NASA Technical Reports Server (NTRS)

Huggins, G. L.; Ellis, D. R.

1981-01-01

The NASA Advanced Aviation Comparative Engine/Airframe Integration Study was initiated to help determine which of four promising concepts for new general aviation engines for the 1990's should be considered for further research funding. The engine concepts included rotary, diesel, spark ignition, and turboprop powerplants; a conventional state-of-the-art piston engine was used as a baseline for the comparison. Computer simulations of the performance of single and twin engine pressurized aircraft designs were used to determine how the various characteristics of each engine interacted in the design process. Comparisons were made of how each engine performed relative to the others when integrated into an airframe and required to fly a transportation mission.

14 CFR 34.61 - Turbine fuel specifications.

Code of Federal Regulations, 2012 CFR

2012-01-01

... be present. Specification for Fuel To Be Used in Aircraft Turbine Engine Emission Testing Property... 34.61 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.61 Turbine fuel...

14 CFR 34.61 - Turbine fuel specifications.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.61 Turbine fuel... be present. Specification for Fuel To Be Used in Aircraft Turbine Engine Emission Testing Property... 34.61 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 34.61 - Turbine fuel specifications.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.61 Turbine fuel... be present. Specification for Fuel To Be Used in Aircraft Turbine Engine Emission Testing Property... 34.61 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

Final Rule for Control of Air Pollution From Aircraft and Aircraft Engines; Emission Standards and Test Procedures

EPA Pesticide Factsheets

EPA adopted emission standards and related provisions for aircraft gas turbine engines with rated thrusts greater than 26.7 kilonewtons. These engines are used primarily on commercial passenger and freight aircraft.

JT8D-100 turbofan engine, phase 1. [noise reduction

NASA Technical Reports Server (NTRS)

1974-01-01

The JT8D turbofan engine, widely used in short and medium range transport aircraft, contributes substantially to airport community noise. The jet noise is predominant in the JT8D engine and may be reduced in a modified engine, without loss of thrust, by increasing the airflow to reduce jet velocity. A configuration study evaluated the effects of fan airflow, fan pressure ratio, and bypass ratio on noise, thrust, and fuel comsumption. The cycle selected for the modified engine was based upon an increased diameter, single-stage fan and two additional core engine compressor stages, which replace the existing two-stage fan. Modifications were also made to the low pressure turbine to provide the increased torque required by the larger diameter fan. The resultant JT8D-100 engine models have the following characteristics at take-off thrust, compared to the current JT8D engine: Airflow and bypass ratio are increased, and fan pressure ratio and engine speed are reduced. The resultant engine is also longer, larger in diameter, and heavier than the JT8D base model, but these latter changes are compensated by the increased thrust and decreased fuel comsumption of the modified engine, thus providing the capability for maintaining the performance of the current JT8D-powered aircraft.

Monitoring techniques for the X-29A aircraft's high-speed rotating power takeoff shaft

NASA Technical Reports Server (NTRS)

Voracek, David F.

1990-01-01

The experimental X-29A forward swept-wing aircraft has many unique and critical systems that require constant monitoring during ground or flight operation. One such system is the power takeoff shaft, which is the mechanical link between the engine and the aircraft-mounted accessory drive. The X-29A power takeoff shaft opertes in a range between 0 and 16,810 rpm, is longer than most jet engine power takeoff shafts, and is made of graphite epoxy material. Since the X-29A aircraft operates on a single engine, failure of the shaft during flight could lead to loss of the aircraft. The monitoring techniques and test methods used during power takeoff shaft ground and flight operations are discussed. Test data are presented in two case studies where monitoring and testing of the shaft dynamics proved instrumental in discovering and isolating X-29A power takeoff shaft problems. The first study concerns the installation of an unbalanced shaft. The effect of the unbalance on the shaft vibration data and the procedure used to correct the problem are discussed. The second study deals with the shaft exceeding the established vibration limits during flight. This case study found that the vibration of connected rotating machinery unbalances contributed to the excessive vibration level of the shaft. The procedures used to identify the contributions of other rotating machinery unbalances to the power takeoff shaft unbalance are discussed.

75 FR 53846 - Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) Models TAE 125-01 and TAE 125-02...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-02

... Engines Installed In, But Not Limited To, Diamond Aircraft Industries Model DA 42 Airplanes; Correction..., Diamond Aircraft Industries model DA 42 airplanes. The part number for engine model TAE 125-01 is missing...-99 reciprocating engines, installed in, but not limited to, Diamond Aircraft Industries model DA 42...

Proposed Rule and Related Materials for Control of Emissions of Air Pollution From Nonroad Diesel Engines Control of Air Pollution From Aircraft and Aircraft Engines; Proposed Emission Standards and Test Procedures

EPA Pesticide Factsheets

EPA is proposing to adopt emission standards and related provisions for aircraft gas turbine engines with rated thrusts greater than 26.7 kilonewtons. These engines are used primarily on commercial passenger and freight aircraft.

Aircraft Engine Exhaust Nozzle System for Jet Noise Reduction

NASA Technical Reports Server (NTRS)

Thomas, Russell H. (Inventor); Czech, Michael J. (Inventor); Elkoby, Ronen (Inventor)

2014-01-01

The aircraft exhaust engine nozzle system includes a fan nozzle to receive a fan flow from a fan disposed adjacent to an engine disposed above an airframe surface of the aircraft, a core nozzle disposed within the fan nozzle and receiving an engine core flow, and a pylon structure connected to the core nozzle and structurally attached with the airframe surface to secure the engine to the aircraft.

Study of aerodynamic technology for single-cruise engine V/STOL fighter/attack aircraft

NASA Technical Reports Server (NTRS)

Driggers, H. H.; Powers, S. A.; Roush, R. T.

1982-01-01

A conceptual design analysis is performed on a single engine V/STOL supersonic fighter/attack concept powered by a series flow tandem fan propulsion system. Forward and aft mounted fans have independent flow paths for V/STOL operation and series flow in high speed flight. Mission, combat and V/STOL performance is calculated. Detailed aerodynamic estimates are made and aerodynamic uncertainties associated with the configuration and estimation methods identified. A wind tunnel research program is developed to resolve principal uncertainties and establish a data base for the baseline configuration and parametric variations.

High-performance parallel analysis of coupled problems for aircraft propulsion

NASA Technical Reports Server (NTRS)

Felippa, C. A.; Farhat, C.; Lanteri, S.; Gumaste, U.; Ronaghi, M.

1994-01-01

Applications are described of high-performance parallel, computation for the analysis of complete jet engines, considering its multi-discipline coupled problem. The coupled problem involves interaction of structures with gas dynamics, heat conduction and heat transfer in aircraft engines. The methodology issues addressed include: consistent discrete formulation of coupled problems with emphasis on coupling phenomena; effect of partitioning strategies, augmentation and temporal solution procedures; sensitivity of response to problem parameters; and methods for interfacing multiscale discretizations in different single fields. The computer implementation issues addressed include: parallel treatment of coupled systems; domain decomposition and mesh partitioning strategies; data representation in object-oriented form and mapping to hardware driven representation, and tradeoff studies between partitioning schemes and fully coupled treatment.

77 FR 39623 - Airworthiness Standards: Aircraft Engines; Technical Amendment

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-05

...] Airworthiness Standards: Aircraft Engines; Technical Amendment AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule; technical amendment. SUMMARY: This amendment clarifies aircraft engine... from applicants requesting FAA engine type certifications and aftermarket certifications, such as...

14 CFR 33.63 - Vibration.

Code of Federal Regulations, 2011 CFR

2011-01-01

... and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.63 Vibration. Each engine... range of rotational speeds and power/thrust, without inducing excessive stress in any engine part...

14 CFR 33.63 - Vibration.

Code of Federal Regulations, 2010 CFR

2010-01-01

... and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.63 Vibration. Each engine... range of rotational speeds and power/thrust, without inducing excessive stress in any engine part...

14 CFR 33.78 - Rain and hail ingestion.

Code of Federal Regulations, 2010 CFR

2010-01-01

....78 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.78 Rain and... aircraft operating in rough air, with the engine at maximum continuous power, may not cause unacceptable...

76 FR 68636 - Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) Reciprocating Engines

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-07

... Airworthiness Directives; Thielert Aircraft Engines GmbH (TAE) Reciprocating Engines AGENCY: Federal Aviation... airworthiness directive (AD) for Thielert Aircraft Engines GmbH (TAE) Models TAE 125-01 and TAE 125- 02-99 reciprocating engines. That AD currently requires replacement of certain part numbers (P/Ns) and serial numbers...

Real-time measurements of jet aircraft engine exhaust.

PubMed

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

2005-05-01

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

Performance of Several Combustion Chambers Designed for Aircraft Oil Engines

NASA Technical Reports Server (NTRS)

Joachim, William F; Kemper, Carlton

1928-01-01

Several investigations have been made on single-cylinder test engines to determine the performance characteristics of four types of combustion chambers designed for aircraft oil engines. Two of the combustion chambers studied were bulb-type precombustion chambers, the connecting orifice of one having been designed to produce high turbulence by tangential air flow in both the precombustion chamber and the cylinder. The other two were integral combustion chambers, one being dome-shaped and the other pent-roof shaped. The injection systems used included cam and eccentric driven fuel pumps, and diaphragm and spring-loaded fuel-injection valves. A diaphragm type maximum cylinder pressure indicator was used in part of these investigations with which the cylinder pressures were controlled to definite valves. The performance of the engines when equipped with each of the combustion chambers is discussed. The best performance for the tests reported was obtained with a bulb-type combustion chamber designed to give a high degree of turbulence within the bulb and cylinder. (author)

40 CFR 87.89 - Compliance with smoke emission standards.

Code of Federal Regulations, 2011 CFR

2011-07-01

... PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 87.89 Compliance with smoke emission standards... engine of the model being tested. An acceptable alternative to testing every engine is described in...

40 CFR 87.89 - Compliance with smoke emission standards.

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 87.89 Compliance with smoke emission standards... engine of the model being tested. An acceptable alternative to testing every engine is described in...

14 CFR 33.70 - Engine life-limited parts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine life-limited parts. 33.70 Section 33.70 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.70 Engine life...

14 CFR 33.70 - Engine life-limited parts.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Engine life-limited parts. 33.70 Section 33.70 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.70 Engine life...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2011 CFR

2011-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

14 CFR 121.363 - Responsibility for airworthiness.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) The airworthiness of its aircraft, including airframes, aircraft engines, propellers, appliances, and... aircraft, including airframes, aircraft engines, propellers, appliances, emergency equipment, and parts...

Proceedings of the Annual Tri-Service Meeting for Aircraft Engine Monitoring and Diagnostics (7th) Held on 5-7 December 1978, at Arnold Engineering Development Center, Arnold AFS, Tennessee

DTIC Science & Technology

1979-07-01

Annual Tri-Service meeting on Aircraft Engine Monitoring and Diagnostics held last fall. 2. For all turbojet and turbofan engines , low cycle fatigue...7 December 1978. Each presentation contains an over-, view of the results and conclusions of the aircraft turbine engine diagnostic efforts that have... AIRCRAFT ENGINE 2-41 MONITORING AND DIAGNOSTIC MEETING T-38 EHMS UPDATE 2-43 A-10 TURBINE ENGINE EVALUATION (TEMS) 2-47 USAF TERMINOLOGY FOR SCORING

14 CFR 34.1 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... series, displacement, and design characteristics and are approved under the same type certificate... engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds...

14 CFR 34.1 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... series, displacement, and design characteristics and are approved under the same type certificate... engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds...

14 CFR 34.5 - Special test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES General Provisions § 34.5 Special test... or operator of aircraft or aircraft engines, approve test procedures for any aircraft or aircraft engine that is not susceptible to satisfactory testing by the procedures set forth herein. Prior to...

Resilient Propulsion Control Research for the NASA Integrated Resilient Aircraft Control (IRAC) Project

NASA Technical Reports Server (NTRS)

Guo, Ten-Huei; Litt, Jonathan S.

2007-01-01

Gas turbine engines are designed to provide sufficient safety margins to guarantee robust operation with an exceptionally long life. However, engine performance requirements may be drastically altered during abnormal flight conditions or emergency maneuvers. In some situations, the conservative design of the engine control system may not be in the best interest of overall aircraft safety; it may be advantageous to "sacrifice" the engine to "save" the aircraft. Motivated by this opportunity, the NASA Aviation Safety Program is conducting resilient propulsion research aimed at developing adaptive engine control methodologies to operate the engine beyond the normal domain for emergency operations to maximize the possibility of safely landing the damaged aircraft. Previous research studies and field incident reports show that the propulsion system can be an effective tool to help control and eventually land a damaged aircraft. Building upon the flight-proven Propulsion Controlled Aircraft (PCA) experience, this area of research will focus on how engine control systems can improve aircraft safe-landing probabilities under adverse conditions. This paper describes the proposed research topics in Engine System Requirements, Engine Modeling and Simulation, Engine Enhancement Research, Operational Risk Analysis and Modeling, and Integrated Flight and Propulsion Controller Designs that support the overall goal.

Performance and Environmental Assessment of an Advanced Aircraft with Open Rotor Propulsion

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Haller, William J.; Hendricks, Eric S.; Tong, Michael T.

2012-01-01

Application of high speed, advanced turboprops, or "propfans," to transonic transport aircraft received significant attention during the 1970s and 1980s when fuel efficiency was the driving focus of aeronautical research. Unfortunately, after fuel prices declined sharply there was no longer sufficient motivation to continue maturing this technology. Recent volatility in fuel prices and increasing concern for aviation s environmental impact, however, have renewed interest in unducted, open rotor propulsion. Because of the renewed interest in open rotor propulsion, the lack of publicly available up-to-date studies assessing its benefits, and NASA s focus on reducing fuel consumption, a preliminary aircraft system level study on open rotor propulsion was initiated to inform decisions concerning research in this area. New analysis processes were established to assess the characteristics of open rotor aircraft. These processes were then used to assess the performance, noise, and emissions characteristics of an advanced, single-aisle aircraft using open rotor propulsion. The results of this initial study indicate open rotor engines have the potential to provide significant reductions in fuel consumption and landing-takeoff cycle NOX emissions. Noise analysis of the study configuration indicates that an open rotor aircraft in the single-aisle class would be able to meet current noise regulations with margin.

Aircraft Flight Modeling During the Optimization of Gas Turbine Engine Working Process

NASA Astrophysics Data System (ADS)

Tkachenko, A. Yu; Kuz'michev, V. S.; Krupenich, I. N.

2018-01-01

The article describes a method for simulating the flight of the aircraft along a predetermined path, establishing a functional connection between the parameters of the working process of gas turbine engine and the efficiency criteria of the aircraft. This connection is necessary for solving the optimization tasks of the conceptual design stage of the engine according to the systems approach. Engine thrust level, in turn, influences the operation of aircraft, thus making accurate simulation of the aircraft behavior during flight necessary for obtaining the correct solution. The described mathematical model of aircraft flight provides the functional connection between the airframe characteristics, working process of gas turbine engines (propulsion system), ambient and flight conditions and flight profile features. This model provides accurate results of flight simulation and the resulting aircraft efficiency criteria, required for optimization of working process and control function of a gas turbine engine.

Measurement of the effect of manufacturing deviations on natural laminar flow for a single engine general aviation airplane

NASA Technical Reports Server (NTRS)

1987-01-01

Renewed interest in natural laminar flow (NLF) had rekindled designer concern that manufacuring deviations may destroy the effectiveness of NLF for an operational aircraft. Experiments are summarized that attemtped to measure total drag changes associated with three different wing surface conditions on an aircraft typical of current general aviation high performance singles. The speed power technique was first used in an attempt to quantify the changes in total drag. Predicted and measured boundary layer transition locations for three different wing surface conditions were also compared, using two different forms of flow visualization. The three flight test phases included: assessment of an unpainted airframe, flight tests of the same aircraft after painstakingly filling and sanding the wings to design contours, and similar measurement after this aricraft was painted. In each flight phase, transition locations were monitored using with sublimating chemicals or pigmented oil. Two-dimensional drag coefficients were estimated using the Eppler-Somers code and measured with a wake rake in a method very similar to Jones' pitot traverse method. The net change in two-dimensional drag coefficient was approximately 20 counts between the unpainted aircraft and the hand-smoothed aircraft for typical cruise flight conditions.

14 CFR 33.53 - Engine system and component tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Engine system and component tests. 33.53 Section 33.53 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.53 Engine system and...

14 CFR 33.91 - Engine system and component tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Engine system and component tests. 33.91 Section 33.91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.91 Engine system and...

14 CFR 33.91 - Engine system and component tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Engine system and component tests. 33.91 Section 33.91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.91 Engine system and...

14 CFR 33.91 - Engine system and component tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Engine system and component tests. 33.91 Section 33.91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.91 Engine system and...

78 FR 63015 - Exhaust Emissions Standards for New Aircraft Gas Turbine Engines and Identification Plate for...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-10-23

... Turbine Engines and Identification Plate for Aircraft Engines AGENCY: Federal Aviation Administration (FAA... regulatory requirements for aircraft turbofan or turbojet engines with rated thrusts greater than 26.7... standards for certain turbine engine powered airplanes to incorporate the standards promulgated by the...

40 CFR 87.1 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR... turboprop engines. Class TF means all turbofan or turbojet aircraft engines or aircraft engines designed for... turbine engines employed for propulsion of aircraft designed to operate at supersonic flight speeds...

40 CFR 87.61 - Turbine fuel specifications.

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 87.61 Turbine fuel specifications. For... 40 Protection of Environment 20 2011-07-01 2011-07-01 false Turbine fuel specifications. 87.61...

40 CFR 87.61 - Turbine fuel specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

... (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 87.61 Turbine fuel specifications. For... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Turbine fuel specifications. 87.61...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

Kappa Group: The initial guess. A proposal in response to a commercial air transportation study

NASA Technical Reports Server (NTRS)

1991-01-01

Kappa Aerospace presents their Aeroworld Aircraft, the Initial Guess (IG). This aircraft is designed to generate profit in the market which is currently controlled by the train and boat industry. The main priority of the design team was to develop an extremely efficient aircraft that could be sold at a reasonable price. The IG offers a quick and safe alternative to the existing means of transportation at a competitive price. The cruise velocity of 28 ft/sec. allows all flights to be between 20 and 45 minutes, which is a remarkable savings in time compared to travel by boat or train. The IG is propelled by a single Astro-05 engine with a Zinger 10-6 propeller. The Astro-05 is not an extremely powerful engine; however, it provides enough thrust to meet the design and safety requirements. The major advantage of the Astro-05 is that it is the most efficient engine available. The fuel efficiency of the Astro-05 is what puts the aircraft ahead of the competition. The money saved on an efficient engine can be passed on as lower ticket prices or increased revenue. The IG has a payload of 56 passengers and a wingspan of 7 ft. The 7 ft. wingspan allows the aircraft to fit into the gates of all of the cities that are targeted. Future endeavors of Kappa Aerospace will include fitting a stretch version of the IG with a larger propulsion system. This derivative aircraft will be able to carry more passengers and will be placed on the routes which have the greatest demand for travel. The fuselage and empennage are made of a wooden truss configuration, while the wing is made of a rib/spare configuration. The stress carrying elements are made of spruce, the nonstress carrying elements are made of balsa. The wing is removable for easy access into the fuselage. The easy access to the batteries will keep maintenance costs down.

Advanced control for airbreathing engines, volume 2: General Electric aircraft engines

NASA Technical Reports Server (NTRS)

Bansal, Indar

1993-01-01

The application of advanced control concepts to air breathing engines may yield significant improvements in aircraft/engine performance and operability. Screening studies of advanced control concepts for air breathing engines were conducted by three major domestic aircraft engine manufacturers to determine the potential impact of concepts on turbine engine performance and operability. The purpose of the studies was to identify concepts which offered high potential yet may incur high research and development risk. A target suite of proposed advanced control concepts was formulated and evaluated in a two phase study to quantify each concept's impact on desired engine characteristics. To aid in the evaluation specific aircraft/engine combinations were considered: a Military High Performance Fighter mission, a High Speed Civil Transport mission, and a Civil Tiltrotor mission. Each of the advanced control concepts considered in the study are defined and described. The concept potential impact on engine performance was determined. Relevant figures of merit on which to evaluate the concepts are determined. Finally, the concepts are ranked with respect to the target aircraft/engine missions. A final report describing the screening studies was prepared by each engine manufacturer. Volume 2 of these reports describes the studies performed by GE Aircraft Engines.

Aircraft in the Flight Research Building at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-06-21

A Consolidated B–24D Liberator (left), Boeing B–29 Superfortress (background), and Lockheed RA–29 Hudson (foreground) parked inside the Flight Research Building at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. A P–47G Thunderbolt and P–63A King Cobra are visible in the background. The laboratory utilized 15 different aircraft during the final 2.5 years of World War II. This starkly contrasts with the limited-quantity, but long-duration aircraft of the NASA’s modern fleet. The Flight Research Building is a 272- by 150-foot hangar with an internal height ranging from 40 feet at the sides to 90 feet at its apex. The steel support trusses were pin-connected at the top with tension members extending along the corrugated transite walls down to the floor. The 37.5-foot-tall and 250-foot-long doors on either side can be opened in sections. The hangar included a shop area and stock room along the far wall, and a single-story office wing with nine offices, behind the camera. The offices were later expanded. The hangar has been in continual use since its completion in December 1942. Nearly 70 different aircraft have been sheltered here over the years. Temporary offices were twice constructed over half of the floor area when office space was at a premium.

Technology for reducing aircraft engine pollution

NASA Technical Reports Server (NTRS)

Rudey, R. A.; Kempke, E. E., Jr.

1975-01-01

Programs have been initiated by NASA to develop and demonstrate advanced technology for reducing aircraft gas turbine and piston engine pollutant emissions. These programs encompass engines currently in use for a wide variety of aircraft from widebody-jets to general aviation. Emission goals for these programs are consistent with the established EPA standards. Full-scale engine demonstrations of the most promising pollutant reduction techniques are planned within the next three years. Preliminary tests of advanced technology gas turbine engine combustors indicate that significant reductions in all major pollutant emissions should be attainable in present generation aircraft engines without adverse effects on fuel consumption. Fundamental-type programs are yielding results which indicate that future generation gas turbine aircraft engines may be able to utilize extremely low pollutant emission combustion systems.

Pulse-width-modulated servo valve for autopilot system

NASA Technical Reports Server (NTRS)

Garner, H. D.

1974-01-01

Valve was developed for autopilot wing-lever system and is to be used in light, single-engine aircraft. Valve is controlled by electronic circuit which feeds pulse-width-modulated correction signals to two solenoids. Valve housing is cast from plastic, making it very economical to fabricate.

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2012 CFR

2012-01-01

... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this...

14 CFR 33.70 - Engine life-limited parts.

Code of Federal Regulations, 2014 CFR

2014-01-01

... parts are rotor and major static structural parts whose primary failure is likely to result in a....70 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.70 Engine life...

14 CFR 34.62 - Test procedure (propulsion engines).

Code of Federal Regulations, 2011 CFR

2011-01-01

... Section 34.62 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.62 Test procedure...

14 CFR 33.66 - Bleed air system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.66 Bleed air system. The engine must supply bleed air without adverse effect on the engine, excluding reduced thrust or power...

14 CFR 33.74 - Continued rotation.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.74 Continued rotation. If any of the engine main rotating systems continue to rotate after the engine is shutdown for any reason...

14 CFR 33.67 - Fuel system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.67 Fuel system. (a) With fuel supplied to the engine at the flow and pressure specified by the applicant, the engine must...

14 CFR 33.66 - Bleed air system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.66 Bleed air system. The engine must supply bleed air without adverse effect on the engine, excluding reduced thrust or power...

14 CFR 33.74 - Continued rotation.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.74 Continued rotation. If any of the engine main rotating systems continue to rotate after the engine is shutdown for any reason...

14 CFR 34.62 - Test procedure (propulsion engines).

Code of Federal Regulations, 2010 CFR

2010-01-01

... Section 34.62 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.62 Test procedure...

14 CFR 33.67 - Fuel system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.67 Fuel system. (a) With fuel supplied to the engine at the flow and pressure specified by the applicant, the engine must...

14 CFR 33.69 - Ignitions system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.69 Ignitions system. Each engine must be equipped with an ignition system for starting the engine on the ground and in flight. An...

14 CFR 33.69 - Ignitions system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.69 Ignitions system. Each engine must be equipped with an ignition system for starting the engine on the ground and in flight. An...

40 CFR 87.81 - Fuel specifications.

Code of Federal Regulations, 2011 CFR

2011-07-01

...) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 87.81 Fuel specifications. Fuel having specifications as provided in § 87...

40 CFR 87.81 - Fuel specifications.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 87.81 Fuel specifications. Fuel having specifications as provided in § 87...

14 CFR 34.71 - Compliance with gaseous emission standards.

Code of Federal Regulations, 2012 CFR

2012-01-01

... TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.71...

GASP- GENERAL AVIATION SYNTHESIS PROGRAM

NASA Technical Reports Server (NTRS)

Galloway, T. L.

1994-01-01

The General Aviation Synthesis Program, GASP, was developed to perform tasks generally associated with the preliminary phase of aircraft design. GASP gives the analyst the capability of performing parametric studies in a rapid manner during preliminary design efforts. During the development of GASP, emphasis was placed on small fixed-wing aircraft employing propulsion systems varying from a single piston engine with a fixed pitch propeller through twin turboprop/turbofan systems as employed in business or transport type aircraft. The program is comprised of modules representing the various technical disciplines of design, integrated into a computational flow which ensures that the interacting effects of design variables are continuously accounted for in the aircraft sizing procedures. GASP provides a useful tool for comparing configurations, assessing aircraft performance and economics, and performing tradeoff and sensitivity studies. By utilizing GASP, the impact of various aircraft requirements and design factors may be studied in a systematic manner, with benefits being measured in terms of overall aircraft performance and economics. The GASP program consists of a control module and six "technology" submodules which perform the various independent studies required in the design of general aviation or small transport type aircraft. The six technology modules include geometry, aerodynamics, propulsion, weight and balance, mission analysis, and economics. The geometry module calculates the dimensions of the synthesized aircraft components based on such input parameters as number of passengers, aspect ratio, taper ratio, sweep angles, and thickness of wing and tail surfaces. The aerodynamics module calculates the various lift and drag coefficients of the synthesized aircraft based on inputs concerning configuration geometry, flight conditions, and type of high lift device. The propulsion module determines the engine size and performance for the synthesized aircraft. Both cruise and take-off requirements for the aircraft may be specified. This module can currently simulate turbojet, turbofan, turboprop, and reciprocating or rotating combustion engines. The weight and balance module accepts as input gross weight, payload, aircraft geometry, and weight trend coefficients for use in calculating the size of tip tanks and wing location required such that the synthesized aircraft is in balance for center of gravity travel. In the mission analysis module, the taxi, take-off, climb, cruise, and landing segments of a specified mission are analyzed to compute the total range, and the aircraft size required to provide this range is determined. In the economic module both the flyaway and operating costs are determined from estimated resources and services cost. The six technology modules are integrated into a single synthesis system by the control module. This integrated approach ensures that the results from each module contain the effect of design interactions among all the modules. Starting from a set of simple input quantities concerning aircraft type, size, and performance, the synthesis is extended to the point where all of the important aircraft characteristics have been analyzed quantitatively. Together, the synthesis model and procedure develops aircraft configurations in a manner useful in parametric analysis and provides a useful step toward more detailed analytical and experimental studies. The GASP program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with a central memory requirement of approximately 200K(octal) of 60 bit words. The GASP program was developed in 1978.

Flexible manufacturing of aircraft engine parts

NASA Astrophysics Data System (ADS)

Hassan, Ossama M.; Jenkins, Douglas M.

1992-06-01

GE Aircraft Engines, a major supplier of jet engines for commercial and military aircraft, has developed a fully integrated manufacturing facility to produce aircraft engine components in flexible manufacturing cells. This paper discusses many aspects of the implementation including process technologies, material handling, software control system architecture, socio-technical systems and lessons learned. Emphasis is placed on the appropriate use of automation in a flexible manufacturing system.

14 CFR 34.1 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES General Provisions § 34.1 Definitions... in, or which is manufactured for installation in, an aircraft. Aircraft gas turbine engine means a.... Class T3 means all aircraft gas turbine engines of the JT3D model family. Class T8 means all aircraft...

14 CFR 33.96 - Engine tests in auxiliary power unit (APU) mode.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.96 Engine tests in auxiliary power unit (APU) mode. If the engine is designed with a propeller brake which...) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly...

14 CFR 33.96 - Engine tests in auxiliary power unit (APU) mode.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.96 Engine tests in auxiliary power unit (APU) mode. If the engine is designed with a propeller brake which...) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly...

14 CFR 33.96 - Engine tests in auxiliary power unit (APU) mode.

Code of Federal Regulations, 2012 CFR

2012-01-01

... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.96 Engine tests in auxiliary power unit (APU) mode. If the engine is designed with a propeller brake which...) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly...

14 CFR 33.96 - Engine tests in auxiliary power unit (APU) mode.

Code of Federal Regulations, 2014 CFR

2014-01-01

... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.96 Engine tests in auxiliary power unit (APU) mode. If the engine is designed with a propeller brake which...) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly...

14 CFR 33.96 - Engine tests in auxiliary power unit (APU) mode.

Code of Federal Regulations, 2013 CFR

2013-01-01

... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.96 Engine tests in auxiliary power unit (APU) mode. If the engine is designed with a propeller brake which...) Ground locking: A total of 45 hours with the propeller brake engaged in a manner which clearly...

Integrated engine-generator concept for aircraft electric secondary power

NASA Technical Reports Server (NTRS)

Secunde, R. R.; Macosko, R. P.; Repas, D. S.

1972-01-01

The integrated engine-generator concept of locating an electric generator inside an aircraft turbojet or turbofan engine concentric with, and driven by, one of the main engine shafts is discussed. When properly rated, the generator can serve as an engine starter as well as a generator of electric power. The electric power conversion equipment and generator controls are conveniently located in the aircraft. Preliminary layouts of generators in a large engine together with their physical sizes and weights indicate that this concept is a technically feasible approach to aircraft secondary power.

Unsteady Reynolds-averaged Navier-Stokes simulations of inlet distortion in the fan system of a gas-turbine aero-engine

NASA Astrophysics Data System (ADS)

Spotts, Nathan

As modern trends in commercial aircraft design move toward high-bypass-ratio fan systems of increasing diameter with shorter, nonaxisymmetric nacelle geometries, inlet distortion is becoming common in all operating regimes. The distortion may induce aerodynamic instabilities within the fan system, leading to catastrophic damage to fan blades, should the surge margin be exceeded. Even in the absence of system instability, the heterogeneity of the flow affects aerodynamic performance significantly. Therefore, an understanding of fan-distortion interaction is critical to aircraft engine system design. This thesis research elucidates the complex fluid dynamics and fan-distortion interaction by means of computational fluid dynamics (CFD) modeling of a complete engine fan system; including rotor, stator, spinner, nacelle and nozzle; under conditions typical of those encountered by commercial aircraft. The CFD simulations, based on a Reynolds-averaged Navier-Stokes (RANS) approach, were unsteady, three-dimensional, and of a full-annulus geometry. A thorough, systematic validation has been performed for configurations from a single passage of a rotor to a full-annulus system by comparing the predicted flow characteristics and aerodynamic performance to those found in literature. The original contributions of this research include the integration of a complete engine fan system, based on the NASA rotor 67 transonic stage and representative of the propulsion systems in commercial aircraft, and a benchmark case for unsteady RANS simulations of distorted flow in such a geometry under realistic operating conditions. This study is unique in that the complex flow dynamics, resulting from fan-distortion interaction, were illustrated in a practical geometry under realistic operating conditions. For example, the compressive stage is shown to influence upstream static pressure distributions and thus suppress separation of flow on the nacelle. Knowledge of such flow physics is valuable for engine system design.

Intercomparisons of radiosondes and an airborne refractometer for measuring radio ducts

NASA Astrophysics Data System (ADS)

Morrissey, J. F.; Izumi, Y.; Cote, O. R.

1986-07-01

The capabilities of two types of radiosondes and an aircraft refractometer to measure radio ducting conditions were compared in a series of flights in September 1985 at Chatham, Mass., on Cape Cod. The tests were part of a program studying radio propagation on Air Force communication links. The intercomparisons were made between data from a refractometer mounted on a small single engine aircraft (Cessna 172) and data from an operational National Weather Service synoptic sounding system. The synoptic sonde and the portable sonde were often on the same balloon train. The comparisons show that the aircraft refractometer data indicate the highest number of ducts and the synoptic data the least number of ducts.

General Electric I-40 Engine at the Lewis Flight Propulsion Laboratory

NASA Image and Video Library

1946-08-21

A mechanic works on a General Electric I-40 turbojet at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The military selected General Electric’s West Lynn facility in 1941 to secretly replicate the centrifugal turbojet engine designed by British engineer Frank Whittle. General Electric’s first attempt, the I-A, was fraught with problems. The design was improved somewhat with the subsequent I-16 engine. It was not until the engine's next reincarnation as the I-40 in 1943 that General Electric’s efforts paid off. The 4000-pound thrust I-40 was incorporated into the Lockheed Shooting Star airframe and successfully flown in June 1944. The Shooting Star became the US’s first successful jet aircraft and the first US aircraft to reach 500 miles per hour. The NACA’s Lewis Flight Propulsion Laboratory studied all of General Electric’s centrifugal turbojets both during World War II and afterwards. The entire Shooting Star aircraft was investigated in the Altitude Wind Tunnel during 1945. The researchers studied the engine compressor performance, thrust augmentation using a water injection, and compared different fuel blends in a single combustor. The mechanic in this photograph is inserting a combustion liner into one of the 14 combustor cans. The compressor, which is not yet installed in this photograph, pushed high pressure air into these combustors. There the air mixed with the fuel and was heated. The hot air was then forced through a rotating turbine that powered the engine before being expelled out the nozzle to produce thrust.

14 CFR 33.64 - Pressurized engine static parts.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Pressurized engine static parts. 33.64 Section 33.64 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.64 Pressurized...

14 CFR 33.64 - Pressurized engine static parts.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Pressurized engine static parts. 33.64 Section 33.64 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.64 Pressurized...

14 CFR 33.64 - Pressurized engine static parts.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Pressurized engine static parts. 33.64 Section 33.64 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.64 Pressurized...

14 CFR 34.89 - Compliance with smoke emission standards.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 34.89 Compliance with smoke emission... in Appendix 6 to ICAO Annex 16, Environmental Protection, Volume II, Aircraft Engine Emissions...

14 CFR 33.64 - Pressurized engine static parts.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Pressurized engine static parts. 33.64 Section 33.64 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.64 Pressurized...

14 CFR 34.89 - Compliance with smoke emission standards.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 34.89 Compliance with smoke emission... in Appendix 6 to ICAO Annex 16, Environmental Protection, Volume II, Aircraft Engine Emissions...

14 CFR 33.64 - Pressurized engine static parts.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Pressurized engine static parts. 33.64 Section 33.64 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.64 Pressurized...

14 CFR 21.128 - Tests: aircraft engines.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Tests: aircraft engines. 21.128 Section 21.128 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... engine (except rocket engines for which the manufacturer must establish a sampling technique) to an...

14 CFR 21.128 - Tests: aircraft engines.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Tests: aircraft engines. 21.128 Section 21.128 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT... engine (except rocket engines for which the manufacturer must establish a sampling technique) to an...

Altus II aircraft flying over southern California desert

NASA Technical Reports Server (NTRS)

1998-01-01

The snow-capped peak of Mt. San Antonio in the San Gabriel range is visible as the the remotely piloted Altus II flies over Southern California's high desert. The Altus II was flown as a performance and propulsion testbed for future high-altitude science platform aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program at the Dryden Flight Research Center, Edwards, Calif. The rear-engined Altus II and its sister ship, the Altus I, were built by General Atomics/Aeronautical Systems, Inc., of San Diego, Calif. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I, built for the Naval Postgraduate School, reached over 43,500 feet with a single-stage turbocharger feeding its four-cylinder Rotax engine in 1997, while the Altus II, incorporating a two-stage turbocharger built by Thermo-Mechanical Systems, reached and sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Easy method of matching fighter engine to airframe for use in aircraft engine design courses

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

Mattingly, J.D.

1989-01-01

The proper match of the engine(s) to the airframe affects both aircraft size and life cycle cost. A fast and straightforward method is developed and used for the matching of fighter engine(s) to airframes during conceptual design. A thrust-lapse equation is developed for the dual-spool, mixed-flow, afterburning turbofan type of engine based on the installation losses of 'Aircraft Engine Design' and the performance predictions of the cycle analysis programs ONX and OFFX. Using system performance requirements, the effects of aircraft thrust-to-weight, wing loading, and engine cycle on takeoff weight are analyzed and example design course results presented. 5 refs.

14 CFR 34.82 - Sampling and analytical procedures for measuring smoke exhaust emissions.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 34.82..., Environmental Protection, Volume II, Aircraft Engine Emissions, Second Edition, July 1993, effective July 26...

14 CFR 34.82 - Sampling and analytical procedures for measuring smoke exhaust emissions.

Code of Federal Regulations, 2010 CFR

2010-01-01

..., DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Smoke Emissions (Aircraft Gas Turbine Engines) § 34.82..., Environmental Protection, Volume II, Aircraft Engine Emissions, Second Edition, July 1993, effective July 26...

Aircraft Operations Classification System

NASA Technical Reports Server (NTRS)

Harlow, Charles; Zhu, Weihong

2001-01-01

Accurate data is important in the aviation planning process. In this project we consider systems for measuring aircraft activity at airports. This would include determining the type of aircraft such as jet, helicopter, single engine, and multiengine propeller. Some of the issues involved in deploying technologies for monitoring aircraft operations are cost, reliability, and accuracy. In addition, the system must be field portable and acceptable at airports. A comparison of technologies was conducted and it was decided that an aircraft monitoring system should be based upon acoustic technology. A multimedia relational database was established for the study. The information contained in the database consists of airport information, runway information, acoustic records, photographic records, a description of the event (takeoff, landing), aircraft type, and environmental information. We extracted features from the time signal and the frequency content of the signal. A multi-layer feed-forward neural network was chosen as the classifier. Training and testing results were obtained. We were able to obtain classification results of over 90 percent for training and testing for takeoff events.

Aural glide slope cues : their effect on pilot performance during in-flight simulated ILS instrument approaches.

DOT National Transportation Integrated Search

1971-05-01

Forty instrument rated commercial and ATR pilots with 250 to 12,271 flight hours each flew ten simulated ILS approaches in a single engine, general aviation aircraft. Divided into five groups, each group used a different glide slope cue display in co...

14 CFR 34.63 - [Reserved

Code of Federal Regulations, 2011 CFR

2011-01-01

... and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.63 [Reserved] ...

14 CFR 34.63 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-01-01

... and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.63 [Reserved] ...

Aeronautical Engineering. A Continuing Bibliography with Indexes

DTIC Science & Technology

1987-09-01

engines 482 01 AERONAUTICS (GENERAL) i-10 aircraft equipped with turbine engine ...rate adaptive control with applications to lateral Statistics on aircraft gas turbine engine rotor failures Unified model for the calculation of blade ...PUMPS p 527 A87-35669 to test data for a composite prop-tan model Gas turbine combustor and engine augmentor tube GENERAL AVIATION AIRCRAFT

Fuel conservative aircraft engine technology

NASA Technical Reports Server (NTRS)

Nored, D. L.

1978-01-01

Technology developments for more fuel-efficiency subsonic transport aircraft are reported. Three major propulsion projects were considered: (1) engine component improvement - directed at current engines; (2) energy efficient engine - directed at new turbofan engines; and (3) advanced turboprops - directed at technology for advanced turboprop-powered aircraft. Each project is reviewed and some of the technologies and recent accomplishments are described.

System design from mission definition to flight validation

NASA Technical Reports Server (NTRS)

Batill, S. M.

1992-01-01

Considerations related to the engineering systems design process and an approach taken to introduce undergraduate students to that process are presented. The paper includes details on a particular capstone design course. This course is a team oriented aircraft design project which requires the students to participate in many phases of the system design process, from mission definition to validation of their design through flight testing. To accomplish this in a single course requires special types of flight vehicles. Relatively small-scale, remotely piloted vehicles have provided the class of aircraft considered in this course.

Far-field acoustic data for the Texas ASE, Inc. Hush-House, supplement

NASA Astrophysics Data System (ADS)

Lee, R. A.

1982-04-01

This report supplements AFAMRL-TR-73-110, which describes the data base (NOISEFILE) used in the computer program (NOISEMAP) to predict the community noise exposure resulting from military aircraft operations. The results of field test measurements to define the single-event noise produced on the ground by military aircraft/engines operating in the Texas ASE Inc. hush-house are presented as a function of angle (0 to 180 from the front of the hush-house) and distance (200 ft to 2500 ft) in various acoustic metrics.

General Aviation Light Aircraft Propulsion: From the 1940's to the Next Century

NASA Technical Reports Server (NTRS)

Burkardt, Leo A.

1998-01-01

Current general aviation light aircraft are powered by engines that were originally designed in the 1940's. This paper gives a brief history of light aircraft engine development, explaining why the air-cooled, horizontally opposed piston engine became the dominant engine for this class of aircraft. Current engines are fairly efficient, and their designs have been updated through the years, but their basic design and operational characteristics are archaic in comparison to modem engine designs, such as those used in the automotive industry. There have been some innovative engine developments, but in general they have not been commercially successful. This paper gives some insight into the reasons for this lack of success. There is now renewed interest in developing modem propulsion systems for light aircraft, in the fore-front of which is NASA's General Aviation Propulsion (GAP) program. This paper gives an overview of the engines being developed in the GAP program, what they will mean to the general aviation community, and why NASA and its industry partners believe that these new engine developments will bring about a new era in general aviation light aircraft.

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.

Fuel savings potential of the NASA Advanced Turboprop Program

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

Whitlow, J.B. Jr.; Sievers, G.K.

1984-01-01

The NASA Advanced Turboprop (ATP) Program is directed at developing new technology for highly loaded, multibladed propellers for use at Mach 0.65 to 0.85 and at altitudes compatible with the air transport system requirements. Advanced turboprop engines offer the potential of 15 to 30 percent savings in aircraft block fuel relative to advanced turbofan engines (50 to 60 percent savings over today's turbofan fleet). The concept, propulsive efficiency gains, block fuel savings and other benefits, and the program objectives through a systems approach are described. Current program status and major accomplishments in both single rotation and counter rotation propeller technologymore » are addressed. The overall program from scale model wind tunnel tests to large scale flight tests on testbed aircraft is discussed.« less

Methods Developed by the Tools for Engine Diagnostics Task to Monitor and Predict Rotor Damage in Real Time

NASA Technical Reports Server (NTRS)

Baaklini, George Y.; Smith, Kevin; Raulerson, David; Gyekenyesi, Andrew L.; Sawicki, Jerzy T.; Brasche, Lisa

2003-01-01

Tools for Engine Diagnostics is a major task in the Propulsion System Health Management area of the Single Aircraft Accident Prevention project under NASA s Aviation Safety Program. The major goal of the Aviation Safety Program is to reduce fatal aircraft accidents by 80 percent within 10 years and by 90 percent within 25 years. The goal of the Propulsion System Health Management area is to eliminate propulsion system malfunctions as a primary or contributing factor to the cause of aircraft accidents. The purpose of Tools for Engine Diagnostics, a 2-yr-old task, is to establish and improve tools for engine diagnostics and prognostics that measure the deformation and damage of rotating engine components at the ground level and that perform intermittent or continuous monitoring on the engine wing. In this work, nondestructive-evaluation- (NDE-) based technology is combined with model-dependent disk spin experimental simulation systems, like finite element modeling (FEM) and modal norms, to monitor and predict rotor damage in real time. Fracture mechanics time-dependent fatigue crack growth and damage-mechanics-based life estimation are being developed, and their potential use investigated. In addition, wireless eddy current and advanced acoustics are being developed for on-wing and just-in-time NDE engine inspection to provide deeper access and higher sensitivity to extend on-wing capabilities and improve inspection readiness. In the long run, these methods could establish a base for prognostic sensing while an engine is running, without any overt actions, like inspections. This damage-detection strategy includes experimentally acquired vibration-, eddy-current- and capacitance-based displacement measurements and analytically computed FEM-, modal norms-, and conventional rotordynamics-based models of well-defined damages and critical mass imbalances in rotating disks and rotors.

Supersonic fan engines for military aircraft

NASA Technical Reports Server (NTRS)

Franciscus, L. C.

1983-01-01

Engine performance and mission studies were performed for turbofan engines with supersonic through-flow fans. A Mach 2.4 CTOL aircraft was used in the study. Two missions were considered: a long range penetrator mission and a long range intercept mission. The supersonic fan engine is compared with an augmented mixed flow turbofan in terms of mission radius for a fixed takeoff gross weight of 75,000 lbm. The mission radius of aircraft powered by supersonic fan engines could be 15 percent longer than aircraft powered with conventional turbofan engines at moderate thrust to gross weight ratios. The climb and acceleration performance of the supersonic fan engines is better than that of the conventional turbofan engines.

Investigation of installation effects of single-engine convergent-divergent nozzles

NASA Technical Reports Server (NTRS)

Burley, J. R., II; Berrier, B. L.

1982-01-01

An investigation was conducted in the Langley 16-Foot Transonic Tunnel to determine installation effects on single-engine convergent-divergent nozzles applicable to reduced-power supersonic cruise aircraft. Tests were conducted at Mach numbers from 0.50 to 1.20, at angles of attack from -3 degrees to 9 degrees, and at nozzle pressure ratios from 1.0 (jet off) to 8.0. The effects of empennage arrangement, nozzle length, a cusp fairing, and afterbody closure on total aft-end drag coefficient and component drag coefficients were investigated. Basic lift- and drag-coefficient data and external static-pressure distributions on the nozzle and afterbody are presented and discussed.

Near-field commercial aircraft contribution to nitrogen oxides by engine, aircraft type, and airline by individual plume sampling.

PubMed

Carslaw, David C; Ropkins, Karl; Laxen, Duncan; Moorcroft, Stephen; Marner, Ben; Williams, Martin L

2008-03-15

Nitrogen oxides (NOx) concentrations were measured in individual plumes from aircraft departing on the northern runway at Heathrow Airport in west London. Over a period of four weeks 5618 individual plumes were sampled by a chemiluminescence monitor located 180 m from the runway. Results were processed and matched with detailed aircraft movement and aircraft engine data using chromatographic techniques. Peak concentrations associated with 29 commonly used engines were calculated and found to have a good relationship with N0x emissions taken from the International Civil Aviation Organization (ICAO) databank. However, it is found that engines with higher reported NOx emissions result in proportionately lower NOx concentrations than engines with lower emissions. We show that it is likely that aircraft operational factors such as takeoff weight and aircraftthrust setting have a measurable and important effect on concentrations of N0x. For example, NOx concentrations can differ by up to 41% for aircraft using the same airframe and engine type, while those due to the same engine type in different airframes can differ by 28%. These differences are as great as, if not greater than, the reported differences in NOx emissions between different engine manufacturers for engines used on the same airframe.

Physical characterization of the fine particle emissions from commercial aircraft engines during the Aircraft Particle Emissions Experiment (APEX) 1 to 3

EPA Science Inventory

The f1me particulate matter (PM) emissions from nine commercial aircraft engine models were determined by plume sampling during the three field campaigns of the Aircraft Particle Emissions Experiment (APEX). Ground-based measurements were made primarily at 30 m behind the engine ...

75 FR 22439 - Advance Notice of Proposed Rulemaking on Lead Emissions From Piston-Engine Aircraft Using Leaded...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-28

... fuel that is used in commercial aircraft, most military aircraft, or other turbine-engine powered... largely converted to jet turbine-engine propelled aircraft. However, the use of avgas containing 4 grams... or group of sources are the sole or even the major part of an air pollution problem. Moreover...

78 FR 65554 - Exhaust Emission Standards for New Aircraft Turbine Engines and Identification Plate for Aircraft...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-11-01

... DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Parts 34 and 45 [Docket No.: FAA-2012-1333; Amendment No. 34-5A] RIN 2120-AK15 Exhaust Emission Standards for New Aircraft Turbine Engines and Identification Plate for Aircraft Engines Correction In rule document 2013-24712, appearing on...

Highly integrated digital electronic control: Digital flight control, aircraft model identification, and adaptive engine control

NASA Technical Reports Server (NTRS)

Baer-Riedhart, Jennifer L.; Landy, Robert J.

1987-01-01

The highly integrated digital electronic control (HIDEC) program at NASA Ames Research Center, Dryden Flight Research Facility is a multiphase flight research program to quantify the benefits of promising integrated control systems. McDonnell Aircraft Company is the prime contractor, with United Technologies Pratt and Whitney Aircraft, and Lear Siegler Incorporated as major subcontractors. The NASA F-15A testbed aircraft was modified by the HIDEC program by installing a digital electronic flight control system (DEFCS) and replacing the standard F100 (Arab 3) engines with F100 engine model derivative (EMD) engines equipped with digital electronic engine controls (DEEC), and integrating the DEEC's and DEFCS. The modified aircraft provides the capability for testing many integrated control modes involving the flight controls, engine controls, and inlet controls. This paper focuses on the first two phases of the HIDEC program, which are the digital flight control system/aircraft model identification (DEFCS/AMI) phase and the adaptive engine control system (ADECS) phase.

14 CFR 33.75 - Safety analysis.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.75 Safety analysis. (a) (1) The applicant must analyze the engine, including the control system, to assess the likely...

14 CFR 34.65-34.70 - [Reserved

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) 34.65-34.70 [Reserved] ...

40 CFR 87.23 - Exhaust emission standards for Tier 6 and Tier 8 engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... and Tier 8 engines. 87.23 Section 87.23 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.23 Exhaust emission standards for Tier 6 and Tier 8...

40 CFR 87.23 - Exhaust emission standards for Tier 6 and Tier 8 engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... and Tier 8 engines. 87.23 Section 87.23 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR POLLUTION FROM AIRCRAFT AND AIRCRAFT ENGINES Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.23 Exhaust emission standards for Tier 6 and Tier 8...

14 CFR 21.331 - Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.

Code of Federal Regulations, 2014 CFR

2014-01-01

... for aircraft engines, propellers, and articles. 21.331 Section 21.331 Aeronautics and Space FEDERAL... engines, propellers, and articles. (a) A person may obtain from the FAA an export airworthiness approval to export a new aircraft engine, propeller, or article that is manufactured under this part if it...

14 CFR 21.331 - Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.

Code of Federal Regulations, 2013 CFR

2013-01-01

... for aircraft engines, propellers, and articles. 21.331 Section 21.331 Aeronautics and Space FEDERAL... engines, propellers, and articles. (a) A person may obtain from the FAA an export airworthiness approval to export a new aircraft engine, propeller, or article that is manufactured under this part if it...

14 CFR 21.331 - Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.

Code of Federal Regulations, 2012 CFR

2012-01-01

... for aircraft engines, propellers, and articles. 21.331 Section 21.331 Aeronautics and Space FEDERAL... engines, propellers, and articles. (a) A person may obtain from the FAA an export airworthiness approval to export a new aircraft engine, propeller, or article that is manufactured under this part if it...

14 CFR 21.331 - Issuance of export airworthiness approvals for aircraft engines, propellers, and articles.

Code of Federal Regulations, 2011 CFR

2011-01-01

... for aircraft engines, propellers, and articles. 21.331 Section 21.331 Aeronautics and Space FEDERAL... engines, propellers, and articles. (a) A person may obtain from the FAA an export airworthiness approval to export a new aircraft engine, propeller, or article that is manufactured under this part if it...

Exergy as a useful tool for the performance assessment of aircraft gas turbine engines: A key review

NASA Astrophysics Data System (ADS)

Şöhret, Yasin; Ekici, Selcuk; Altuntaş, Önder; Hepbasli, Arif; Karakoç, T. Hikmet

2016-05-01

It is known that aircraft gas turbine engines operate according to thermodynamic principles. Exergy is considered a very useful tool for assessing machines working on the basis of thermodynamics. In the current study, exergy-based assessment methodologies are initially explained in detail. A literature overview is then presented. According to the literature overview, turbofans may be described as the most investigated type of aircraft gas turbine engines. The combustion chamber is found to be the most irreversible component, and the gas turbine component needs less exergetic improvement compared to all other components of an aircraft gas turbine engine. Finally, the need for analyses of exergy, exergo-economic, exergo-environmental and exergo-sustainability for aircraft gas turbine engines is emphasized. A lack of agreement on exergy analysis paradigms and assumptions is noted by the authors. Exergy analyses of aircraft gas turbine engines, fed with conventional fuel as well as alternative fuel using advanced exergy analysis methodology to understand the interaction among components, are suggested to those interested in thermal engineering, aerospace engineering and environmental sciences.

Enhancing Small-Business Opportunities in the DoD

DTIC Science & Technology

2008-01-01

to the DoD is below the small-business share of all industry sales. In some industries , including aircraft manufacturing and engineer - ing services...for goods not included in the Aircraft Manufacturing category as well as those not in another industry category for aircraft engine and engine parts...Purchases, % Small-Business Share of Industry , %, 20022007 2002 Aircraft Manufacturing 2.3 1.8 8.7 Engineering Services 13.6 16.9 20.3 R&D in the

Study of unconventional aircraft engines designed for low energy consumption

NASA Technical Reports Server (NTRS)

Gray, D. E.

1976-01-01

Declining U.S. oil reserves and escalating energy costs underline the need for reducing fuel consumption in aircraft engines. The most promising unconventional aircraft engines based on their potential for fuel savings and improved economics are identified. The engines installed in both a long-range and medium-range aircraft were evaluated. Projected technology advances are identified and evaluated for their state-of-readiness for application to a commercial transport. Programs are recommended for developing the necessary technology.

Mode 2 fatigue crack growth specimen development

NASA Technical Reports Server (NTRS)

Buzzard, R. J.; Gross, B.; Srawley, J. E.

1983-01-01

A Mode II test specimen was developed which has potential application in understanding phemonena associated with mixed mode fatigue failures in high performance aircraft engine bearing races. The attributes of the specimen are: it contains one single ended notch, which simplifiers data gathering and reduction; the fatigue crack grous in-line with the direction of load application; a single axis test machine is sufficient to perform testing; and the Mode I component is vanishingly small.

Engine Systems Ownership Cost Reduction - Aircraft Propulsion Subsystems Integration (APSI)

DTIC Science & Technology

1975-08-01

compreusor fabrication costs. Hybrid Radial Compresscr Diffuser - Combining both the radial and axial sections of a standard diffuser into a single cascade...compressor diffuser by using a single mixed-flow diffuser instead of the separate radial and axial diffuser stator rows. The proposed mixed-flow diffuser...to an axial diffuser. A cost analyses of the hybrid radial diffuser was made and compared to baseline configuration ( radial and axial diffusers). The

14 CFR 33.62 - Stress analysis.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.62 Stress analysis. A stress analysis must be performed on each turbine engine showing the design safety margin of each turbine...

14 CFR 33.68 - Induction system icing.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.68 Induction system icing. Each engine, with all icing protection systems operating, must— (a) Operate throughout its flight power...

14 CFR 34.65-34.70 - [Reserved

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) §§ 34.65-34.70 [Reserved] ...

14 CFR 33.68 - Induction system icing.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.68 Induction system icing. Each engine, with all icing protection systems operating, must— (a) Operate throughout its flight power...

14 CFR 33.62 - Stress analysis.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.62 Stress analysis. A stress analysis must be performed on each turbine engine showing the design safety margin of each turbine...

A Potential Theory for the Steady Separated Flow about an Aerofoil Section

DTIC Science & Technology

1988-02-01

Adviser (3 copies Doc Data sheet) Aircraft Maintenance and Flight Trials Unit Director of Naval Aircraft Engineering Director of Naval Air Warfare...Superintendent, Aircraft Maintenance and Repair Army Office Scientific Adviser - Army (Doc Data sheet only) Engineering Development Establishment, Library...Flight Group Library Technical Division Library Director General Aircraft Engineering - Air Force Director General Operational Requirements - Air Force

Laser Absorption Measurements of Equivalence Ratios Studied Along With Their Coupling to Pressure Fluctuations in Lean Premixed Prevaporized (LPP) Combustion

NASA Technical Reports Server (NTRS)

Nguyen, Quang-Viet

2001-01-01

Concerns about damaging the Earth's ozone layer as a result of high levels of nitrogen oxides (known collectively as NOx) from high-altitude, high-speed aircraft have prompted the study of lean premixed prevaporized (LPP) combustion in aircraft engines. LPP combustion reduces NOx emissions principally by reducing the peak flame temperatures inside an engine. Recent advances in LPP technologies have realized exceptional reductions in pollutant emissions (single-digit ppm NOx for example). However, LPP combustion also presents major challenges: combustion instability and dynamic coupling effects between fluctuations in heat-release rate, dynamic pressure, and fuel pressure. These challenges are formidable and can literally shake an engine apart if uncontrolled. To better understand this phenomenon so that it can be controlled, we obtained real-time laser absorption measurements of the fuel vapor concentration (and equivalence ratio) simultaneously with the dynamic pressure, flame luminosity, and time-averaged gaseous emissions measurements in a research-type jet-A-fueled LPP combustor. The measurements were obtained in NASA Glenn Research Center's CE-5B optically accessible flame tube facility. The CE-5B facility provides inlet air temperatures and pressures similar to the actual operating conditions of real aircraft engines. The laser absorption measurements were performed using an infrared 3.39 micron HeNe laser in conjunction with a visible HeNe laser for liquid droplet scattering compensation.

Supersonic fan engines for military aircraft

NASA Technical Reports Server (NTRS)

Franciscus, L. C.

1983-01-01

Engine performance and mission studies were performed for turbofan engines with supersonic through-flow fans. A Mach 2.4 CTOL aircraft was used in the study. Two missions were considered: a long range penetrator mission and a long range intercept mission. The supersonic fan engine is compared with an augmented mixed flow turbofan in terms of mission radius for a fixed takeoff gross weight of 75,000 lbm. The mission radius of aircraft powered by supersonic fan engines could be 15 percent longer than aircraft powered with conventional turbofan engines at moderate thrust to gross weight ratios. The climb and acceleration performance of the supersonic fan engines is better than that of the conventional turbofan engines. Previously announced in STAR as N83-34947

MD-11 PCA - Research flight team photo

NASA Technical Reports Server (NTRS)

1995-01-01

On Aug. 30, 1995, a the McDonnell Douglas MD-11 transport aircraft landed equipped with a computer-assisted engine control system that has the potential to increase flight safety. In landings at NASA Dryden Flight Research Center, Edwards, California, on August 29 and 30, the aircraft demonstrated software used in the aircraft's flight control computer that essentially landed the MD-11 without a need for the pilot to manipulate the flight controls significantly. In partnership with McDonnell Douglas Aerospace (MDA), with Pratt & Whitney and Honeywell helping to design the software, NASA developed this propulsion-controlled aircraft (PCA) system following a series of incidents in which hydraulic failures resulted in the loss of flight controls. This new system enables a pilot to operate and land the aircraft safely when its normal, hydraulically-activated control surfaces are disabled. This August 29, 1995, photo shows the MD-11 team. Back row, left to right: Tim Dingen, MDA pilot; John Miller, MD-11 Chief pilot (MDA); Wayne Anselmo, MD-11 Flight Test Engineer (MDA); Gordon Fullerton, PCA Project pilot; Bill Burcham, PCA Chief Engineer; Rudey Duran, PCA Controls Engineer (MDA); John Feather, PCA Controls Engineer (MDA); Daryl Townsend, Crew Chief; Henry Hernandez, aircraft mechanic; Bob Baron, PCA Project Manager; Don Hermann, aircraft mechanic; Jerry Cousins, aircraft mechanic; Eric Petersen, PCA Manager (Honeywell); Trindel Maine, PCA Data Engineer; Jeff Kahler, PCA Software Engineer (Honeywell); Steve Goldthorpe, PCA Controls Engineer (MDA). Front row, left to right: Teresa Hass, Senior Project Management Analyst; Hollie Allingham (Aguilera), Senior Project Management Analyst; Taher Zeglum, PCA Data Engineer (MDA); Drew Pappas, PCA Project Manager (MDA); John Burken, PCA Control Engineer.

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

NASA Image and Video Library

1972-03-21

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

Design and analysis of a fuel-efficient single-engine, turboprop-powered, business airplane

NASA Technical Reports Server (NTRS)

Martin, G. L.; Everest, D. E., Jr.; Lovell, W. A.; Price, J. E.; Walkley, K. B.; Washburn, G. F.

1981-01-01

The speed, range, payload, and fuel efficiency of a general aviation airplane powered by one turboprop engine was determined and compared to a twin engine turboprop aircraft. An airplane configuration was developed which can carry six people for a noreserve range of 2,408 km at a cruise speed above 154 m/s, and a cruise altitude of about 9,144 m. The cruise speed is comparable to that of the fastest of the current twin turboprop powered airplanes. It is found that the airplane has a cruise specific range greater than all twin turboprop engine airplanes flying in its speed range and most twin piston engine airplanes flying at considerably slower cruise airspeeds.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport.

PubMed

Moore, Richard H; Shook, Michael A; Ziemba, Luke D; DiGangi, Joshua P; Winstead, Edward L; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L; Crosbie, Ewan C; Robinson, Claire; Shingler, Taylor J; Anderson, Bruce E

2017-12-19

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO 2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 10 16 -10 17 kg -1 and 10 14 -10 16 kg -1 , respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg -1 (except for the GE GEnx engines at 46 mg kg -1 ). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

PubMed Central

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; DiGangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-01-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016–1017 kg−1 and 1014–1016 kg−1, respectively. Black-carbon-equivalent particle mass EIs vary between 175–941 mg kg−1 (except for the GE GEnx engines at 46 mg kg−1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality. PMID:29257135

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

NASA Astrophysics Data System (ADS)

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; Digangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-12-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016-1017 kg-1 and 1014-1016 kg-1, respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg-1 (except for the GE GEnx engines at 46 mg kg-1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

Determination and Applications of Environmental Costs at Different Sized Airports: Aircraft Noise and Engine Emissions

NASA Technical Reports Server (NTRS)

Lu, Cherie; Lierens, Abigail

2003-01-01

With the increasing trend of charging for externalities and the aim of encouraging the sustainable development of the air transport industry, there is a need to evaluate the social costs of these undesirable side effects, mainly aircraft noise and engine emissions, for different airports. The aircraft noise and engine emissions social costs are calculated in monetary terms for five different airports, ranging from hub airports to small regional airports. The number of residences within different levels of airport noise contours and the aircraft noise classifications are the main determinants for accessing aircraft noise social costs. Whist, based on the damages of different engine pollutants on the human health, vegetation, materials, aquatic ecosystem and climate, the aircraft engine emissions social costs vary from engine types to aircraft categories. The results indicate that the relationship appears to be curvilinear between environmental costs and the traffic volume of an airport. The results and methodology of environmental cost calculation could input for to the proposed European wide harmonized noise charges as well as the social cost benefit analysis of airports.

Review of the Rhein-Flugzeugbau Wankel powered aircraft program. [ducted fan engines

NASA Technical Reports Server (NTRS)

Riethmueller, M.

1978-01-01

The development of light aircraft with special emphasis on modern propulsion systems and production is discussed in terms of the application of rotary engines to aircraft. Emphasis is placed on the integrated ducted-fan propulsion system using rotary engines.

14 CFR 33.47 - Detonation test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Detonation test. 33.47 Section 33.47 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.47 Detonation test. Each engine...

14 CFR 33.47 - Detonation test.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Detonation test. 33.47 Section 33.47 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.47 Detonation test. Each engine...

14 CFR 33.47 - Detonation test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Detonation test. 33.47 Section 33.47 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.47 Detonation test. Each engine...

14 CFR 33.47 - Detonation test.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Detonation test. 33.47 Section 33.47 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.47 Detonation test. Each engine...

14 CFR 33.72 - Hydraulic actuating systems.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 33.72 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.72 Hydraulic... engine is expected to operate. Each filter or screen must be accessible for servicing and each tank must...

14 CFR 33.65 - Surge and stall characteristics.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Section 33.65 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.65 Surge and stall characteristics. When the engine is operated in accordance with operating instructions required by...

14 CFR 33.65 - Surge and stall characteristics.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Section 33.65 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.65 Surge and stall characteristics. When the engine is operated in accordance with operating instructions required by...

14 CFR 33.72 - Hydraulic actuating systems.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 33.72 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.72 Hydraulic... engine is expected to operate. Each filter or screen must be accessible for servicing and each tank must...

14 CFR 21.53 - Statement of conformity.

Code of Federal Regulations, 2011 CFR

2011-01-01

... each aircraft engine and propeller presented to the Administrator for type certification. This statement of conformity must include a statement that the aircraft engine or propeller conforms to the type... aircraft engine or propeller presented for type certification conforms to its type design. ...

14 CFR 91.1415 - CAMP: Mechanical reliability reports.

Code of Federal Regulations, 2012 CFR

2012-01-01

... the engine, adjacent structure, equipment, or components; (5) An aircraft component that causes... flight when external damage to the engine or aircraft structure occurs; (8) Engine shutdown during flight... ground; (14) Aircraft structure that requires major repair; (15) Cracks, permanent deformation, or...

14 CFR 91.1415 - CAMP: Mechanical reliability reports.

Code of Federal Regulations, 2014 CFR

2014-01-01

... the engine, adjacent structure, equipment, or components; (5) An aircraft component that causes... flight when external damage to the engine or aircraft structure occurs; (8) Engine shutdown during flight... ground; (14) Aircraft structure that requires major repair; (15) Cracks, permanent deformation, or...

Some Problems of Exploitation of Jet Turbine Aircraft Engines of Lot Polish Air Lines,

DTIC Science & Technology

1977-04-26

CI ‘AD~AOII6 221 FOREIGN TECHNOLOGY DIV WR IGHT—PATTERSON AFB OHIO F/I 21/5SOME PROBLEMS OF EXPLOITATION OF JET TURBINE AIRCRAFT ENGINES O—CTC(U...EXPLOITATION OF JET TURBINE AIRCRAFT ENGINES OF LOT POLISH AIR LINE S By: Andrzej Slodownik English pages: 1~ Source: Technika Lotnicza I Astronautyczna...SOME PROBLEMS OF EXPLOITATION OF JET TURBINE AIRCRAFT ENGINES OF LOT POLISH AIR LINES Andrzej Slodownik , M. Eng . FTD— ID ( RS) I— 0 1475 — 77 I

Personal Aircraft Point to the Future of Transportation

NASA Technical Reports Server (NTRS)

2010-01-01

NASA's Small Business Innovation Research (SBIR) and Small Business Technology Transfer (STTR) programs, as well as a number of Agency innovations, have helped Duluth, Minnesota-based Cirrus Design Corporation become one of the world's leading manufacturers of general aviation aircraft. SBIRs with Langley Research Center provided the company with cost-effective composite airframe manufacturing methods, while crashworthiness testing at the Center increased the safety of its airplanes. Other NASA-derived technologies on Cirrus SR20 and SR22 aircraft include synthetic vision systems that help pilots navigate and full-plane parachutes that have saved the lives of more than 30 Cirrus pilots and passengers to date. Today, the SR22 is the world's top-selling Federal Aviation Administration (FAA)-certified single-engine airplane.

Advanced Propfan Engine Technology (APET) and Single-rotation Gearbox/Pitch Change Mechanism

NASA Technical Reports Server (NTRS)

Sargisson, D. F.

1985-01-01

The projected performance, in the 1990's time period, of the equivalent technology level high bypass ratio turbofan powered aircraft (at the 150 passenger size) is compared with advanced turboprop propulsion systems. Fuel burn analysis, economic analysis, and pollution (noise, emissions) estimates were made. Three different cruise Mach numbers were investigated for both the turbofan and the turboprop systems. Aerodynamic design and performance estimates were made for nacelles, inlets, and exhaust systems. Air to oil heat exchangers were investigated for oil cooling advanced gearboxes at the 12,500 SHP level. The results and conclusions are positive in that high speed turboprop aircraft will exhibit superior fuel burn characteristics and lower operating costs when compared with equivalent technology turbofan aircraft.

40 CFR 87.21 - Exhaust emission standards for Tier 4 and earlier engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Emissions (New Aircraft Gas Turbine Engines) § 87.21 Exhaust emission standards for Tier 4 and earlier... standards. (a) Exhaust emissions of smoke from each new aircraft gas turbine engine of class T8 manufactured... from each new aircraft gas turbine engine of class TF and of rated output of 129 kilonewtons thrust or...

40 CFR 87.21 - Exhaust emission standards for Tier 4 and earlier engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Emissions (New Aircraft Gas Turbine Engines) § 87.21 Exhaust emission standards for Tier 4 and earlier... standards. (a) Exhaust emissions of smoke from each new aircraft gas turbine engine of class T8 manufactured... from each new aircraft gas turbine engine of class TF and of rated output of 129 kilonewtons thrust or...

Observation of hydration of single, modified carbon aerosols

NASA Technical Reports Server (NTRS)

Wyslouzil, B. E.; Carleton, K. L.; Sonnenfroh, D. M.; Rawlins, W. T.; Arnold, S.

1994-01-01

We have compared the hydration behavior of single carbon particles that have been treated by exposure to gaseous H2SO4 with that of untreated particles. Untreated carbon particles did not hydrate as the relative humidity varied from 0 to 80% at 23 C. In contrast, treated particles hydrated under subsaturation conditions; mass increases of up to 30% were observed. The mass increase is consistent with sulfuric acid equilibration with the ambient relative humidity in the presence of inert carbon. For the samples studied, the average amount of absorbed acid was 14% +/- 6% by weight, which corresponds to a surface coverage of approximately 0.1 monolayer. The mass fraction of surface-absorbed acid is comparable to the soluble mass fraction observed by Whitefield et al. (1993) in jet aircraft engine aerosols. Estimates indicate this mass fraction corresponds to 0.1% of the available SO2 exiting an aircraft engine ending up as H2SO4 on the carbon aerosol. If this heterogeneous process occurs early enough in the exhaust plume, it may compete with homogeneous nucleation as a mechanism for producing sulfuric acid rich aerosols.

Aeronautical engineering: A continuing bibliography with indexes (supplement 267)

NASA Technical Reports Server (NTRS)

1991-01-01

This bibliography lists 661 reports, articles, and other documents introduced into the NASA scientific and technical information system in June, 1991. Subject coverage includes design, construction and testing of aircraft and aircraft engines; aircraft components, equipment and systems; ground support systems; theoretical and applied aspects of aerodynamics and general fluid dynamics; electrical engineering; aircraft control; remote sensing; computer sciences; nuclear physics; and social sciences.

Samarium Cobalt (SmCo) Generator/Engine Integration Study

DTIC Science & Technology

1980-04-01

110o1110 (Cole Ms -W~ Daiwa. to* J11 tuo.in Wfi wee -004"ni Aircraft Generator/starter Samarium Cobalt Turbine Engine , Feasibility Secondary Power...integration into the main rotor system of typical aircraft gas turbine engines . A major objective is the definition of the engine interface for such... Engine The F404 is a low bypass, augmented turbofan Pngine developed for application in advanced fighter aircraft (F-18). This type of engine benefits most

14 CFR 33.83 - Vibration test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Vibration test. 33.83 Section 33.83 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.83 Vibration test. (a) Each engine...

14 CFR 33.85 - Calibration tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Calibration tests. 33.85 Section 33.85 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.85 Calibration tests. (a) Each engine...

14 CFR 33.77 - Foreign object ingestion-ice.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 33.77 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.77 Foreign... this section may not— (1) Cause a sustained power or thrust loss; or (2) Require the engine to be...

14 CFR 33.77 - Foreign object ingestion-ice.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 33.77 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.77 Foreign... this section may not— (1) Cause a sustained power or thrust loss; or (2) Require the engine to be...

Evaluation of ultra-low-volume insecticide dispensing systems for use in single-engined aircraft and their effectiveness against Aedes aegypti populations in South-East Asia*

PubMed Central

Kilpatrick, John W.; Tonn, Robert J.; Jatanasen, Sujarti

1970-01-01

An evaluation study of ultra-low-volume (ULV) spraying of insecticide from aircraft was carried out in Thailand, to determine if this technique could be used for the emergency control of Aedes aegypti, the major vector of haemorrhagic fever. A small, single-engined aircraft, a Cessna-180, was used in the trials and 2 types of spraying equipment were tested; both were found to be equally effective. The aircraft was fitted with 6 spraying nozzles and flew at an altitude of 150 feet (46 m) at a speed of 100 miles/h (161 km/h). The insecticide used was 95% technical grade malathion and swaths 75 feet wide (22.8 m) were laid down; the rate of application was 3 US fl oz/acre (219 ml/ha). Trials were made in 3 villages near Bangkok and it became apparent that a small aircraft could not produce the required even distribution of insecticide; the rate of application was therefore increased to 6 US fl oz/acre (438 ml/ha). This increased rate appeared to compensate for the narrow width of the swath and produced very satisfactory mortalities in caged mosquitos as well as in natural populations. The size and distribution of droplets was monitored by the use of oil-sensitive red dye cards which showed that there was a good penetration of insecticide into dwellings, etc. Trial results were evaluated by biting counts, bioassays of Aedes and Culex adults and larvae, Culex dips and ovitraps. Biossays indicated that the 6 US fl oz/acre rate of application was almost 100% effective in the open and produced satisfactory mortalities inside markets and dwellings. It was concluded that larger aircraft would be required to treat areas of more than 1000 acres (405 ha) and congested city areas but that the rate of application of insecticide could be considerably lower. Nevertheless, small aircraft can be useful in smaller and less congested areas. PMID:5309517

14 CFR 34.1 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... which are of the same general series, displacement, and design characteristics and are approved under... means all turbofan or turbojet aircraft engines or aircraft engines designed for applications that... employed for propulsion of aircraft designed to operate at supersonic flight speeds. Commercial aircraft...

14 CFR 34.1 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... which are of the same general series, displacement, and design characteristics and are approved under... means all turbofan or turbojet aircraft engines or aircraft engines designed for applications that... employed for propulsion of aircraft designed to operate at supersonic flight speeds. Commercial aircraft...

An engine trade study for a supersonic STOVL fighter-attack aircraft, volume 1

NASA Technical Reports Server (NTRS)

Beard, B. B.; Foley, W. H.

1982-01-01

The best main engine for an advanced STOVL aircraft flight demonstrator was studied. The STOVL aircraft uses ejectors powered by engine bypass flow together with vectored core exhaust to achieve vertical thrust capability. Bypass flow and core flow are exhausted through separate nozzles during wingborne flight. Six near term turbofan engines were examined for suitability for this aircraft concept. Fan pressure ratio, thrust split between bypass and core flow, and total thrust level were used to compare engines. One of the six candidate engines was selected for the flight demonstrator configuration. Propulsion related to this aircraft concept was studied. A preliminary candidate for the aircraft reaction control system for hover attitude control was selected. A mathematical model of transfer of bypass thrust from ejectors to aft directed nozzle during the transition to wingborne flight was developed. An equation to predict ejector secondary air flow rate and ram drag is derived. Additional topics discussed include: nozzle area control, ejector to engine inlet reingestion, bypass/core thrust split variation, and gyroscopic behavior during hover.

STOL propulsion systems

NASA Technical Reports Server (NTRS)

Denington, R. J.; Koenig, R. W.; Vanco, M. R.; Sagerser, D. A.

1972-01-01

The selection and the characteristics of quiet, clean propulsion systems for STOL aircraft are discussed. Engines are evaluated for augmentor wing and externally blown flap STOL aircraft with the engines located both under and over the wings. Some supporting test data are presented. Optimum engines are selected based on achieving the performance, economic, acoustic, and pollution goals presently being considered for future STOL aircraft. The data and results presented were obtained from a number of contracted studies and some supporting NASA inhouse programs, most of which began in early 1972. The contracts include: (1) two aircraft and mission studies, (2) two propulsion system studies, (3) the experimental and analytic work on the augmentor wing, and (4) the experimental programs on Q-Fan. Engines are selected and discussed based on aircraft economics using the direct operating cost as the primary criterion. This cost includes the cost of the crew, fuel, aircraft, and engine maintenance and depreciation.

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.

Noise transmission through sidewall treatments applicable to twin-engine turboprop aircraft

NASA Technical Reports Server (NTRS)

Grosveld, F. W.

1983-01-01

The noise transmission loss characteristics of the sidewall treatment in the propeller plane of a twin-engine turboprop aircraft are experimentally investigated in the NASA Langley Research Center Transmission Loss Facility. The sound attenuation properties of the individual elements of this treatment are evaluated showing least noise transmission loss in the low frequencies (below 500 Hz) where the excitation levels at the propeller blade passage frequency and the first few harmonics are highest. It is shown that single and double wall resonances play an important role in the noise transmission loss values of the treatment at these low frequencies suggesting that a limp mass with a very low resonance frequency serves better as a trim panel than a trim panel having a high structural stiffness. It is indicated that the window structures might be a potential noise control problem.

Noise transmission through sidewall treatments applicable to twin-engine turboprop aircraft

NASA Astrophysics Data System (ADS)

Grosveld, F. W.

1983-04-01

The noise transmission loss characteristics of the sidewall treatment in the propeller plane of a twin-engine turboprop aircraft are experimentally investigated in the NASA Langley Research Center Transmission Loss Facility. The sound attenuation properties of the individual elements of this treatment are evaluated showing least noise transmission loss in the low frequencies (below 500 Hz) where the excitation levels at the propeller blade passage frequency and the first few harmonics are highest. It is shown that single and double wall resonances play an important role in the noise transmission loss values of the treatment at these low frequencies suggesting that a limp mass with a very low resonance frequency serves better as a trim panel than a trim panel having a high structural stiffness. It is indicated that the window structures might be a potential noise control problem.

19 CFR 191.143 - Drawback entry.

Code of Federal Regulations, 2010 CFR

2010-04-01

... (CONTINUED) DRAWBACK Foreign-Built Jet Aircraft Engines Processed in the United States § 191.143 Drawback entry. (a) Filing of entry. Drawback entries covering these foreign-built jet aircraft engines shall be filed on Customs Form 7551, modified to show that the entry covers jet aircraft engines processed under...

14 CFR 34.64 - Sampling and analytical procedures for measuring gaseous exhaust emissions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.64 Sampling and analytical procedures for measuring gaseous exhaust emissions. The...

19 CFR 191.143 - Drawback entry.

Code of Federal Regulations, 2011 CFR

2011-04-01

... (CONTINUED) DRAWBACK Foreign-Built Jet Aircraft Engines Processed in the United States § 191.143 Drawback entry. (a) Filing of entry. Drawback entries covering these foreign-built jet aircraft engines shall be filed on Customs Form 7551, modified to show that the entry covers jet aircraft engines processed under...

14 CFR 34.64 - Sampling and analytical procedures for measuring gaseous exhaust emissions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.64 Sampling and analytical procedures for measuring gaseous exhaust emissions. The...

Aircraft control forces and EMG activity in a C-130 Hercules during strength-critical maneuvers.

PubMed

Hewson, D J; McNair, P J; Marshall, R N

2001-03-01

The force levels required to operate aircraft controls should be readily generated by pilots, without undue fatigue or exertion. However, maximum pilot applied forces, as specified in aircraft design standards, were empirically derived from the subjective comments of test pilots, and may not be applicable for the majority of pilots. Further, experienced RNZAF Hercules flying instructors have indicated that endurance and fatigue are problems for Hercules pilots. The aim of this study was to quantify aircraft control forces during emergency maneuvers in a Hercules aircraft and compare these forces with design standards. In addition, EMG data were recorded as an indicator of muscle fatigue during flight. Six subjects were tested in a C-130 Hercules aircraft. The maneuvers performed were low-level dynamic flight, one engine-off straight-and-level flight, and a two-engines-off simulated approach. The variables recorded were pilot-applied forces and EMG activity. Left rudder pedal force and vastus lateralis activity were both significantly greater during engine-off maneuvers than during low-level dynamic flight (p < 0.05). Maximum aircraft control forces for all controls were within 10% of the design standards. The mean EMG activity across all muscles and maneuvers was 26% MVC, with a peak of 61% MVC in vastus lateralis during the two-engine-off approach. The median frequency of the vastus lateralis EMG signal decreased 13.0% and 16.0% for the one engine-off and two-engine-off maneuvers, respectively. The forces required to fly a Hercules aircraft during emergency maneuvers are similar to the aircraft design standards. However, the levels of vastus lateralis muscle activation observed during the engine-off maneuvers can be sustained for approximately 1 min only. Thus, if two engines fail more than 1 min before landing, pilots may have to alternate control of the aircraft to share the workload and enable the aircraft to land safely.

14 CFR Appendix D to Part 43 - Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and...

Code of Federal Regulations, 2013 CFR

2013-01-01

... internal tolerances. (4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount... aircraft and aircraft engine. (b) Each person performing an annual or 100-hour inspection shall inspect...) improper operation. (5) Flight and engine controls—for improper installation and improper operation. (6...

14 CFR Appendix D to Part 43 - Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and...

Code of Federal Regulations, 2014 CFR

2014-01-01

... internal tolerances. (4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount... aircraft and aircraft engine. (b) Each person performing an annual or 100-hour inspection shall inspect...) improper operation. (5) Flight and engine controls—for improper installation and improper operation. (6...

14 CFR Appendix D to Part 43 - Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and...

Code of Federal Regulations, 2011 CFR

2011-01-01

... internal tolerances. (4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount... aircraft and aircraft engine. (b) Each person performing an annual or 100-hour inspection shall inspect...) improper operation. (5) Flight and engine controls—for improper installation and improper operation. (6...

14 CFR Appendix D to Part 43 - Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and...

Code of Federal Regulations, 2012 CFR

2012-01-01

... internal tolerances. (4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount... aircraft and aircraft engine. (b) Each person performing an annual or 100-hour inspection shall inspect...) improper operation. (5) Flight and engine controls—for improper installation and improper operation. (6...

14 CFR 33.71 - Lubrication system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.71 Lubrication system. (a... in which an aircraft is expected to operate. (b) Oil strainer or filter. There must be an oil...

14 CFR 33.71 - Lubrication system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Turbine Aircraft Engines § 33.71 Lubrication system. (a... in which an aircraft is expected to operate. (b) Oil strainer or filter. There must be an oil...

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND...

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND...

Dynamic Open-Rotor Composite Shield Impact Test Report

NASA Technical Reports Server (NTRS)

Seng, Silvia; Frankenberger, Charles; Ruggeri, Charles R.; Revilock, Duane M.; Pereira, J. Michael; Carney, Kelly S.; Emmerling, William C.

2015-01-01

The Federal Aviation Administration (FAA) is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the aircraft. NASA Glenn and Naval Air Warfare Center (NAWC) China Lake collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test a shield that would protect the aircraft passengers and critical systems from a released blade that could impact the fuselage. This report documents the live-fire test from a full-scale rig at NAWC China Lake. NASA provided manpower and photogrammetry expertise to document the impact and damage to the shields. The test was successful: the blade was stopped from penetrating the shield, which validates the design analysis method and the parameters used in the analysis. Additional work is required to implement the shielding into the aircraft.

On the dominant noise components of tactical aircraft: Laboratory to full scale

NASA Astrophysics Data System (ADS)

Tam, Christopher K. W.; Aubert, Allan C.; Spyropoulos, John T.; Powers, Russell W.

2018-05-01

This paper investigates the dominant noise components of a full-scale high performance tactical aircraft. The present study uses acoustic measurements of the exhaust jet from a single General Electric F414-400 turbofan engine installed in a Boeing F/A-18E Super Hornet aircraft operating from flight idle to maximum afterburner. The full-scale measurements are to the ANSI S12.75-2012 standard employing about 200 microphones. By comparing measured noise spectra with those from hot supersonic jets observed in the laboratory, the dominant noise components specific to the F/A-18E aircraft at different operating power levels are identified. At intermediate power, it is found that the dominant noise components of an F/A-18E aircraft are essentially the same as those of high temperature supersonic laboratory jets. However, at military and afterburner powers, there are new dominant noise components. Their characteristics are then documented and analyzed. This is followed by an investigation of their origin and noise generation mechanisms.

A review of NASA's propulsion programs for aviation

NASA Technical Reports Server (NTRS)

Stewart, W. L.; Johnson, H. W.; Weber, R. J.

1978-01-01

A review of five NASA engine-oriented propulsion programs of major importance to civil aviation are presented and discussed. Included are programs directed at exploring propulsion system concepts for (1) energy conservation subsonic aircraft (improved current turbofans, advanced turbofans, and advanced turboprops); (2) supersonic cruise aircraft (variable cycle engines); (3) general aviation aircraft (improved reciprocating engines and small gas turbines); (4) powered lift aircraft (advanced turbofans); and (5) advanced rotorcraft.

Longitudinal handling qualities during approach and landing of a powered lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.

1972-01-01

Longitudinal handling qualities evaluations were conducted on the Ames Research Center Flight Simulator for Advanced Aircraft (FSAA) for the approach and landing tasks of a powered lift STOL research aircraft. The test vehicle was a C-8A aircraft modified with a new wing incorporating internal blowing over an augmentor flap. The investigation included: (1) use of various flight path and airspeed control techniques for the basic vehicle; (2) assessment of stability and command augmentation schemes for pitch attitude and airspeed control; (3) determination of the influence of longitudinal and vertical force coupling for the power control; (4) determination of the influence of pitch axis coupling with the thrust vector control; and (5) evaluations of the contribution of stability and command augmentation to recovery from a single engine failure. Results are presented in the form of pilot ratings and commentary substantiated by landing approach time histories.

Fine particle and organic vapor emissions from staged tests of an in-use aircraft engine

NASA Astrophysics Data System (ADS)

Presto, Albert A.; Nguyen, Ngoc T.; Ranjan, Manish; Reeder, Aaron J.; Lipsky, Eric M.; Hennigan, Christopher J.; Miracolo, Marissa A.; Riemer, Daniel D.; Robinson, Allen L.

2011-07-01

Staged tests were conducted to measure the particle and vapor emissions from a CFM56-2B1 gas-turbine engine mounted on a KC-135T Stratotanker airframe at different engine loads. Exhaust was sampled using a rake inlet installed 1-m downstream of the engine exit plane of a parked and chocked aircraft and a dilution sampler and portable smog chamber were used to investigate the particulate matter (PM) emissions. Total fine PM mass emissions were highest at low (4%) and high (85%) load and lower at intermediate loads (7% and 30%). PM mass emissions at 4% load are dominated by organics, while at 85% load elemental carbon is dominant. Quantifying the primary organic aerosol (POA) emissions is complicated by substantial filter sampling artifacts. Partitioning experiments reveal that the majority of the POA is semivolatile; for example, the POA emission factor changed by a factor of two when the background organic aerosol concentration was increased from 0.7 to 4 μg m -3. Therefore, one cannot define a single non-volatile PM emission factor for aircraft exhaust. The gas- and particle-phase organic emissions were comprehensively characterized by analyzing canister, sorbent and filter samples with gas-chromatography/mass-spectrometry. Vapor-phase organic emissions are highest at 4% load and decrease with increasing load. Low-volatility organics (less volatile than a C 12n-alkane) contributed 10-20% of the total organic emissions. The low-volatility organic emissions contain signatures of unburned fuel and aircraft lubricating oil but are dominated by an unresolved complex mixture (UCM) of presumably branched and cyclic alkanes. Emissions at all loads contain more low-volatility organic vapors than POA; thus secondary organic aerosol formation in the aging plume will likely exceed POA emissions.

Multicriteria Gain Tuning for Rotorcraft Flight Controls (also entitled The Development of the Conduit Advanced Control System Design and Evaluation Interface with a Case Study Application Fly by Wire Helicopter Design)

NASA Technical Reports Server (NTRS)

Biezad, Daniel

1997-01-01

Handling qualities analysis and control law design would seem to be naturally complimenting components of aircraft flight control system design, however these two closely coupled disciplines are often not well integrated in practice. Handling qualities engineers and control system engineers may work in separate groups within an aircraft company. Flight control system engineers and handling quality specialists may come from different backgrounds and schooling and are often not aware of the other group's research. Thus while the handling qualities specifications represent desired aircraft response characteristics, these are rarely incorporated directly in the control system design process. Instead modem control system design techniques are based on servo-loop robustness specifications, and simple representations of the desired control response. Comprehensive handling qualities analysis is often left until the end of the design cycle and performed as a check of the completed design for satisfactory performance. This can lead to costly redesign or less than satisfactory aircraft handling qualities when the flight testing phase is reached. The desire to integrate the fields of handling qualities and flight,control systems led to the development of the CONDUIT system. This tool facilitates control system designs that achieve desired handling quality requirements and servo-loop specifications in a single design process. With CONDUIT, the control system engineer is now able to directly design and control systems to meet the complete handling specifications. CONDUIT allows the designer to retain a preferred control law structure, but then tunes the system parameters to meet the handling quality requirements.

Update of Aircraft Profile Data for the Integrated Noise Model Computer Program. Volume 2. Appendix A: Aircraft Takeoff and Landing Profiles

DTIC Science & Technology

1992-03-01

8 KT) 02- 10 -1992 09: 48 :32 AIRCRAFT ID AIRCRAFT AND ENGINE AIRCRAFT NUMBER NAMES CATEGORY ------------------- ------------------- -------- 003...MAX CLIMB 8 CLIMB ZErO MAX CLIMB 9 CLIMB ZERO MAX CLIMB A-21 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 02- 10 -1992 09: 48 :36 AIRCRAFT AIRCRAFT AND ENGINE...CLIMB ZERO USR SUPPL 34033 LB 10 CLIMB ZERO USR SUPPL 34798 LB A-194 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 06-24-1991 10 :33: 48 AIRCRAFT AIRCRAFT

14 CFR 33.57 - General conduct of block tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

... Section 33.57 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.57 General conduct of... that, if a separate engine is used for the endurance test it must be subjected to a calibration check...

14 CFR 33.5 - Instruction manual for installing and operating the engine.

Code of Federal Regulations, 2013 CFR

2013-01-01

... devices, maintenance checks, and similar equipment or procedures that are outside the control of the... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES General § 33.5 Instruction manual for... attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and...

14 CFR 33.5 - Instruction manual for installing and operating the engine.

Code of Federal Regulations, 2014 CFR

2014-01-01

... devices, maintenance checks, and similar equipment or procedures that are outside the control of the... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES General § 33.5 Instruction manual for... attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and...

14 CFR 33.57 - General conduct of block tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... Section 33.57 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.57 General conduct of... that, if a separate engine is used for the endurance test it must be subjected to a calibration check...

14 CFR 33.5 - Instruction manual for installing and operating the engine.

Code of Federal Regulations, 2011 CFR

2011-01-01

... devices, maintenance checks, and similar equipment or procedures that are outside the control of the... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES General § 33.5 Instruction manual for... attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and...

14 CFR 33.5 - Instruction manual for installing and operating the engine.

Code of Federal Regulations, 2012 CFR

2012-01-01

... devices, maintenance checks, and similar equipment or procedures that are outside the control of the... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES General § 33.5 Instruction manual for... attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and...

14 CFR 33.57 - General conduct of block tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Section 33.57 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.57 General conduct of... that, if a separate engine is used for the endurance test it must be subjected to a calibration check...

14 CFR 33.57 - General conduct of block tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... Section 33.57 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.57 General conduct of... that, if a separate engine is used for the endurance test it must be subjected to a calibration check...

14 CFR 33.57 - General conduct of block tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Section 33.57 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Block Tests; Reciprocating Aircraft Engines § 33.57 General conduct of... that, if a separate engine is used for the endurance test it must be subjected to a calibration check...

14 CFR 33.5 - Instruction manual for installing and operating the engine.

Code of Federal Regulations, 2010 CFR

2010-01-01

... devices, maintenance checks, and similar equipment or procedures that are outside the control of the... TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES General § 33.5 Instruction manual for... attaching the engine to the aircraft, and the maximum allowable load for the mounting attachments and...

75 FR 47197 - Airworthiness Directives; Schweizer Aircraft Corporation (Schweizer) Model 269D Helicopters

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-05

..., Aviation Safety Engineer, FAA, New York Aircraft Certification Office, Airframe and Propulsion Branch, 1600..., Aerospace Engineer, Aviation Safety Engineer, FAA, New York Aircraft Certification Office, Airframe and Propulsion Branch, 1600 Stewart Ave., suite 410, Westbury, New York 11590, telephone (516) 228-7304, fax (516...

Energy efficient engine flight propulsion system: Aircraft/engine integration evaluation

NASA Technical Reports Server (NTRS)

Patt, R. F.

1980-01-01

Results of aircraft/engine integration studies conducted on an advanced flight propulsion system are reported. Economic evaluations of the preliminary design are included and indicate that program goals will be met. Installed sfc, DOC, noise, and emissions were evaluated. Aircraft installation considerations and growth were reviewed.

Energy efficient engine flight propulsion system: Aircraft/engine integration evaluation

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

Patt, R.F.

Results of aircraft/engine integration studies conducted on an advanced flight propulsion system are reported. Economic evaluations of the preliminary design are included and indicate that program goals will be met. Installed sfc, DOC, noise, and emissions were evaluated. Aircraft installation considerations and growth were reviewed.

14 CFR 33.37 - Ignition system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Ignition system. 33.37 Section 33.37 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES Design and Construction; Reciprocating Aircraft Engines § 33.37 Ignition system. Each spark ignition engine must have a...

Aircraft gas-turbine engines: Noise reduction and vibration control. (Latest citations from Information Services in Mechanical Engineering data base). Published Search

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

Not Available

1992-06-01

The bibliography contains citations concerning the design and analysis of aircraft gas turbine engines with respect to noise and vibration control. Included are studies regarding the measurement and reduction of noise at its source, within the aircraft, and on the ground. Inlet, nozzle and core aerodynamic studies are cited. Propfan, turbofan, turboprop engines, and applications in short take-off and landing (STOL) aircraft are included. (Contains a minimum of 202 citations and includes a subject term index and title list.)

Aircraft Energy Efficiency (ACEE) status report

NASA Technical Reports Server (NTRS)

Nored, D. L.; Dugan, J. F., Jr.; Saunders, N. T.; Ziemianski, J. A.

1979-01-01

Fuel efficiency in aeronautics, for fuel conservation in general as well as for its effect on commercial aircraft operating economics is considered. Projects of the Aircraft Energy Efficiency Program related to propulsion are emphasized. These include: (1) engine component improvement, directed at performance improvement and engine diagnostics for prolonged service life; (2) energy efficient engine, directed at proving the technology base for the next generation of turbofan engines; and (3) advanced turboprop, directed at advancing the technology of turboprop powered aircraft to a point suitable for commercial airline service. Progress in these technology areas is reported.

Aeronautical engineering: A continuing bibliography with indexes (supplement 280)

NASA Technical Reports Server (NTRS)

1992-01-01

This bibliography lists 647 reports, articles, and other documents introduced into the NASA scientific and technical information system in June, 1991. Subject coverage includes: aerodynamics, air transportation safety, aircraft communication and navigation, aircraft design and performance, aircraft instrumentation, aircraft propulsion, aircraft stability and control, research facilities, astronautics, chemistry and materials, engineering, geosciences, computer sciences, physics, and social sciences.

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.

Preliminary design of a supersonic cruise aircraft high-pressure turbine

NASA Technical Reports Server (NTRS)

Aceto, L. D.; Calderbank, J. C.

1983-01-01

Development of the supersonic cruise aircraft engine continued in this National Aeronautics and Space Administration (NASA) sponsored Pratt and Whitney program for the Preliminary Design of an Advanced High-Pressure Turbine. Airfoil cooling concepts and the technology required to implement these concepts received particular emphasis. Previous supersonic cruise aircraft mission studies were reviewed and the Variable Stream Control Engine (VSCE) was chosen as the candidate or the preliminary turbine design. The design was evaluated for the supersonic cruise mission. The advanced technology to be generated from these designs showed benefits in the supersonic cruise application and subsonic cruise application. The preliminary design incorporates advanced single crystal materials, thermal barrier coatings, and oxidation resistant coatings for both the vane and blade. The 1990 technology vane and blade designs have cooled turbine efficiency of 92.3 percent, 8.05 percent Wae cooling and a 10,000 hour life. An alternate design with 1986 technology has 91.9 percent efficiency and 12.43 percent Wae cooling at the same life. To achieve these performance and life results, technology programs must be pursued to provide the 1990's technology assumed for this study.

Rotary balance data for a typical single-engine general aviation design for an angle-of-attack range of 8 deg to 90 deg. 1: Low-wing model A. [fluid flow and vortices data for general aviation aircraft to determine aerodynamic characteristics for various designs

NASA Technical Reports Server (NTRS)

Hultberg, R. S.; Mulcay, W.

1980-01-01

Aerodynamic characteristics obtained in a rotational flow environment utilizing a rotary balance are presented in plotted form for a 1/5 scale, single engine, low-wing, general aviation airplane model. The configuration tested included the basic airplane, various control deflections, tail designs, fuselage shapes, and wing leading edges. Data are presented without analysis for an angle of attack range of 8 to 90 deg and clockwise and counterclockwise rotations covering a range from 0 to 0.85.

14 CFR 21.17 - Designation of applicable regulations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or... conditions prescribed by the FAA. (b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which airworthiness...

14 CFR 21.17 - Designation of applicable regulations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or... conditions prescribed by the FAA. (b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which airworthiness...

14 CFR 21.17 - Designation of applicable regulations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or... conditions prescribed by the Administrator. (b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which...

14 CFR 21.17 - Designation of applicable regulations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or... conditions prescribed by the Administrator. (b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which...

14 CFR 21.17 - Designation of applicable regulations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... this subchapter, an applicant for a type certificate must show that the aircraft, aircraft engine, or... conditions prescribed by the FAA. (b) For special classes of aircraft, including the engines and propellers installed thereon (e.g., gliders, airships, and other nonconventional aircraft), for which airworthiness...

78 FR 9005 - Airworthiness Directives; Dowty Propellers Propellers

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-07

... the FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington, MA. For..., Aerospace Engineer, Boston Aircraft Certification Office, FAA, Engine and Propeller Directorate, 12 New... Engineer, Boston Aircraft Certification Office, FAA, Engine and Propeller Directorate, 12 New England...

[Assessment of acoustic environment and its effect on hearing in jet engine technical personnel].

PubMed

Konopka, Wiesław; Pawlaczyk-Luszczyńska, Małgorzata; Straszyński, Piotr; Sliwińska-Kowalska, Mariola

2004-01-01

Noise produced by jet engines may be harmful to aircraft servicing personnel because of high levels of acoustic pressure. The aim of the study was to assess the acoustic environment of persons exposed to jet engine noise and its effect on hearing. Noise measurements were performed on three jet engines. During the target practice, the following parameters were measured: equivalent noise, pressure level A, maximum sound pressure level A, and peak sound pressure level C. The spectro-analysis covering the range from 0.1 to 20 kHz was conducted. Hearing was assessed in 50 noise-exposed men, aged 24-51 years (mean age, 35.5 years), using PTA, tympanometry and DPOAE. The control group consisted of 40 non-exposed persons with good hearing condition. Maximum levels of acoustic pressure exceeded Polish standards. Comparison between two groups showed that PTA was higher in the exposed persons by 6.3-6.8 dB on average and DPOAE was reduced in the group exposed to jet engine noise more than it could have been expected. Even during a single test, aircraft technical personnel was exposed to (audible) noise that significantly exceeded admissible values. The reduction in DPOAE values in persons exposed to noise of jet engines was incommensurably higher than changes in PTA.

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Engine overtorque test. 33.84 Section 33.84... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine...

Integral Engine Inlet Particle Separator. Volume 2. Design Guide

DTIC Science & Technology

1975-08-01

herein will be used in the design of integral inlet particle separators for future Army aircraft gas turbine engines . Apprupriate technical personnel...OF INTEGRAL GAS TURBINE ENGINE SOLID PARTICLE INLET SEPARATORS, PHASE I, FEASIBILITY STUDY AND DESIGN, Pratt and Whitney Aircraft ; USAAVLABS Technical...USAAVLABS Technical Report 70-36, U.S. Army Aviation Materiel Laboratories, Fort Eustis, Virginia, August 1970 AD 876 584. 13. ENGINES , AIRCRAFT

Supersonic through-flow fan engine and aircraft mission performance

NASA Technical Reports Server (NTRS)

Franciscus, Leo C.; Maldonado, Jaime J.

1989-01-01

A study was made to evaluate potential improvement to a commercial supersonic transport by powering it with supersonic through-flow fan turbofan engines. A Mach 3.2 mission was considered. The three supersonic fan engines considered were designed to operate at bypass ratios of 0.25, 0.5, and 0.75 at supersonic cruise. For comparison a turbine bypass turbojet was included in the study. The engines were evaluated on the basis of aircraft takeoff gross weight with a payload of 250 passengers for a fixed range of 5000 N.MI. The installed specific fuel consumption of the supersonic fan engines was 7 to 8 percent lower than that of the turbine bypass engine. The aircraft powered by the supersonic fan engines had takeoff gross weights 9 to 13 percent lower than aircraft powered by turbine bypass engines.

Perm State University HPC-hardware and software services: capabilities for aircraft engine aeroacoustics problems solving

NASA Astrophysics Data System (ADS)

Demenev, A. G.

2018-02-01

The present work is devoted to analyze high-performance computing (HPC) infrastructure capabilities for aircraft engine aeroacoustics problems solving at Perm State University. We explore here the ability to develop new computational aeroacoustics methods/solvers for computer-aided engineering (CAE) systems to handle complicated industrial problems of engine noise prediction. Leading aircraft engine engineering company, including “UEC-Aviadvigatel” JSC (our industrial partners in Perm, Russia), require that methods/solvers to optimize geometry of aircraft engine for fan noise reduction. We analysed Perm State University HPC-hardware resources and software services to use efficiently. The performed results demonstrate that Perm State University HPC-infrastructure are mature enough to face out industrial-like problems of development CAE-system with HPC-method and CFD-solvers.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

The long, slender wing of the Perseus B remotely piloted research aircraft can be clearly seen in this photo, taken on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus High Altitude Remotely Piloted Aircraft on Ramp

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle waits on Rogers Dry Lake in the pre-dawn darkness before a test flight at the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted aircraft, seen here on the ramp at NASA's Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B over Edwards AFB on a Development Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely-piloted research aircraft, seen here during a test flight in April1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

78 FR 41283 - Airworthiness Directives; Dowty Propellers Propellers

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-10

... service information at the FAA, Engine & Propeller Directorate, 12 New England Executive Park, Burlington... Engineer, Boston Aircraft Certification Office, FAA, Engine and Propeller Directorate, 12 New England... Engineer, Boston Aircraft Certification Office, FAA, Engine and Propeller Directorate, 12 New England...

Technologies for Aircraft Noise Reduction

NASA Technical Reports Server (NTRS)

Huff, Dennis L.

2006-01-01

Technologies for aircraft noise reduction have been developed by NASA over the past 15 years through the Advanced Subsonic Technology (AST) Noise Reduction Program and the Quiet Aircraft Technology (QAT) project. This presentation summarizes highlights from these programs and anticipated noise reduction benefits for communities surrounding airports. Historical progress in noise reduction and technologies available for future aircraft/engine development are identified. Technologies address aircraft/engine components including fans, exhaust nozzles, landing gear, and flap systems. New "chevron" nozzles have been developed and implemented on several aircraft in production today that provide significant jet noise reduction. New engines using Ultra-High Bypass (UHB) ratios are projected to provide about 10 EPNdB (Effective Perceived Noise Level in decibels) engine noise reduction relative to the average fleet that was flying in 1997. Audio files are embedded in the presentation that estimate the sound levels for a 35,000 pound thrust engine for takeoff and approach power conditions. The predictions are based on actual model scale data that was obtained by NASA. Finally, conceptual pictures are shown that look toward future aircraft/propulsion systems that might be used to obtain further noise reduction.

Performance and control study of a low-pressure-ratio turbojet engine for a drone aircraft

NASA Technical Reports Server (NTRS)

Seldner, K.; Geyser, L. C.; Gold, H.; Walker, D.; Burgner, G.

1972-01-01

The results of analog and digital computer studies of a low-pressure-ratio turbojet engine system for use in a drone vehicle are presented. The turbojet engine consists of a four-stage axial compressor, single-stage turbine, and a fixed area exhaust nozzle. Three simplified fuel schedules and a generalized parameter fuel control for the engine system are presented and evaluated. The evaluation is based on the performance of each schedule or control during engine acceleration from a windmill start at Mach 0.8 and 6100 meters to 100 percent corrected speed. It was found that, because of the higher acceleration margin permitted by the control, the generalized parameter control exhibited the best dynamic performance.

14 CFR 33.84 - Engine overtorque test.

Code of Federal Regulations, 2012 CFR

2012-01-01

... STANDARDS: AIRCRAFT ENGINES Block Tests; Turbine Aircraft Engines § 33.84 Engine overtorque test. (a) If approval of a maximum engine overtorque is sought for an engine incorporating a free power turbine... turbine entry gas temperature equal to the maximum steady state temperature approved for use during...

The NASA Aircraft Energy Efficiency program

NASA Technical Reports Server (NTRS)

Klineberg, J. M.

1979-01-01

A review is provided of the goals, objectives, and recent progress in each of six aircraft energy efficiency programs aimed at improved propulsive, aerodynamic and structural efficiency for future transport aircraft. Attention is given to engine component improvement, an energy efficient turbofan engine, advanced turboprops, revolutionary gains in aerodynamic efficiency for aircraft of the late 1990s, laminar flow control, and composite primary aircraft structures.

75 FR 36034 - Advance Notice of Proposed Rulemaking on Lead Emissions From Piston-Engine Aircraft Using Leaded...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-24

... Gasoline; Extension of Comment Period AGENCY: Environmental Protection Agency (EPA). ACTION: Advance notice...-Engine Aircraft Using Leaded Aviation Gasoline (hereinafter referred to as the ANPR). EPA published this... from the use of leaded aviation gasoline (avgas) in piston-engine powered aircraft. The ANPR is one of...

40 CFR 87.21 - Standards for exhaust emissions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... (CONTINUED) Definitions. Exhaust Emissions (New Aircraft Gas Turbine Engines) § 87.21 Standards for exhaust... each new aircraft gas turbine engine of class T8 manufactured on or after February 1, 1974, shall not exceed: Smoke number of 30. (b) Exhaust emissions of smoke from each new aircraft gas turbine engine of...