Scramjet Combustor Characteristics at Hypervelocity Condition over Mach 10 Flight

Science.gov (United States)

Takahashi, M.; Komuro, T.; Sato, K.; Kodera, M.; Tanno, H.; Itoh, K.

2009-01-01

To investigate possibility of reduction of a scramjet combustor size without thrust performance loss, a two-dimensional constant-area combustor of a previous engine model was replaced with the one with 23% lower-height. With the application of the lower-height combustor, the pressure in the combustor becomes 50% higher and the combustor length for the optimal performance becomes 43% shorter than the original combustor. The combustion tests of the modified engine model were conducted using a large free-piston driven shock tunnel at flow conditions corresponding to the flight Mach number from 9 to 14. CFD was also applied to the engine internal flows. The results showed that the mixing and combustion heat release progress faster to the distance and the combustor performance similar to that of the previous engine was obtained with the modified engine. The reduction of the combustor size without the thrust performance loss is successfully achieved by applying the lower-height combustor.

Rocket-Model Investigation of the Longitudinal Stability, Drag, and Duct Performance Characteristics of the North American MX-770 (X-10) Missile at Mach Numbers from 0.80 to 1.70

Science.gov (United States)

Bond, Aleck C.; Swanson, Andrew G.

1953-01-01

A free-flight 0.12-scale rocket-boosted model of the North American MX-770 (X-10) missile has been tested in flight by the Pilotless Aircraft Research Division of the Langley Aeronautical Laboratory. Drag, longitudinal stability, and duct performance data were obtained at Mach numbers from 0.8 to 1.7 covering a Reynolds number range of about 9 x 10(exp 6) to 24 x 10(exp 6) based on wing mean aerodynamic chord. The lift-curve slope, static stability, and damping-in-pitch derivatives showed similar variations with Mach number, the parameters increasing from subsonic values in the transonic region and decreasing in the supersonic region. The variations were for the most part fairly smooth. The aerodynamic center of the configuration shifted rearward in the transonic region and moved forward gradually in the supersonic region. The pitching effectiveness of the canard control surfaces was maintained throughout the flight speed range, the supersonic values being somewhat greater than the subsonic. Trim values of angle of attack and lift coefficient changed abruptly in the transonic region, the change being associated with variations in the out-of-trim pitching moment, control effectiveness, and aerodynamic-center travel in this speed range. Duct total-pressure recovery decreased with increase in free-stream Mach number and the values were somewhat less than normal-shock recovery. Minimum drag data indicated a supersonic drag coefficient about twice the subsonic drag coefficient and a drag-rise Mach number of approximately 0.90. Base drag was small subsonically but was about 25 percent of the minimum drag of the configuration supersonically.

Very high Mach number shocks - Theory. [in space plasmas

Science.gov (United States)

Quest, Kevin B.

1986-01-01

The theory and simulation of collisionless perpendicular supercritical shock structure is reviewed, with major emphasis on recent research results. The primary tool of investigation is the hybrid simulation method, in which the Newtonian orbits of a large number of ion macroparticles are followed numerically, and in which the electrons are treated as a charge neutralizing fluid. The principal results include the following: (1) electron resistivity is not required to explain the observed quasi-stationarity of the earth's bow shock, (2) the structure of the perpendicular shock at very high Mach numbers depends sensitively on the upstream value of beta (the ratio of the thermal to magnetic pressure) and electron resistivity, (3) two-dimensional turbulence will become increasingly important as the Mach number is increased, and (4) nonadiabatic bulk electron heating will result when a thermal electron cannot complete a gyrorbit while transiting the shock.

Derivation of the low Mach number diphasic system. Numerical simulation in mono-dimensional geometry

International Nuclear Information System (INIS)

Dellacherie, St.

2004-01-01

This work deals with the derivation of a diphasic low Mach number model obtained through a Mach number asymptotic expansion applied to the compressible diphasic Navier Stokes system, expansion which filters out the acoustic waves. This approach is inspired from the work of Andrew Majda giving the equations of low Mach number combustion for thin flame and for perfect gases. When the equations of state verify some thermodynamic hypothesis, we show that the low Mach number diphasic system predicts in a good way the dilatation or the compression of a bubble and has equilibrium convergence properties. Then, we propose an entropic and convergent Lagrangian scheme in mono-dimensional geometry when the fluids are perfect gases and we propose a first approach in Eulerian variables where the interface between the two fluids is captured with a level set technique. (author)

Applicability of higher-order TVD method to low mach number compressible flows

International Nuclear Information System (INIS)

Akamatsu, Mikio

1995-01-01

Steep gradients of fluid density are the influential factor of spurious oscillation in numerical solutions of low Mach number (M<<1) compressible flows. The total variation diminishing (TVD) scheme is a promising remedy to overcome this problem and obtain accurate solutions. TVD schemes for high-speed flows are, however, not compatible with commonly used methods in low Mach number flows using pressure-based formulation. In the present study a higher-order TVD scheme is constructed on a modified form of each individual scalar equation of primitive variables. It is thus clarified that the concept of TVD is applicable to low Mach number flows within the framework of the existing numerical method. Results of test problems of the moving interface of two-component gases with the density ratio ≥ 4, demonstrate the accurate and robust (wiggle-free) profile of the scheme. (author)

Heat-Transfer and Pressure Measurements from a Flight Test of the Third 1/18-Scale Model of the Titan Intercontinental Ballistic Missile up to a Mach Number of 3.86 and Reynolds Number per Foot of 23.5 x 10(exp 6) and a Comparison with Heat Transfer

Science.gov (United States)

Graham, John B., Jr.

1958-01-01

Heat-transfer and pressure measurements were obtained from a flight test of a 1/18-scale model of the Titan intercontinental ballistic missile up to a Mach number of 3.86 and Reynolds number per foot of 23.5 x 10(exp 6) and are compared with the data of two previously tested 1/18-scale models. Boundary-layer transition was observed on the nose of the model. Van Driest's theory predicted heat-transfer coefficients reasonably well for the fully laminar flow but predictions made by Van Driest's theory for turbulent flow were considerably higher than the measurements when the skin was being heated. Comparison with the flight test of two similar models shows fair repeatability of the measurements for fully laminar or turbulent flow.

Flight Measurements of Average Skin-Friction Coefficients on a Parabolic Body of Revolution (NACA RM-10) at Mach Numbers from 1.0 to 3.7

Science.gov (United States)

Loposer, J. Dan; Rumsey, Charles B.

1954-01-01

Measurement of average skin-friction coefficients have been made on six rocket-powered free-flight models by using the boundary-layer rake technique. The model configuration was the NACA RM-10, a 12.2-fineness-ratio parabolic body of revolution with a flat base. Measurements were made over a Mach number range from 1 to 3.7, a Reynolds number range 40 x 10(exp 6) to 170 x 10(exp 6) based on length to the measurement station, and with aerodynamic heating conditions varying from strong skin heating to strong skin cooling. The measurements show the same trends over the test ranges as Van Driest's theory for turbulent boundary layer on a flat plate. The measured values are approximately 7 percent higher than the values of the flat-plate theory. A comparison which takes into account the differences in Reynolds number is made between the present results and skin-friction measurements obtained on NACA RM-10 scale models in the Langley 4- by 4-foot supersonic pressure tunnel, the Lewis 8- by 6-foot supersonic tunnel, and the Langley 9-inch supersonic tunnel. Good agreement is shown at all but the lowest tunnel Reynolds number conditions. A simple empirical equation is developed which represents the measurements over the range of the tests.

Derivation of the low Mach number diphasic system. Numerical simulation in mono-dimensional geometry; Derivation du systeme diphasique bas Mach. Simulation numerique en geometrie monodimensionnelle

Energy Technology Data Exchange (ETDEWEB)

Dellacherie, St

2004-07-01

This work deals with the derivation of a diphasic low Mach number model obtained through a Mach number asymptotic expansion applied to the compressible diphasic Navier Stokes system, expansion which filters out the acoustic waves. This approach is inspired from the work of Andrew Majda giving the equations of low Mach number combustion for thin flame and for perfect gases. When the equations of state verify some thermodynamic hypothesis, we show that the low Mach number diphasic system predicts in a good way the dilatation or the compression of a bubble and has equilibrium convergence properties. Then, we propose an entropic and convergent Lagrangian scheme in mono-dimensional geometry when the fluids are perfect gases and we propose a first approach in Eulerian variables where the interface between the two fluids is captured with a level set technique. (author)

Experimental Surface Pressure Data Obtained on 65 deg Delta Wing Across Reynolds Number and Mach Number Ranges. Volume 2; Small-Radius Leading Edge

Science.gov (United States)

Chu, Julio; Luckring, James M.

1996-01-01

An experimental wind tunnel test of a 65 deg. delta wing model with interchangeable leading edges was conducted in the Langley National Transonic Facility (NTF). The objective was to investigate the effects of Reynolds and Mach numbers on slender-wing leading-edge vortex flows with four values of wing leading-edge bluntness. Experimentally obtained pressure data are presented without analysis in tabulated and graphical formats across a Reynolds number range of 6 x 10(exp 6) to 84 x 10(exp 6) at a Mach number of 0.85 and across a Mach number range of 0.4 to 0.9 at Reynolds numbers of 6 x 10(exp 6) and 60 x 10(exp 6). Normal-force and pitching-moment coefficient plots for these Reynolds number and Mach number ranges are also presented.

A Parametric Study of a Constant-Mach-Number MHD Generator with Nuclear Ionization

International Nuclear Information System (INIS)

Braun, J.

1965-03-01

The influence of electrical and gas dynamical parameters on the length, of a linear constant-Mach-number MHD duct has been investigated. The gas has been assumed to be ionized by neutron irradiation in the expansion nozzle preceding the MHD duct. Inside the duct the electron recombination is assumed to be governed, by volume recombination. It is found that there exists a distinct domain from which the parameters must be chosen, pressure and Mach number being the most critical ones. If power densities in the order of magnitude 100 MW/m 3 are desired, high magnetic fields and Mach numbers in the supersonic range are needed. The influence of the variation of critical parameters on the channel length is given as a product of simple functions, each containing one parameter

A Parametric Study of a Constant-Mach-Number MHD Generator with Nuclear Ionization

Energy Technology Data Exchange (ETDEWEB)

Braun, J

1965-03-15

The influence of electrical and gas dynamical parameters on the length, of a linear constant-Mach-number MHD duct has been investigated. The gas has been assumed to be ionized by neutron irradiation in the expansion nozzle preceding the MHD duct. Inside the duct the electron recombination is assumed to be governed, by volume recombination. It is found that there exists a distinct domain from which the parameters must be chosen, pressure and Mach number being the most critical ones. If power densities in the order of magnitude 100 MW/m{sup 3} are desired, high magnetic fields and Mach numbers in the supersonic range are needed. The influence of the variation of critical parameters on the channel length is given as a product of simple functions, each containing one parameter.

Study and discretization of kinetic models and fluid models at low Mach number

International Nuclear Information System (INIS)

Dellacherie, Stephane

2011-01-01

This thesis summarizes our work between 1995 and 2010. It concerns the analysis and the discretization of Fokker-Planck or semi-classical Boltzmann kinetic models and of Euler or Navier-Stokes fluid models at low Mach number. The studied Fokker-Planck equation models the collisions between ions and electrons in a hot plasma, and is here applied to the inertial confinement fusion. The studied semi-classical Boltzmann equations are of two types. The first one models the thermonuclear reaction between a deuterium ion and a tritium ion producing an α particle and a neutron particle, and is also in our case used to describe inertial confinement fusion. The second one (known as the Wang-Chang and Uhlenbeck equations) models the transitions between electronic quantified energy levels of uranium and iron atoms in the AVLIS isotopic separation process. The basic properties of these two Boltzmann equations are studied, and, for the Wang-Chang and Uhlenbeck equations, a kinetic-fluid coupling algorithm is proposed. This kinetic-fluid coupling algorithm incited us to study the relaxation concept for gas and immiscible fluids mixtures, and to underline connections with classical kinetic theory. Then, a diphasic low Mach number model without acoustic waves is proposed to model the deformation of the interface between two immiscible fluids induced by high heat transfers at low Mach number. In order to increase the accuracy of the results without increasing computational cost, an AMR algorithm is studied on a simplified interface deformation model. These low Mach number studies also incited us to analyse on cartesian meshes the inaccuracy at low Mach number of Godunov schemes. Finally, the LBM algorithm applied to the heat equation is justified

Low Mach number limits of compressible rotating fluids

Czech Academy of Sciences Publication Activity Database

Feireisl, Eduard

2012-01-01

Roč. 14, č. 1 (2012), s. 61-78 ISSN 1422-6928 R&D Projects: GA ČR GA201/08/0315 Institutional research plan: CEZ:AV0Z10190503 Keywords : low Mach number limit * rotating fluid * compressible fluid Subject RIV: BA - General Mathematics Impact factor: 1.415, year: 2012 http://www.springerlink.com/content/635r1116j40t6428/

Low Mach-number collisionless electrostatic shocks and associated ion acceleration

Science.gov (United States)

Pusztai, I.; TenBarge, J. M.; Csapó, A. N.; Juno, J.; Hakim, A.; Yi, L.; Fülöp, T.

2018-03-01

The existence and properties of low Mach-number (M≳ 1) electrostatic collisionless shocks are investigated with a semi-analytical solution for the shock structure. We show that the properties of the shock obtained in the semi-analytical model can be well reproduced in fully kinetic Eulerian Vlasov-Poisson simulations, where the shock is generated by the decay of an initial density discontinuity. Using this semi-analytical model, we study the effect of the electron-to-ion temperature ratio and the presence of impurities on both the maximum shock potential and the Mach number. We find that even a small amount of impurities can influence the shock properties significantly, including the reflected light ion fraction, which can change several orders of magnitude. Electrostatic shocks in heavy ion plasmas reflect most of the hydrogen impurity ions.

Local flow measurements at the inlet spike tip of a Mach 3 supersonic cruise airplane

Science.gov (United States)

Johnson, H. J.; Montoya, E. J.

1973-01-01

The flow field at the left inlet spike tip of a YF-12A airplane was examined using at 26 deg included angle conical flow sensor to obtain measurements at free-stream Mach numbers from 1.6 to 3.0. Local flow angularity, Mach number, impact pressure, and mass flow were determined and compared with free-stream values. Local flow changes occurred at the same time as free-stream changes. The local flow usually approached the spike centerline from the upper outboard side because of spike cant and toe-in. Free-stream Mach number influenced the local flow angularity; as Mach number increased above 2.2, local angle of attack increased and local sideslip angle decreased. Local Mach number was generally 3 percent less than free-stream Mach number. Impact-pressure ratio and mass flow ratio increased as free-stream Mach number increased above 2.2, indicating a beneficial forebody compression effect. No degradation of the spike tip instrumentation was observed after more than 40 flights in the high-speed thermal environment encountered by the airplane. The sensor is rugged, simple, and sensitive to small flow changes. It can provide accurate imputs necessary to control an inlet.

Mach number scaling of helicopter rotor blade/vortex interaction noise

Science.gov (United States)

Leighton, Kenneth P.; Harris, Wesley L.

1985-01-01

A parametric study of model helicopter rotor blade slap due to blade vortex interaction (BVI) was conducted in a 5 by 7.5-foot anechoic wind tunnel using model helicopter rotors with two, three, and four blades. The results were compared with a previously developed Mach number scaling theory. Three- and four-bladed rotor configurations were found to show very good agreement with the Mach number to the sixth power law for all conditions tested. A reduction of conditions for which BVI blade slap is detected was observed for three-bladed rotors when compared to the two-bladed baseline. The advance ratio boundaries of the four-bladed rotor exhibited an angular dependence not present for the two-bladed configuration. The upper limits for the advance ratio boundaries of the four-bladed rotors increased with increasing rotational speed.

Turbulent mixing of a slightly supercritical van der Waals fluid at low-Mach number

International Nuclear Information System (INIS)

Battista, F.; Casciola, C. M.; Picano, F.

2014-01-01

Supercritical fluids near the critical point are characterized by liquid-like densities and gas-like transport properties. These features are purposely exploited in different contexts ranging from natural products extraction/fractionation to aerospace propulsion. Large part of studies concerns this last context, focusing on the dynamics of supercritical fluids at high Mach number where compressibility and thermodynamics strictly interact. Despite the widespread use also at low Mach number, the turbulent mixing properties of slightly supercritical fluids have still not investigated in detail in this regime. This topic is addressed here by dealing with Direct Numerical Simulations of a coaxial jet of a slightly supercritical van der Waals fluid. Since acoustic effects are irrelevant in the low Mach number conditions found in many industrial applications, the numerical model is based on a suitable low-Mach number expansion of the governing equation. According to experimental observations, the weakly supercritical regime is characterized by the formation of finger-like structures – the so-called ligaments – in the shear layers separating the two streams. The mechanism of ligament formation at vanishing Mach number is extracted from the simulations and a detailed statistical characterization is provided. Ligaments always form whenever a high density contrast occurs, independently of real or perfect gas behaviors. The difference between real and perfect gas conditions is found in the ligament small-scale structure. More intense density gradients and thinner interfaces characterize the near critical fluid in comparison with the smoother behavior of the perfect gas. A phenomenological interpretation is here provided on the basis of the real gas thermodynamics properties

Turbulent mixing of a slightly supercritical van der Waals fluid at low-Mach number

Energy Technology Data Exchange (ETDEWEB)

Battista, F.; Casciola, C. M. [Department of Mechanical and Aerospace Engineering, Sapienza University, via Eudossiana 18, 00184 Rome (Italy); Picano, F. [Department of Industrial Engineering, University of Padova, via Venezia 1, 35131 Padova (Italy)

2014-05-15

Supercritical fluids near the critical point are characterized by liquid-like densities and gas-like transport properties. These features are purposely exploited in different contexts ranging from natural products extraction/fractionation to aerospace propulsion. Large part of studies concerns this last context, focusing on the dynamics of supercritical fluids at high Mach number where compressibility and thermodynamics strictly interact. Despite the widespread use also at low Mach number, the turbulent mixing properties of slightly supercritical fluids have still not investigated in detail in this regime. This topic is addressed here by dealing with Direct Numerical Simulations of a coaxial jet of a slightly supercritical van der Waals fluid. Since acoustic effects are irrelevant in the low Mach number conditions found in many industrial applications, the numerical model is based on a suitable low-Mach number expansion of the governing equation. According to experimental observations, the weakly supercritical regime is characterized by the formation of finger-like structures – the so-called ligaments – in the shear layers separating the two streams. The mechanism of ligament formation at vanishing Mach number is extracted from the simulations and a detailed statistical characterization is provided. Ligaments always form whenever a high density contrast occurs, independently of real or perfect gas behaviors. The difference between real and perfect gas conditions is found in the ligament small-scale structure. More intense density gradients and thinner interfaces characterize the near critical fluid in comparison with the smoother behavior of the perfect gas. A phenomenological interpretation is here provided on the basis of the real gas thermodynamics properties.

Flight Reynolds Number Testing of the Orion Launch Abort Vehicle in the NASA Langley National Transonic Facility

Science.gov (United States)

Chan, David T.; Brauckmann, Gregory J.

2011-01-01

A 6%-scale unpowered model of the Orion Launch Abort Vehicle (LAV) ALAS-11-rev3c configuration was tested in the NASA Langley National Transonic Facility to obtain static aerodynamic data at flight Reynolds numbers. Subsonic and transonic data were obtained for Mach numbers between 0.3 and 0.95 for angles of attack from -4 to +22 degrees and angles of sideslip from -10 to +10 degrees. Data were also obtained at various intermediate Reynolds numbers between 2.5 million and 45 million depending on Mach number in order to examine the effects of Reynolds number on the vehicle. Force and moment data were obtained using a 6-component strain gauge balance that operated both at warm temperatures (+120 . F) and cryogenic temperatures (-250 . F). Surface pressure data were obtained with electronically scanned pressure units housed in heated enclosures designed to survive cryogenic temperatures. Data obtained during the 3-week test entry were used to support development of the LAV aerodynamic database and to support computational fluid dynamics code validation. Furthermore, one of the outcomes of the test was the reduction of database uncertainty on axial force coefficient for the static unpowered LAV. This was accomplished as a result of good data repeatability throughout the test and because of decreased uncertainty on scaling wind tunnel data to flight.

Effect of Mach number on thermoelectric performance of SiC ceramics nose-tip for supersonic vehicles

International Nuclear Information System (INIS)

Han, Xiao-Yi; Wang, Jun

2014-01-01

This paper focus on the effects of Mach number on thermoelectric energy conversion for the limitation of aero-heating and the feasibility of energy harvesting on supersonic vehicles. A model of nose-tip structure constructed with SiC ceramics is developed to numerically study the thermoelectric performance in a supersonic flow field by employing the computational fluid dynamics and the thermal conduction theory. Results are given in the cases of different Mach numbers. Moreover, the thermoelectric performance in each case is predicted with and without Thomson heat, respectively. Due to the increase of Mach number, both the temperature difference and the conductive heat flux between the hot side and the cold side of nose tip are increased. This results in the growth of the thermoelectric power generated and the energy conversion efficiency. With respect to the Thomson effect, over 50% of total power generated converts to Thomson heat, which greatly reduces the thermoelectric power and efficiency. However, whether the Thomson effect is considered or not, with the Mach number increasing from 2.5 to 4.5, the thermoelectric performance can be effectively improved. -- Highlights: • Thermoelectric SiC nose-tip structure for aerodynamic heat harvesting of high-speed vehicles is studied. • Thermoelectric performance is predicted based on numerical methods and experimental thermoelectric parameters. • The effects of Mach number on thermoelectric performance are studied in the present paper. • Results with respect to the Thomson effect are also explored. • Output power and energy efficiency of the thermoelectric nose-tip are increased with the increase of Mach number

Analytical and Experimental Verification of a Flight Article for a Mach-8 Boundary-Layer Experiment

Science.gov (United States)

Richards, W. Lance; Monaghan, Richard C.

1996-01-01

Preparations for a boundary-layer transition experiment to be conducted on a future flight mission of the air-launched Pegasus(TM) rocket are underway. The experiment requires a flight-test article called a glove to be attached to the wing of the Mach-8 first-stage booster. A three-dimensional, nonlinear finite-element analysis has been performed and significant small-scale laboratory testing has been accomplished to ensure the glove design integrity and quality of the experiment. Reliance on both the analysis and experiment activities has been instrumental in the success of the flight-article design. Results obtained from the structural analysis and laboratory testing show that all glove components are well within the allowable thermal stress and deformation requirements to satisfy the experiment objectives.

Axisymmetric vortex method for low-Mach number, diffusion-controlled combustion

CERN Document Server

Lakkis, I

2003-01-01

A grid-free, Lagrangian method for the accurate simulation of low-Mach number, variable-density, diffusion-controlled reacting flow is presented. A fast-chemistry model in which the conversion rate of reactants to products is limited by the local mixing rate is assumed in order to reduce the combustion problem to the solution of a convection-diffusion-generation equation with volumetric expansion and vorticity generation at the reaction fronts. The solutions of the continuity and vorticity equations, and the equations governing the transport of species and energy, are obtained using a formulation in which particles transport conserved quantities by convection and diffusion. The dynamic impact of exothermic combustion is captured through accurate integration of source terms in the vorticity transport equations at the location of the particles, and the extra velocity field associated with volumetric expansion at low Mach number computed to enforced mass conservation. The formulation is obtained for an axisymmet...

ELECTRON ACCELERATIONS AT HIGH MACH NUMBER SHOCKS: TWO-DIMENSIONAL PARTICLE-IN-CELL SIMULATIONS IN VARIOUS PARAMETER REGIMES

Energy Technology Data Exchange (ETDEWEB)

Matsumoto, Yosuke [Department of Physics, Chiba University, Yayoi-cho 1-33, Inage-ku, Chiba 263-8522 (Japan); Amano, Takanobu; Hoshino, Masahiro, E-mail: ymatumot@astro.s.chiba-u.ac.jp [Department of Earth and Planetary Science, University of Tokyo, Hongo 1-33, Bunkyo-ku, Tokyo 113-0033 (Japan)

2012-08-20

Electron accelerations at high Mach number collisionless shocks are investigated by means of two-dimensional electromagnetic particle-in-cell simulations with various Alfven Mach numbers, ion-to-electron mass ratios, and the upstream electron {beta}{sub e} (the ratio of the thermal pressure to the magnetic pressure). We find electrons are effectively accelerated at a super-high Mach number shock (M{sub A} {approx} 30) with a mass ratio of M/m = 100 and {beta}{sub e} = 0.5. The electron shock surfing acceleration is an effective mechanism for accelerating the particles toward the relativistic regime even in two dimensions with a large mass ratio. Buneman instability excited at the leading edge of the foot in the super-high Mach number shock results in a coherent electrostatic potential structure. While multi-dimensionality allows the electrons to escape from the trapping region, they can interact with the strong electrostatic field several times. Simulation runs in various parameter regimes indicate that the electron shock surfing acceleration is an effective mechanism for producing relativistic particles in extremely high Mach number shocks in supernova remnants, provided that the upstream electron temperature is reasonably low.

Low Mach number asymptotics for reacting compressible fluid flows

Czech Academy of Sciences Publication Activity Database

Feireisl, Eduard; Petzeltová, Hana

2010-01-01

Roč. 26, č. 2 (2010), s. 455-480 ISSN 1078-0947 R&D Projects: GA ČR GA201/05/0164 Institutional research plan: CEZ:AV0Z10190503 Keywords : low Mach number * Navier-Stokes-Fourier system * reacting fluids Subject RIV: BA - General Mathematics Impact factor: 0.986, year: 2010 http://www.aimsciences.org/journals/displayArticles.jsp?paperID=4660

Assessment of Turbulent CFD Against STS-128 Hypersonic Flight Data

Science.gov (United States)

Wood, William A.; Kleb, William L.; Hyatt, Andrew J.

2010-01-01

Turbulent CFD simulations are compared against surface temperature measurements of the space shuttle orbiter windward tiles at reentry flight conditions. Algebraic turbulence models are used within both the LAURA and DPLR CFD codes. The flight data are from temperature measurements obtained by seven thermocouples during the STS-128 mission (September 2009). The flight data indicate boundary layer transition onset over the Mach number range 13.5{15.5, depending upon the location on the vehicle. But the boundary layer flow appeared to be transitional down through Mach 12, based upon the flight data and CFD trends. At Mach 9 the simulations match the flight data on average within 20 F/11 C, where typical surface temperatures were approximately 1600 F/870 C.

Measurements of Heat Transfer and Boundary-Layer Transition on an 8-Inch-Diameter Hemisphere-Cylinder in Free Flight for a Mach Number Range of 2.00 to 3.88

Science.gov (United States)

Garland, Benjamine J.; Chauvin, Leo T.

1957-01-01

Measurements of aerodynamic heat transfer have been made along the hemisphere and cylinder of a hemisphere-cylinder rocket-propelled model in free flight up to a Mach number of 3.88. The test Reynolds number based on free-stream condition and diameter of model covered a range from 2.69 x l0(exp 6) to 11.70 x 10(exp 6). Laminar, transitional, and turbulent heat-transfer coefficients were obtained. The laminar data along the body agreed with laminar theory for blunt bodies whereas the turbulent data along the cylinder were consistently lower than that predicted by the turbulent theory for a flat plate. Measurements of heat transfer at the stagnation point were, in general, lower than the theory for stagnation-point heat transfer. When the Reynolds number to the junction of the hemisphere-cylinder was greater than 6 x l0(exp 6), the transitional Reynolds number varied from 0.8 x l0(exp 6) to 3.0 x 10(exp 6); however, than 6 x l(exp 6) when the Reynolds number to the junction was less, than the transitional Reynolds number varied from 7.0 x l0(exp 6) to 24.7 x 10(exp 6).

Simulation model for the Boeing 720B aircraft-flight control system in continuous flight.

Science.gov (United States)

1971-08-01

A mathematical model of the Boeing 720B aircraft and autopilot has been derived. The model is representative of the 720B aircraft for continuous flight within a flight envelope defined by a Mach number of .4 at 20,000 feet altitude in a cruise config...

Assessment of a transitional boundary layer theory at low hypersonic Mach numbers

Science.gov (United States)

Shamroth, S. J.; Mcdonald, H.

1972-01-01

An investigation was carried out to assess the accuracy of a transitional boundary layer theory in the low hypersonic Mach number regime. The theory is based upon the simultaneous numerical solution of the boundary layer partial differential equations for the mean motion and an integral form of the turbulence kinetic energy equation which controls the magnitude and development of the Reynolds stress. Comparisions with experimental data show the theory is capable of accurately predicting heat transfer and velocity profiles through the transitional regime and correctly predicts the effects of Mach number and wall cooling on transition Reynolds number. The procedure shows promise of predicting the initiation of transition for given free stream disturbance levels. The effects on transition predictions of the pressure dilitation term and of direct absorption of acoustic energy by the boundary layer were evaluated.

Role of Turbulent Prandtl Number on Heat Flux at Hypersonic Mach Number

Science.gov (United States)

Xiao, X.; Edwards, J. R.; Hassan, H. A.

2004-01-01

Present simulation of turbulent flows involving shock wave/boundary layer interaction invariably overestimates heat flux by almost a factor of two. One possible reason for such a performance is a result of the fact that the turbulence models employed make use of Morkovin's hypothesis. This hypothesis is valid for non-hypersonic Mach numbers and moderate rates of heat transfer. At hypersonic Mach numbers, high rates of heat transfer exist in regions where shock wave/boundary layer interactions are important. As a result, one should not expect traditional turbulence models to yield accurate results. The goal of this investigation is to explore the role of a variable Prandtl number formulation in predicting heat flux in flows dominated by strong shock wave/boundary layer interactions. The intended applications involve external flows in the absence of combustion such as those encountered in supersonic inlets. This can be achieved by adding equations for the temperature variance and its dissipation rate. Such equations can be derived from the exact Navier-Stokes equations. Traditionally, modeled equations are based on the low speed energy equation where the pressure gradient term and the term responsible for energy dissipation are ignored. It is clear that such assumptions are not valid for hypersonic flows. The approach used here is based on the procedure used in deriving the k-zeta model, in which the exact equations that governed k, the variance of velocity, and zeta, the variance of vorticity, were derived and modeled. For the variable turbulent Prandtl number, the exact equations that govern the temperature variance and its dissipation rate are derived and modeled term by term. The resulting set of equations are free of damping and wall functions and are coordinate-system independent. Moreover, modeled correlations are tensorially consistent and invariant under Galilean transformation. The final set of equations will be given in the paper.

Comparison of CFD Predictions with Shuttle Global Flight Thermal Imagery and Discrete Surface Measurements

Science.gov (United States)

Wood, William A.; Kleb, William L.; Tang, chun Y.; Palmer, Grant E.; Hyatt, Andrew J.; Wise, Adam J.; McCloud, Peter L.

2010-01-01

Surface temperature measurements from the STS-119 boundary-layer transition experiment on the space shuttle orbiter Discovery provide a rare opportunity to assess turbulent CFD models at hypersonic flight conditions. This flight data was acquired by on-board thermocouples and by infrared images taken off-board by the Hypersonic Thermodynamic Infrared Measurements (HYTHIRM) team, and is suitable for hypersonic CFD turbulence assessment between Mach 6 and 14. The primary assessment is for the Baldwin-Lomax and Cebeci-Smith algebraic turbulence models in the DPLR and LAURA CFD codes, respectively. A secondary assessment is made of the Shear-Stress Transport (SST) two-equation turbulence model in the DPLR code. Based upon surface temperature comparisons at eleven thermocouple locations, the algebraic-model turbulent CFD results average 4% lower than the measurements for Mach numbers less than 11. For Mach numbers greater than 11, the algebraic-model turbulent CFD results average 5% higher than the three available thermocouple measurements. Surface temperature predictions from the two SST cases were consistently 3 4% higher than the algebraic-model results. The thermocouple temperatures exhibit a change in trend with Mach number at about Mach 11; this trend is not reflected in the CFD results. Because the temperature trends from the turbulent CFD simulations and the flight data diverge above Mach 11, extrapolation of the turbulent CFD accuracy to higher Mach numbers is not recommended.

Increased Mach Number Capability for the NASA Glenn 10x10 Supersonic Wind Tunnel

Science.gov (United States)

Slater, J. W.; Saunders, J. D.

2015-01-01

Computational simulations and wind tunnel testing were conducted to explore the operation of the Abe Silverstein Supersonic Wind Tunnel at the NASA Glenn Research Center at test section Mach numbers above the current limit of Mach 3.5. An increased Mach number would enhance the capability for testing of supersonic and hypersonic propulsion systems. The focus of the explorations was on understanding the flow within the second throat of the tunnel, which is downstream of the test section and is where the supersonic flow decelerates to subsonic flow. Methods of computational fluid dynamics (CFD) were applied to provide details of the shock boundary layer structure and to estimate losses in total pressure. The CFD simulations indicated that the tunnel could be operated up to Mach 4.0 if the minimum width of the second throat was made smaller than that used for previous operation of the tunnel. Wind tunnel testing was able to confirm such operation of the tunnel at Mach 3.6 and 3.7 before a hydraulic failure caused a stop to the testing. CFD simulations performed after the wind tunnel testing showed good agreement with test data consisting of static pressures along the ceiling of the second throat. The CFD analyses showed increased shockwave boundary layer interactions, which was also observed as increased unsteadiness of dynamic pressures collected in the wind tunnel testing.

Numerical simulation of low Mach number reacting flows

International Nuclear Information System (INIS)

Bell, J B; Aspden, A J; Day, M S; Lijewski, M J

2007-01-01

Using examples from active research areas in combustion and astrophysics, we demonstrate a computationally efficient numerical approach for simulating multiscale low Mach number reacting flows. The method enables simulations that incorporate an unprecedented range of temporal and spatial scales, while at the same time, allows an extremely high degree of reaction fidelity. Sample applications demonstrate the efficiency of the approach with respect to a traditional time-explicit integration method, and the utility of the methodology for studying the interaction of turbulence with terrestrial and astrophysical flame structures

Physical and numerical modelling of low mach number compressible flows

International Nuclear Information System (INIS)

Paillerre, H.; Clerc, S.; Dabbene, F.; Cueto, O.

1999-01-01

This article reviews various physical models that may be used to describe compressible flow at low Mach numbers, as well as the numerical methods developed at DRN to discretize the different systems of equations. A selection of thermal-hydraulic applications illustrate the need to take into account compressibility and multidimensional effects as well as variable flow properties. (authors)

Flight Test Results from the Rake Airflow Gage Experiment on the F-15B Airplane

Science.gov (United States)

Frederick, Michael A.; Ratnayake, Nalin A.

2011-01-01

The Rake Airflow Gage Experiment involves a flow-field survey rake that was flown on the Propulsion Flight Test Fixture at the NASA Dryden Flight Research Center using the Dryden F-15B research test bed airplane. The objective of this flight test was to ascertain the flow-field angularity, local Mach number profile, total pressure distortion, and dynamic pressure at the aerodynamic interface plane of the Channeled Centerbody Inlet Experiment. This new mixed-compression, supersonic inlet is planned for flight test in the near term. Knowledge of the flow-field characteristics at this location underneath the airplane is essential to flight test planning and computational modeling of the new inlet, anairplane, flying at a free-stream Mach number of 1.65 and a pressure altitude of 40,000 ft, would achieve the desired local Mach number for the future inlet flight test. Interface plane distortion levels of 2 percent and a local angle of attack of -2 deg were observed at this condition. Alternative flight conditions for future testing and an exploration of certain anomalous data also are provided.

OPACITY BROADENING OF {sup 13}CO LINEWIDTHS AND ITS EFFECT ON THE VARIANCE-SONIC MACH NUMBER RELATION

Energy Technology Data Exchange (ETDEWEB)

Correia, C.; De Medeiros, J. R. [Departamento de Física Teórica e Experimental, Universidade Federal do Rio Grande do Norte, 59072-970 (Brazil); Burkhart, B.; Lazarian, A. [Astronomy Department, University of Wisconsin, Madison, 475 North Charter Street, WI 53711 (United States); Ossenkopf, V.; Stutzki, J. [Physikalisches Institut der Universität zu Köln, Zülpicher Strasse 77, D-50937 Köln (Germany); Kainulainen, J. [Max-Planck-Institute for Astronomy, Königstuhl 17, D-69117 Heidelberg (Germany); Kowal, G., E-mail: caioftc@dfte.ufrn.br [Instituto de Astronomia, Geofísica e Ciências Atmosféricas, Universidade de São Paulo, 05508-090 (Brazil)

2014-04-10

We study how the estimation of the sonic Mach number (M{sub s} ) from {sup 13}CO linewidths relates to the actual three-dimensional sonic Mach number. For this purpose we analyze MHD simulations that include post-processing to take radiative transfer effects into account. As expected, we find very good agreement between the linewidth estimated sonic Mach number and the actual sonic Mach number of the simulations for optically thin tracers. However, we find that opacity broadening causes M{sub s} to be overestimated by a factor of ≈1.16-1.3 when calculated from optically thick {sup 13}CO lines. We also find that there is a dependence on the magnetic field: super-Alfvénic turbulence shows increased line broadening compared with sub-Alfvénic turbulence for all values of optical depth for supersonic turbulence. Our results have implications for the observationally derived sonic Mach number-density standard deviation (σ{sub ρ/(ρ)}) relationship, σ{sub ρ/〈ρ〉}{sup 2}=b{sup 2}M{sub s}{sup 2}, and the related column density standard deviation (σ {sub N/(N)}) sonic Mach number relationship. In particular, we find that the parameter b, as an indicator of solenoidal versus compressive driving, will be underestimated as a result of opacity broadening. We compare the σ {sub N/(N)}-M{sub s} relation derived from synthetic dust extinction maps and {sup 13}CO linewidths with recent observational studies and find that solenoidally driven MHD turbulence simulations have values of σ {sub N/(N)}which are lower than real molecular clouds. This may be due to the influence of self-gravity which should be included in simulations of molecular cloud dynamics.

Drag of a Supercritical Body of Revolution in Free Flight at Transonic Speeds and Comparison with Wind Tunnel Data

Science.gov (United States)

Usry, J. W.; Wallace, J. W.

1971-01-01

The forebody drag of a supercritical body of revolution was measured in free flight over a Mach number range of 0.85 to 1.05 and a Reynolds number range of 11.5 x 10 to the 6th power to 19.4 x 10 to the 6th power and was compared with wind-tunnel data. The forebody drag coefficient for a Mach number less than 0.96 was 0.111 compared with the wind-tunnel value of 0.103. A gradual increase in the drag occurred in the Langley 8-foot transonic pressure tunnel at a lower Mach number than in the Langley 16-foot transonic tunnel or in the free-flight test. The sharp drag rise occurred near Mach 0.98 in free flight whereas the rise occurred near Mach 0.99 in the Langley 16-foot transonic tunnel. The sharp rise was not as pronounced in the Langley 8-foot transonic pressure tunnel and was probably affected by tunnel-wall-interference effects. The increase occurred more slowly and at a higher Mach number. These results indicate that the drag measurements made in the wind tunnels near Mach 1 were significantly affected by the relative size of the model and the wind tunnel.

Performance Limiting Flow Processes in High-State Loading High-Mach Number Compressors

National Research Council Canada - National Science Library

Tan, Choon S

2008-01-01

In high-stage loading high-Mach number (HLM) compressors, counter-rotating pairs of discrete vortices are shed at the trailing edge of the upstream blade row at a frequency corresponding to the downstream rotor blade passing frequency...

Effects of Inlet Modification and Rocket-Rack Extension on the Longitudinal Trim and Low-Lift Drag of the Douglas F5D-1 Airplane as Obtained with a 0.125-Scale Rocket-Boosted Model between Mach Numbers of 0.81 and 1.64, TED No. NACA AD 399

Science.gov (United States)

Hastings, Earl C., Jr.; Dickens, Waldo L.

1957-01-01

A flight investigation was conducted to determine the effects of an inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model which was flight tested at the Langley Pilotless Aircraft Research Station at Wallops Island, Va. Results indicate that the combined effects of the modified inlet and fully extended rocket racks on the trim lift coefficient and trim angle of attack were small between Mach numbers of 0.94 and 1.57. Between Mach numbers of 1.10 and 1.57 there was an average increase in drag coefficient of about o,005 for the model with modified inlet and extended rocket racks. The change in drag coefficient due to the inlet modification alone is small between Mach numbers of 1.59 and 1.64

Numerical simulation of unsteady compressible low Mach number flow in a channel

Czech Academy of Sciences Publication Activity Database

Punčochářová-Pořízková, P.; Kozel, Karel; Horáček, Jaromír; Fürst, J.

2010-01-01

Roč. 17, č. 2 (2010), s. 83-97 ISSN 1802-1484 R&D Projects: GA MŠk OC09019 Institutional research plan: CEZ:AV0Z20760514 Keywords : CFD * finite volume method * unsteady flow * low Mach number Subject RIV: BI - Acoustics

Analysis of gas turbine engines using water and oxygen injection to achieve high Mach numbers and high thrust

Science.gov (United States)

Henneberry, Hugh M.; Snyder, Christopher A.

1993-01-01

An analysis of gas turbine engines using water and oxygen injection to enhance performance by increasing Mach number capability and by increasing thrust is described. The liquids are injected, either separately or together, into the subsonic diffuser ahead of the engine compressor. A turbojet engine and a mixed-flow turbofan engine (MFTF) are examined, and in pursuit of maximum thrust, both engines are fitted with afterburners. The results indicate that water injection alone can extend the performance envelope of both engine types by one and one-half Mach numbers at which point water-air ratios reach 17 or 18 percent and liquid specific impulse is reduced to some 390 to 470 seconds, a level about equal to the impulse of a high energy rocket engine. The envelope can be further extended, but only with increasing sacrifices in liquid specific impulse. Oxygen-airflow ratios as high as 15 percent were investigated for increasing thrust. Using 15 percent oxygen in combination with water injection at high supersonic Mach numbers resulted in thrust augmentation as high as 76 percent without any significant decrease in liquid specific impulse. The stoichiometric afterburner exit temperature increased with increasing oxygen flow, reaching 4822 deg R in the turbojet engine at a Mach number of 3.5. At the transonic Mach number of 0.95 where no water injection is needed, an oxygen-air ratio of 15 percent increased thrust by some 55 percent in both engines, along with a decrease in liquid specific impulse of 62 percent. Afterburner temperature was approximately 4700 deg R at this high thrust condition. Water and/or oxygen injection are simple and straightforward strategies to improve engine performance and they will add little to engine weight. However, if large Mach number and thrust increases are required, liquid flows become significant, so that operation at these conditions will necessarily be of short duration.

Mach Number effects on turbulent superstructures in wall bounded flows

Science.gov (United States)

Kaehler, Christian J.; Bross, Matthew; Scharnowski, Sven

2017-11-01

Planer and three-dimensional flow field measurements along a flat plat boundary layer in the Trisonic Wind Tunnel Munich (TWM) are examined with the aim to characterize the scaling, spatial organization, and topology of large scale turbulent superstructures in compressible flow. This facility is ideal for this investigation as the ratio of boundary layer thickness to test section spanwise extent ratio is around 1/25, ensuring minimal sidewall and corner effects on turbulent structures in the center of the test section. A major difficulty in the experimental investigation of large scale features is the mutual size of the superstructures which can extend over many boundary layer thicknesses. Using multiple PIV systems, it was possible to capture the full spatial extent of large-scale structures over a range of Mach numbers from Ma = 0.3 - 3. To calculate the average large-scale structure length and spacing, the acquired vector fields were analyzed by statistical multi-point methods that show large scale structures with a correlation length of around 10 boundary layer thicknesses over the range of Mach numbers investigated. Furthermore, the average spacing between high and low momentum structures is on the order of a boundary layer thicknesses. This work is supported by the Priority Programme SPP 1881 Turbulent Superstructures of the Deutsche Forschungsgemeinschaft.

Application of a transitional boundary-layer theory in the low hypersonic Mach number regime

Science.gov (United States)

Shamroth, S. J.; Mcdonald, H.

1975-01-01

An investigation is made to assess the capability of a finite-difference boundary-layer procedure to predict the mean profile development across a transition from laminar to turbulent flow in the low hypersonic Mach-number regime. The boundary-layer procedure uses an integral form of the turbulence kinetic-energy equation to govern the development of the Reynolds apparent shear stress. The present investigation shows the ability of this procedure to predict Stanton number, velocity profiles, and density profiles through the transition region and, in addition, to predict the effect of wall cooling and Mach number on transition Reynolds number. The contribution of the pressure-dilatation term to the energy balance is examined and it is suggested that transition can be initiated by the direct absorption of acoustic energy even if only a small amount (1 per cent) of the incident acoustic energy is absorbed.

Experimental evaluation of wall Mach number distributions of the octagonal test section proposed for NASA Lewis Research Center's altitude wind tunnel

Science.gov (United States)

Harrington, Douglas E.; Burley, Richard R.; Corban, Robert R.

1986-01-01

Wall Mach number distributions were determined over a range of test-section free-stream Mach numbers from 0.2 to 0.92. The test section was slotted and had a nominal porosity of 11 percent. Reentry flaps located at the test-section exit were varied from 0 (fully closed) to 9 (fully open) degrees. Flow was bled through the test-section slots by means of a plenum evacuation system (PES) and varied from 0 to 3 percent of tunnel flow. Variations in reentry flap angle or PES flow rate had little or no effect on the Mach number distributions in the first 70 percent of the test section. However, in the aft region of the test section, flap angle and PES flow rate had a major impact on the Mach number distributions. Optimum PES flow rates were nominally 2 to 2.5 percent wtih the flaps fully closed and less than 1 percent when the flaps were fully open. The standard deviation of the test-section wall Mach numbers at the optimum PES flow rates was 0.003 or less.

Surfing and drift acceleration at high mach number quasi-perpendicular shocks

International Nuclear Information System (INIS)

Amano, T.

2008-01-01

Electron acceleration in high Mach number collisionless shocks relevant to supernova remnant is discussed. By performing one- and two-dimensional particle-in-cell simulations of quasi-perpendicular shocks, we find that energetic electrons are quickly generated in the shock transition region through shock surfing and drift acceleration. The electron energization is strong enough to account for the observed injection at supernova remnant shocks. (author)

A study of sonic boom overpressure trends with respect to weight, altitude, Mach number, and vehicle shaping

Science.gov (United States)

Needleman, Kathy E.; Mack, Robert J.

1990-01-01

This paper presents and discusses trends in nose shock overpressure generated by two conceptual Mach 2.0 configurations. One configuration was designed for high aerodynamic efficiency, while the other was designed to produce a low boom, shaped-overpressure signature. Aerodynamic lift, sonic boom minimization, and Mach-sliced/area-rule codes were used to analyze and compute the sonic boom characteristics of both configurations with respect to cruise Mach number, weight, and altitude. The influence of these parameters on the overpressure and the overpressure trends are discussed and conclusions are given.

Low Mach number analysis of idealized thermoacoustic engines with numerical solution.

Science.gov (United States)

Hireche, Omar; Weisman, Catherine; Baltean-Carlès, Diana; Le Quéré, Patrick; Bauwens, Luc

2010-12-01

A model of an idealized thermoacoustic engine is formulated, coupling nonlinear flow and heat exchange in the heat exchangers and stack with a simple linear acoustic model of the resonator and load. Correct coupling results in an asymptotically consistent global model, in the small Mach number approximation. A well-resolved numerical solution is obtained for two-dimensional heat exchangers and stack. The model assumes that the heat exchangers and stack are shorter than the overall length by a factor of the order of a representative Mach number. The model is well-suited for simulation of the entire startup process, whereby as a result of some excitation, an initially specified temperature profile in the stack evolves toward a near-steady profile, eventually reaching stationary operation. A validation analysis is presented, together with results showing the early amplitude growth and approach of a stationary regime. Two types of initial excitation are used: Random noise and a small periodic wave. The set of assumptions made leads to a heat-exchanger section that acts as a source of volume but is transparent to pressure and to a local heat-exchanger model characterized by a dynamically incompressible flow to which a locally spatially uniform acoustic pressure fluctuation is superimposed.

The Dynamics of Very High Alfvén Mach Number Shocks in Space Plasmas

Energy Technology Data Exchange (ETDEWEB)

Sundberg, Torbjörn; Burgess, David [School of Physics and Astronomy, Queen Mary University of London, London, E1 4NS (United Kingdom); Scholer, Manfred [Max-Planck-Institut für extraterrestrische Physik, Garching (Germany); Masters, Adam [The Blackett Laboratory, Imperial College London, Prince Consort Road, London, SW7 2AZ (United Kingdom); Sulaiman, Ali H., E-mail: torbjorn.sundberg@gmail.com [Department of Physics and Astronomy, University of Iowa, Iowa City, Iowa 52242 (United States)

2017-02-10

Astrophysical shocks, such as planetary bow shocks or supernova remnant shocks, are often in the high or very-high Mach number regime, and the structure of such shocks is crucial for understanding particle acceleration and plasma heating, as well inherently interesting. Recent magnetic field observations at Saturn’s bow shock, for Alfvén Mach numbers greater than about 25, have provided evidence for periodic non-stationarity, although the details of the ion- and electron-scale processes remain unclear due to limited plasma data. High-resolution, multi-spacecraft data are available for the terrestrial bow shock, but here the very high Mach number regime is only attained on extremely rare occasions. Here we present magnetic field and particle data from three such quasi-perpendicular shock crossings observed by the four-spacecraft Cluster mission. Although both ion reflection and the shock profile are modulated at the upstream ion gyroperiod timescale, the dominant wave growth in the foot takes place at sub-proton length scales and is consistent with being driven by the ion Weibel instability. The observed large-scale behavior depends strongly on cross-scale coupling between ion and electron processes, with ion reflection never fully suppressed, and this suggests a model of the shock dynamics that is in conflict with previous models of non-stationarity. Thus, the observations offer insight into the conditions prevalent in many inaccessible astrophysical environments, and provide important constraints for acceleration processes at such shocks.

Flight Test of the Lateral Stability of a 0.133-Scale Model of the Convair XFY-1 Airplane with Windmilling Propellers at Mach Numbers from 0.70 to 1.12 (TED No. NACA DE 369)

Science.gov (United States)

Hollinger, James A.; Mitcham, Grady L.

1955-01-01

A flight test of a rocket-propelled model of the Convair XFY-1 airplane was conducted to determine the lateral stability and control characteristics, The 0.133-scale model had windmilling propellers for this test, which covered a Mach number range of O.70 to 1.12. The center of gravity was located at 13.9 percent of the mean aerodynamic chord. The methods of analysis included both a solution by vector diagrams and simple one- and two-degree-of-freedom methods. The model was both statically and dynamically stable throughout the speed range of the testa The roll damping was good, and the slope of the side-force curve varied little with speed. The rudder was effective throughout the test speed range, although it was reduced to about 43 percent of its subsonic value at supersonic speeds.

Study by the Prandtl-Glauert method of compressibility effects and critical Mach number for ellipsoids of various aspect ratios and thickness ratios

Science.gov (United States)

Hess, Robert V; Gardner, Clifford S

1947-01-01

By using the Prandtl-Glauert method that is valid for three-dimensional flow problems, the value of the maximum incremental velocity for compressible flow about thin ellipsoids at zero angle of attack is calculated as a function of the Mach number for various aspect ratios and thickness ratios. The critical Mach numbers of the various ellipsoids are also determined. The results indicate an increase in critical Mach number with decrease in aspect ratio which is large enough to explain experimental results on low-aspect-ratio wings at zero lift.

Angular dependence of high Mach number plasma interactions

International Nuclear Information System (INIS)

Thomas, V.A.; Brecht, S.H.

1987-01-01

In this paper a 2-1/2-dimensional hybrid code is used to examine the collisionless large spatial scale (kc/ω pi ∼ 1) low-frequency (ω ∼ ω ci ) interaction initiated by a plasma shell of finite width traveling at high Alfven Mach number relative to a uniform background plasma. Particular attention is given to the angle of the relative velocity relative to the ambient magnetic field for the range of angles O < θ < π/2. An attempt is made to parameterize some of the important physics including the Alfven ion cyclotron instability, the field-aligned electromagnetic ion counter streaming instability, mixing of the plasma shell with the background ions, and structuring of the interaction region. These results are applicable to various astrophysical interactions such as bow shocks and interplanetary shocks

Acoustic-hydrodynamic-flame coupling—A new perspective for zero and low Mach number flows

Science.gov (United States)

Pulikkottil, V. V.; Sujith, R. I.

2017-04-01

A combustion chamber has a hydrodynamic field that convects the incoming fuel and oxidizer into the chamber, thereby causing the mixture to react and produce heat energy. This heat energy can, in turn, modify the hydrodynamic and acoustic fields by acting as a source and thereby, establish a positive feedback loop. Subsequent growth in the amplitude of the acoustic field variables and their eventual saturation to a limit cycle is generally known as thermo-acoustic instability. Mathematical representation of these phenomena, by a set of equations, is the subject of this paper. In contrast to the ad hoc models, an explanation of the flame-acoustic-hydrodynamic coupling, based on fundamental laws of conservation of mass, momentum, and energy, is presented in this paper. In this paper, we use a convection reaction diffusion equation, which, in turn, is derived from the fundamental laws of conservation to explain the flame-acoustic coupling. The advantage of this approach is that the physical variables such as hydrodynamic velocity and heat release rate are coupled based on the conservation of energy and not based on an ad hoc model. Our approach shows that the acoustic-hydrodynamic interaction arises from the convection of acoustic velocity fluctuations by the hydrodynamic field and vice versa. This is a linear mechanism, mathematically represented as a convection operator. This mechanism resembles the non-normal mechanism studied in hydrodynamic theory. We propose that this mechanism could relate the instability mechanisms of hydrodynamic and thermo-acoustic systems. Furthermore, the acoustic-hydrodynamic interaction is shown to be responsible for the convection of entropy disturbances from the inlet of the chamber. The theory proposed in this paper also unifies the observations in the fields of low Mach number flows and zero Mach number flows. In contrast to the previous findings, where compressibility is shown to be causing different physics for zero and low Mach

Influences of mach number and flow incidence on aerodynamic losses of steam turbine blade

International Nuclear Information System (INIS)

Yoo, Seok Jae; Ng, Wing Fai

2000-01-01

An experiment was conducted to investigate the aerodynamic losses of high pressure steam turbine nozzle (526A) subjected to a large range of incident angles (-34 .deg. to 26 .deg. ) and exit Mach numbers (0.6 and 1.15). Measurements included downstream pitot probe traverses, upstream total pressure, and endwall static pressures. Flow visualization techniques such as shadowgraph and color oil flow visualization were performed to complement the measured data. When the exit Mach number for nozzles increased from 0.9 to 1.1 the total pressure loss coefficient increased by a factor of 7 as compared to the total pressure losses measured at subsonic conditions (M 2 <0.9). For the range of incidence tested, the effect of flow incidence on the total pressure losses is less pronounced. Based on the shadowgraphs taken during the experiment, it's believed that the large increase in losses at transonic conditions is due to strong shock/ boundary layer interaction that may lead to flow separation on the blade suction surface

F-16XL ship #1 (#849) during first flight of the Digital Flight Control System (DFCS)

Science.gov (United States)

1997-01-01

After completing its first flight with the Digital Flight Control System on December 16, 1997, the F-16XL #1 aircraft began a series of envelope expansion flights. On January 27 and 29, 1998, it successfully completed structural clearance tests, as well as most of the load testing Only flights at Mach 1.05 at 10,000 feet, Mach 1.1 at 15,000 feet, and Mach 1.2 at 20,000 feet remained. During the next flight, on February 4, an instrumentation problem cut short the planned envelope expansion tests. After the problem was corrected, the F-16XL returned to flight status, and on February 18 and 20, flight control and evaluation flights were made. Two more research flights were planned for the following week, but another problem appeared. During the ground start up, project personnel noticed that the leading edge flap moved without being commanded. The Digital Flight Control Computer was sent to the Lockheed-Martin facility at Fort Worth, where the problem was traced to a defective chip in the computer. After it was replaced, the F-16XL #1 flew a highly successful flight controls and handling qualities evaluation flight on March 26, clearing the way for the final tests. The final limited loads expansion flight occurred on March 31, and was fully successful. As a result, the on-site Lockheed-Martin loads engineer cleared the aircraft to Mach 1.8. The remaining two handling qualities and flight control evaluation flights were both made on April 3, 1998. These three flights concluded the flight test portion of the DFCS upgrade.

Lift, Drag, Static Stability, and Buffet Boundaries of a Model of the McDonnell F3H-1N Airplane at Mach Numbers from 0.40 to 1.27, TED No. NACA DE 351

Science.gov (United States)

Crabill, Norman L.

1956-01-01

The National Advisory Committee for Aeronautics has conducted a flight test of a model approximating the McDonnell F3H-lN airplane configuration to determine its pitch-up and buffet boundaries, as well as the usual longitudinal stability derivatives obtainable from the pulsed- tail technique. The test was conducted by the freely flying rocket- boosted model technique developed at the Langley Laboratory; results were obtained at Mach numbers from 0.40 to 1.27 at corresponding Reynolds numbers of 2.6 x 10(exp 6) and 9.0 x 10(exp 6). The phenomena of pitch-up, buffet, and maximum lift were encountered at Mach numbers between 0.42 and 0.85. The lift-curve slope and wing-root bending-moment slope increased with increasing angle of attack, whereas the static stability decreased with angle of attack at subsonic speeds and increased at transonic speeds. There was little change in trim at low lift at transonic speeds.

Longitudinal Stability and Control Characteristics as Determined by the Rocket-model Technique for an Inline, Cruciform, Canard Missile Configuration with a Low-aspect-ratio Wing Having Trailing-edge Flap Controls for a Mach Number Range of 0.7 to 1.

Science.gov (United States)

Baber, Hal T , Jr; Moul, Martin T

1955-01-01

Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle - of-attack range of this test (0 deg to 8 deg). The aerodynamic-center location for angles of attack near 50 remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near 0 deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of 0 deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle -of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Longitudinal Stability and Control Characteristics as Determined by the Rocket-Model Technique for an Inline, Cruciform, Canard Missile Configuration with a Low-Aspect-Ratio Wing Having Trailing-Edge Flap Controls for a Mach Number Range of 0.7 to 1.8

Science.gov (United States)

Baber, H. T., Jr.; Moul, M. T.

1955-01-01

Two full-scale models of an inline, cruciform, canard missile configuration having a low-aspect-ratio wing equipped with flap-type controls were flight tested in order to determine the missile's longitudinal aerodynamic characteristics. Stability derivatives and control and drag characteristics are presented for a range of Mach number from 0.7 to 1.8. Nonlinear lift and moment curves were noted for the angle-of-attack range of this test (0 deg to 8 deg ). The aerodynamic-center location for angles of attack near 5 deg remained nearly constant for supersonic speeds at 13.5 percent of the mean aerodynamic chord; whereas for angles of attack near O deg, there was a rapid forward movement of the aerodynamic center as the Mach number increased. At a control deflection of O deg, the missile's response to the longitudinal control was in an essentially fixed space plane which was not coincident with the pitch plane as a result of the missile rolling. As a consequence, stability characteristics were determined from the resultant of pitch and yaw motions. The damping-in-pitch derivatives for the two angle-of-attack ranges of the test are in close agreement and varied only slightly with Mach number. The horn-balanced trailing-edge flap was effective in producing angle of attack over the Mach number range.

Plasma wave profiles of Earth's bow shock at low Mach number: ISEE 3 observations on the far flank

International Nuclear Information System (INIS)

Greenstadt, E.W.; Coroniti, F.V.; Moses, S.L.; Smith, E.J.

1992-01-01

The Earth's bow shock is weak along its distant flanks where the projected component of solar wind velocity normal to the hyperboloidal surface is only a fraction of the total free stream velocity, severely reducing the local Mach number. The authors present a survey of selected crossings far downstream from the subsolar shock, delineating the overall plasma wave (pw) behavior of a selected set of nearly perpendicular crossings and another set of limited Mach number but broad geometry; they include their immediate upstream regions. The result is a generalizable pw signature, or signatures, of low Mach number shocks and some likely implications of those signatures for the weak shock's plasma physical processes on the flank. They find the data consistent with the presence of ion beam interactions producing noise ahead of the shock in the ion acoustic frequency range. One subcritical case was found whose pw noise was presumably related to a reflected ion population just as in stronger events. The presence or absence, and the amplitudes, of pw activity are explainable by the presence or absence of a population of upstream ions controlled by the component of interplanetary magnetic field normal to the solar wind flow

Analytical and Experimental Investigation of Inlet-engine Matching for Turbojet-powered Aircraft at Mach Numbers up to 2.0

Science.gov (United States)

Esenwein, Fred T; Schueller, Carl F

1952-01-01

An analysis of inlet-turbojet-engine matching for a range of Mach numbers up to 2.0 indicates large performance penalties when fixed-geometry inlets are used. Use of variable-geometry inlets, however, nearly eliminates th The analysis was confirmed experimentally by investigating at Mach numbers of 0, 0.63, and 1.5 to 2.0 two single oblique-shock-type inlets of different compression-ramp angles, which simulated a variable-geometry configuration. The experimental investigation indicated that total-pressure recoveries comparable withose attainable with well designed nose inlets were obtained with the side inlets when all the boundary layer ahead of the inlets was removed. Serious drag penalties resulted at a Mach number of 2.0 from the use of blunt-cowl leading edges. However, sharp-lip inlets produced large losses in thrust for the take-off condition. These thrust penalties which are associated with the the low-speed operation of the sharp-lip inlet designs can probably be avoided without impairing the supersonic performance of the inlet by the use of auxiliary inlets or blow-in doors.

The Variation of Slat Noise with Mach and Reynolds Numbers

Science.gov (United States)

Lockard, David P.; Choudhari, Meelan M.

2011-01-01

The slat noise from the 30P30N high-lift system has been computed using a computational fluid dynamics code in conjunction with a Ffowcs Williams-Hawkings solver. By varying the Mach number from 0.13 to 0.25, the noise was found to vary roughly with the 5th power of the speed. Slight changes in the behavior with directivity angle could easily account for the different speed dependencies reported in the literature. Varying the Reynolds number from 1.4 to 2.4 million resulted in almost no differences, and primarily served to demonstrate the repeatability of the results. However, changing the underlying hybrid Reynolds-averaged-Navier-Stokes/Large-Eddy-Simulation turbulence model significantly altered the mean flow because of changes in the flap separation. However, the general trends observed in both the acoustics and near-field fluctuations were similar for both models.

Background-oriented schlieren imaging of flow around a circular cylinder at low Mach numbers

Science.gov (United States)

Stadler, Hannes; Bauknecht, André; Siegrist, Silvan; Flesch, Robert; Wolf, C. Christian; van Hinsberg, Nils; Jacobs, Markus

2017-09-01

The background-oriented schlieren (BOS) imaging method has, for the first time, been applied in the investigation of the flow around a circular cylinder at low Mach numbers (Msuccessive imaging at incremental angular positions around the cylinder. This density distribution has been found to agree well with the pressure measurements and with potential theory where appropriate.

Numerical solutions of unsteady flows with low inlet Mach numbers

Czech Academy of Sciences Publication Activity Database

Punčochářová, Petra; Furst, Jiří; Horáček, Jaromír; Kozel, Karel

2010-01-01

Roč. 80, č. 8 (2010), s. 1795-1805 ISSN 0378-4754 R&D Projects: GA AV ČR IAA200760613 Institutional research plan: CEZ:AV0Z20760514 Keywords : finite volume method * unsteady flow * low Mach number * viscous compressible fluid Subject RIV: BI - Acoustics Impact factor: 0.812, year: 2010 http://www.sciencedirect.com/science?_ob=MImg&_imagekey=B6V0T-4Y0D67D-1-R&_cdi=5655&_user=640952&_pii=S0378475409003607&_origin=search&_coverDate=04%2F30%2F2010&_sk=999199991&view=c&wchp=dGLbVlb-zSkzk&md5=ed6eaf0a050968ee978714fd54e7f131&ie=/sdarticle.pdf

Effects of Inlet Modification and Rocket-Rack Extension on the Longitudinal Trim and Low-Lift Drag of the Douglas F5D-1 Airplane as Obtained with a 0.125-Scale Rocket-Boosted Model Between Mach Numbers of 0.81 and 1.64: TED No. NACA AD 399

Science.gov (United States)

Hastings, Earl C., Jr.; Dickens, Waldo L.

1957-01-01

A flight investigation was conducted to determine the effects of inlet modification and rocket-rack extension on the longitudinal trim and low-lift drag of the Douglas F5D-1 airplane. The investigation was conducted with a 0.125-scale rocket-boosted model between Mach Numbers of 0.81 and 1.64. This paper presents the changes in trim angle of attack, trim lift coefficient, and low-lift drag caused by the modified inlets alone over a small part of the test Mach number range and by a combination of the modified inlets and extended rocket racks throughout the remainder of the test.

Effect of nozzle and vertical-tail variables on the performance of a 3-surface F-15 model at transonic Mach numbers. [Langley 16 foot transonic tunnel

Science.gov (United States)

Pendergraft, O. C., Jr.; Bare, E. A.

1982-01-01

An investigation was conducted in the Langley 16 foot transonic tunnel to determine the longitudinal aerodynamic characteristics of twin two dimensional nozzles and twin baseline axisymmetric nozzles installed on a fully metric 0.047 scale model of the F-15 three surface configuration (canards, wing, horizontal tails). The effects on performance of two dimensional nozzle in flight thrust reversing, locations and orientation of the vertical tails, and deflections of the horizontal tails were also determined. Test data were obtained at static conditions and at Mach numbers from 0.60 to 1.20 over an angle of attack range from -2 deg to 15 deg. Nozzle pressure ratio was varied from jet off to about 6.5.

Engineering method for aero-propulsive characteristics at hypersonic Mach numbers

Science.gov (United States)

Goradia, Suresh; Torres, Abel O.; Stack, Sharon H.; Everhart, Joel L.

1991-01-01

An engineering method has been developed for the rapid analysis of external aerodynamics and propulsive performance characteristics of airbreathing vehicles at hypersonic Mach numbers. This method, based on the theory of characteristics, has been developed to analyze fuselage-wing body combinations and body flaps with blunt or sharp leading/trailing edges. Arbitrary ratio of specific heat for the flowing medium can be specified in the program. Furthermore, the capability exists in the code to compute the inviscid inlet mass capture and momentum flux. The method is under development for computations of pressure distribution, and flow characteristics in the inlet, along with the effect of viscosity. Correlative studies have been performed for representative hypersonic configurations using the current method. The results of these correlations for various aerodynamics parameters are encouraging.

Study on the high speed scramjet characteristics at Mach 10 to 15 flight condition

Science.gov (United States)

Takahashi, M.; Itoh, K.; Tanno, H.; Komuro, T.; Sunami, T.; Sato, K.; Ueda, S.

A scramjet engine model, designed to establish steady and strong combustion at free-stream conditions corresponding to Mach 12 flight, was tested in a large free-piston driven shock tunnel. Combustion tests of a previous engine model showed that combustion heat release obtained in the combustor was not sufficient to maintain strong combustion. For a new scramjet engine model, the inlet compression ratio was increased to raise the static temperature and density of the flow at the combustor entrance. As a result of the aerodynamic design change, the pressure rise due to combustion increased and the duration of strong combustion conditions in the combustor was extended. A hyper-mixer injector designed to enhance mixing and combustion by introducing streamwise vortices was applied to the new engine model. The results showed that the hyper mixer injector was very effective in promoting combustion heat release and establishing steady and strong combustion in the combustor.

A two-dimensional, TVD numerical scheme for inviscid, high Mach number flows in chemical equilibrium

Science.gov (United States)

Eberhardt, S.; Palmer, G.

1986-01-01

A new algorithm has been developed for hypervelocity flows in chemical equilibrium. Solutions have been achieved for Mach numbers up to 15 with no adverse effect on convergence. Two methods of coupling an equilibrium chemistry package have been tested, with the simpler method proving to be more robust. Improvements in boundary conditions are still required for a production-quality code.

The Experimental Measurement of Aerodynamic Heating About Complex Shapes at Supersonic Mach Numbers

Science.gov (United States)

Neumann, Richard D.; Freeman, Delma C.

2011-01-01

In 2008 a wind tunnel test program was implemented to update the experimental data available for predicting protuberance heating at supersonic Mach numbers. For this test the Langley Unitary Wind Tunnel was also used. The significant differences for this current test were the advances in the state-of-the-art in model design, fabrication techniques, instrumentation and data acquisition capabilities. This current paper provides a focused discussion of the results of an in depth analysis of unique measurements of recovery temperature obtained during the test.

S.S.T.O. performance assessment with in-flight lox collection

Science.gov (United States)

Vandenkerckhove, J.; Czysz, P.

1995-10-01

Much attention has recently been given, up to harware development to in-flight oxygen collection as a means to improve considerably the performance of both TSTO & SSTO vehicles. A first assessment suggests that it permits simultaneously to improve much both gross take-off weight (by more than 30%) & dry weight (by more than 15%) of an SSTO and to lower significantly the Mach number of transition scramjet → rocket, from 15 down below 10, thereby reducing dramatically the programmatic development risks. After having compared in-flight lox collection with other SSTO concepts, this paper provides a tentative assessment of the performance of SSTO vehicles taking advantage of it, in particular their sensitivity to changes in system characteristics such as transition Mach number, vehicle slenderness (i.e. Küchemann's parameter τ) or planform loading at take-off and in collection characteristics, in particular collection ratio & specific collection plant weight.

Unit Reynolds number, Mach number and pressure gradient effects on laminar-turbulent transition in two-dimensional boundary layers

Science.gov (United States)

Risius, Steffen; Costantini, Marco; Koch, Stefan; Hein, Stefan; Klein, Christian

2018-05-01

The influence of unit Reynolds number (Re_1=17.5× 106-80× 106 {m}^{-1}), Mach number (M= 0.35-0.77) and incompressible shape factor (H_{12} = 2.50-2.66) on laminar-turbulent boundary layer transition was systematically investigated in the Cryogenic Ludwieg-Tube Göttingen (DNW-KRG). For this investigation the existing two-dimensional wind tunnel model, PaLASTra, which offers a quasi-uniform streamwise pressure gradient, was modified to reduce the size of the flow separation region at its trailing edge. The streamwise temperature distribution and the location of laminar-turbulent transition were measured by means of temperature-sensitive paint (TSP) with a higher accuracy than attained in earlier measurements. It was found that for the modified PaLASTra model the transition Reynolds number (Re_{ {tr}}) exhibits a linear dependence on the pressure gradient, characterized by H_{12}. Due to this linear relation it was possible to quantify the so-called `unit Reynolds number effect', which is an increase of Re_{ {tr}} with Re_1. By a systematic variation of M, Re_1 and H_{12} in combination with a spectral analysis of freestream disturbances, a stabilizing effect of compressibility on boundary layer transition, as predicted by linear stability theory, was detected (`Mach number effect'). Furthermore, two expressions were derived which can be used to calculate the transition Reynolds number as a function of the amplitude of total pressure fluctuations, Re_1 and H_{12}. To determine critical N-factors, the measured transition locations were correlated with amplification rates, calculated by incompressible and compressible linear stability theory. By taking into account the spectral level of total pressure fluctuations at the frequency of the most amplified Tollmien-Schlichting wave at transition location, the scatter in the determined critical N-factors was reduced. Furthermore, the receptivity coefficients dependence on incidence angle of acoustic waves was used to

Numerical resolution of the Navier-Stokes equations for a low Mach number by a spectral method

International Nuclear Information System (INIS)

Frohlich, Jochen

1990-01-01

The low Mach number approximation of the Navier-Stokes equations, also called isobar, is an approximation which is less restrictive than the one due to Boussinesq. It permits strong density variations while neglecting acoustic phenomena. We present a numerical method to solve these equations in the unsteady, two dimensional case with one direction of periodicity. The discretization uses a semi-implicit finite difference scheme in time and a Fourier-Chebycheff pseudo-spectral method in space. The solution of the equations of motion is based on an iterative algorithm of Uzawa type. In the Boussinesq limit we obtain a direct method. A first application is concerned with natural convection in the Rayleigh-Benard setting. We compare the results of the low Mach number equations with the ones in the Boussinesq case and consider the influence of variable fluid properties. A linear stability analysis based on a Chebychev-Tau method completes the study. The second application that we treat is a case of isobaric combustion in an open domain. We communicate results for the hydrodynamic Darrieus-Landau instability of a plane laminar flame front. [fr

Ernst Mach a deeper look : documents and new perspectives

CERN Document Server

1992-01-01

Ernst Mach -- A Deeper Look has been written to reveal to English-speaking readers the recent revival of interest in Ernst Mach in Europe and Japan. The book is a storehouse of new information on Mach as a philosopher, historian, scientist and person, containing a number of biographical and philosophical manuscripts publihsed for the first time, along with correspondence and other matters published for the first time in English. The book also provides English translations of Mach's controversies with leading physicists and psychologists, such as Max Planck and Carl Stumpf, and offers basic evidence for resolving Mach's position on atomism and Einstein's theory of relativity. Mach's scientific, philosophical and personal influence in a number of countries -- Austria, Germany, Bohemia and Yugoslavia among them -- has been carefully explored and many aspects detailed for the first time. All of the articles are eminently readable, especially those written by Mach's sister. They are deeply researched, new interpre...

Lattice Boltzmann method and gas-kinetic BGK scheme in the low-Mach number viscous flow simulations

International Nuclear Information System (INIS)

Xu Kun; He Xiaoyi

2003-01-01

Both lattice Boltzmann method (LBM) and the gas-kinetic BGK scheme are based on the numerical discretization of the Boltzmann equation with collisional models, such as, the Bhatnagar-Gross-Krook (BGK) model. LBM tracks limited number of particles and the viscous flow behavior emerges automatically from the intrinsic particle stream and collisions process. On the other hand, the gas-kinetic BGK scheme is a finite volume scheme, where the time-dependent gas distribution function with continuous particle velocity space is constructed and used in the evaluation of the numerical fluxes across cell interfaces. Currently, LBM is mainly used for low Mach number, nearly incompressible flow simulation. For the gas-kinetic scheme, the application is focusing on the high speed compressible flows. In this paper, we are going to compare both schemes in the isothermal low-Mach number flow simulations. The methodology for developing both schemes will be clarified through the introduction of operator splitting Boltzmann model and operator averaging Boltzmann model. From the operator splitting Boltzmann model, the error rooted in many kinetic schemes, which are based on the decoupling of particle transport and collision, can be easily understood. As to the test case, we choose to use the 2D cavity flow since it is one of the most extensively studied cases. Detailed simulation results with different Reynolds numbers, as well as the benchmark solutions, are presented

Free-Flight Tests of 0.11-Scale North American F-100 Airplane Wings to Investigate the Possibility of Flutter in Transonic Speed Range at Varying Angles of Attack

Science.gov (United States)

O'Kelly, Burke R.

1954-01-01

Free-flight tests in the transonic speed range utilizing rocketpropelled models have been made on three pairs of 0.11-scale North American F-100 airplane wings having an aspect ratio of 3.47, a taper ratio of 0.308, 45 degree sweepback at the quarter-chord line, and thickness ratios of 31 and 5 percent to investigate the possibility of flutte r. Data from tests of two other rocket-propelled models which accidentally fluttered during a drag investigation of the North American F-100 airplane are also presented. The first set of wings (5 percent thick) was tested on a model which was disturbed in pitch by a moving tail and reached a maximum Mach number of 0.85. The wings encountered mild oscillations near the first - bending frequency at high lift coefficients. The second set of wings 9 percent thick was tested up to a maximum Mach number of 0.95 at (2) angles of attack provided by small rocket motors installed in the nose of the model. No oscillations resembling flutter were encountered during the coasting flight between separation from the booster and sustainer firing (Mach numbers from 0.86 to 0.82) or during the sustainer firing at accelerations of about 8g up to the maximum Mach number of the test (0.95). The third set of wings was similar to the first set and was tested up to a maximum Mach number of 1.24. A mild flutter at frequencies near the first-bending frequency of the wings was encountered between a Mach number of 1.15 and a Mach number of 1.06 during both accelerating and coasting flight. The two drag models, which were 0.ll-scale models of the North American F-100 airplane configuration, reached a maximum Mach number of 1.77. The wings of these models had bending and torsional frequencies which were 40 and 89 percent, respectively, of the calculated scaled frequencies of the full-scale 7-percent-thick wing. Both models experienced flutter of the same type as that experienced-by the third set of wings.

Aerodynamic Characteristics of a Revised Target Drone Vehicle at Mach Numbers from 1.60 to 2.86

Science.gov (United States)

Blair, A. B., Jr.; Babb, C. Donald

1968-01-01

An investigation has been conducted in the Langley Unitary Plan wind tunnel to determine the aerodynamic characteristics of a revised target drone vehicle through a Mach number range from 1.60 to 2.86. The vehicle had canard surfaces and a swept clipped-delta wing with twin tip-mounted vertical tails.

Low Mach and Peclet number limit for a model of stellar tachocline and upper radiative zones

Directory of Open Access Journals (Sweden)

Donatella Donatelli

2016-09-01

Full Text Available We study a hydrodynamical model describing the motion of internal stellar layers based on compressible Navier-Stokes-Fourier-Poisson system. We suppose that the medium is electrically charged, we include energy exchanges through radiative transfer and we assume that the system is rotating. We analyze the singular limit of this system when the Mach number, the Alfven number, the Peclet number and the Froude number approache zero in a certain way and prove convergence to a 3D incompressible MHD system with a stationary linear transport equation for transport of radiation intensity. Finally, we show that the energy equation reduces to a steady equation for the temperature corrector.

Wind Tunnel Measurements of Shuttle Orbiter Global Heating with Comparisons to Flight

Science.gov (United States)

Berry, Scott A.; Merski, N. Ronald; Blanchard, Robert C.

2002-01-01

An aerothermodynamic database of global heating images was acquired of the Shuttle Orbiter in the NASA Langley Research Center 20-Inch Mach 6 Air Tunnel. These results were obtained for comparison to the global infrared images of the Orbiter in flight from the infrared sensing aeroheating flight experiment (ISAFE). The most recent ISAFE results from STS-103, consisted of port side images, at hypersonic conditions, of the surface features that result from the strake vortex scrubbing along the side of the vehicle. The wind tunnel results were obtained with the phosphor thermography system, which also provides global information and thus is ideally suited for comparison to the global flight results. The aerothermodynamic database includes both windward and port side heating images of the Orbiter for a range of angles of attack (20 to 40 deg), freestream unit Reynolds number (1 x 10(exp 6))/ft to 8 x 10(exp 6)/ft, body flap deflections (0, 5, and 10 deg), speed brake deflections (0 and 45 deg), as well as with boundary layer trips for forced transition to turbulence heating results. Sample global wind tunnel heat transfer images were extrapolated to flight conditions for comparison to Orbiter flight data. A windward laminar case for an angle of attack of 40 deg was extrapolated to Mach 11.6 flight conditions for comparison to STS-2 flight thermocouple results. A portside wind tunnel image for an angle of attack of 25 deg was extrapolated for Mach 5 flight conditions for comparison to STS-103 global surface temperatures. The comparisons showed excellent qualitative agreement, however the extrapolated wind tunnel results over-predicted the flight surface temperatures on the order of 5% on the windward surface and slightly higher on the portside.

Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating

Science.gov (United States)

1997-01-01

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly

Photodensitometric tracing of Mach bands and its significance

International Nuclear Information System (INIS)

Yoo, Shi Joon; Cho, Kyung Sik; Kang, Heung Sik; Cho, Byung Jae

1984-01-01

Mach bands, a visual phenomenon resulting from lateral inhibitory impulses in the retina, are recognized as lucent or dense lines at the borders of different radiographic densities. A number of clinical situations have been described in which Mach bands may cause difficulty in radiographic diagnosis. Photodensitometric measurement of the film can differentiate the true change in film density from the Mach band which is an optical illusion. Authors present several examples of photodensitometric tracings of Mach bands, with the brief review of the mechanism of their production

Effects of the Mach number on the evolution of vortex-surface fields in compressible Taylor-Green flows

Science.gov (United States)

Peng, Naifu; Yang, Yue

2018-01-01

We investigate the evolution of vortex-surface fields (VSFs) in compressible Taylor-Green flows at Mach numbers (Ma) ranging from 0.5 to 2.0 using direct numerical simulation. The formulation of VSFs in incompressible flows is extended to compressible flows, and a mass-based renormalization of VSFs is used to facilitate characterizing the evolution of a particular vortex surface. The effects of the Mach number on the VSF evolution are different in three stages. In the early stage, the jumps of the compressive velocity component near shocklets generate sinks to contract surrounding vortex surfaces, which shrink vortex volume and distort vortex surfaces. The subsequent reconnection of vortex surfaces, quantified by the minimal distance between approaching vortex surfaces and the exchange of vorticity fluxes, occurs earlier and has a higher reconnection degree for larger Ma owing to the dilatational dissipation and shocklet-induced reconnection of vortex lines. In the late stage, the positive dissipation rate and negative pressure work accelerate the loss of kinetic energy and suppress vortex twisting with increasing Ma.

A combined volume-of-fluid method and low-Mach-number approach for DNS of evaporating droplets in turbulence

Science.gov (United States)

Dodd, Michael; Ferrante, Antonino

2017-11-01

Our objective is to perform DNS of finite-size droplets that are evaporating in isotropic turbulence. This requires fully resolving the process of momentum, heat, and mass transfer between the droplets and surrounding gas. We developed a combined volume-of-fluid (VOF) method and low-Mach-number approach to simulate this flow. The two main novelties of the method are: (i) the VOF algorithm captures the motion of the liquid gas interface in the presence of mass transfer due to evaporation and condensation without requiring a projection step for the liquid velocity, and (ii) the low-Mach-number approach allows for local volume changes caused by phase change while the total volume of the liquid-gas system is constant. The method is verified against an analytical solution for a Stefan flow problem, and the D2 law is verified for a single droplet in quiescent gas. We also demonstrate the schemes robustness when performing DNS of an evaporating droplet in forced isotropic turbulence.

Spectroscopic studies of a high Mach-number rotating plasma flow

International Nuclear Information System (INIS)

Ando, Akira; Ashino, Masashi; Sagi, Yukiko; Inutake, Masaaki; Hattori, Kunihiko; Yoshinuma, Mikirou; Imasaki, Atsushi; Tobari, Hiroyuki; Yagai, Tsuyoshi

2001-01-01

Characteristics of an axially-magnetized rotating plasma are investigated by spectroscopy in the HITOP device of Tohoku University. A He plasma flows our axially and rotates azimuthally near the muzzle region of the MPD arcjet. Flow and rotational velocities and temperature of He ions and atoms are measured by Doppler shift and broadening of the HeII (γ=468.58 nm) and HeI (γ=587.56 nm) lines. Rotational velocity increases with the increase of axially-applied magnetic field strength and discharge current. As discharge current increases and mass flow rate decreases, the plasma flow velocity increases and T i increases. Ion acoustic Mach number of the plasma flow also increases, but tends to saturate at near 1. Radial profile of space potential is calculated from the obtained rotational velocity. The potential profile in the core region is parabolic corresponding to the observed rigid-body rotation of the core plasma. (author)

Spectroscopic studies of a high Mach-number rotating plasma flow

Energy Technology Data Exchange (ETDEWEB)

Ando, Akira; Ashino, Masashi; Sagi, Yukiko; Inutake, Masaaki; Hattori, Kunihiko; Yoshinuma, Mikirou; Imasaki, Atsushi; Tobari, Hiroyuki; Yagai, Tsuyoshi [Tohoku Univ., Dept. of Electrical Engineering, Sendai, Miyagi (Japan)

2001-07-01

Characteristics of an axially-magnetized rotating plasma are investigated by spectroscopy in the HITOP device of Tohoku University. A He plasma flows our axially and rotates azimuthally near the muzzle region of the MPD arcjet. Flow and rotational velocities and temperature of He ions and atoms are measured by Doppler shift and broadening of the HeII ({gamma}=468.58 nm) and HeI ({gamma}=587.56 nm) lines. Rotational velocity increases with the increase of axially-applied magnetic field strength and discharge current. As discharge current increases and mass flow rate decreases, the plasma flow velocity increases and T{sub i} increases. Ion acoustic Mach number of the plasma flow also increases, but tends to saturate at near 1. Radial profile of space potential is calculated from the obtained rotational velocity. The potential profile in the core region is parabolic corresponding to the observed rigid-body rotation of the core plasma. (author)

Columbia: The first five flights entry heating data series. Volume 2: The OMS Pod

Science.gov (United States)

Williams, S. D.

1983-01-01

Entry heating flight data and wind tunnel data on the OMS Pod are presented for the first five flights of the Space Shuttle Orbiter. The heating rate data are presented in terms of normalized film heat transfer coefficients as a function of angle-of-attack, Mach number, and normal shock Reynolds number. The surface heating rates and temperatures were obtained via the JSC NONLIN/INVERSE computer program. Time history plots of the surface heating rates and temperatures are also presented.

Free Flight Ground Testing of ADEPT in Advance of the Sounding Rocket One Flight Experiment

Science.gov (United States)

Smith, B. P.; Dutta, S.

2017-01-01

The Adaptable Deployable Entry and Placement Technology (ADEPT) project will be conducting the first flight test of ADEPT, titled Sounding Rocket One (SR-1), in just two months. The need for this flight test stems from the fact that ADEPT's supersonic dynamic stability has not yet been characterized. The SR-1 flight test will provide critical data describing the flight mechanics of ADEPT in ballistic flight. These data will feed decision making on future ADEPT mission designs. This presentation will describe the SR-1 scientific data products, possible flight test outcomes, and the implications of those outcomes on future ADEPT development. In addition, this presentation will describe free-flight ground testing performed in advance of the flight test. A subsonic flight dynamics test conducted at the Vertical Spin Tunnel located at NASA Langley Research Center provided subsonic flight dynamics data at high and low altitudes for multiple center of mass (CoM) locations. A ballistic range test at the Hypervelocity Free Flight Aerodynamics Facility (HFFAF) located at NASA Ames Research Center provided supersonic flight dynamics data at low supersonic Mach numbers. Execution and outcomes of these tests will be discussed. Finally, a hypothesized trajectory estimate for the SR-1 flight will be presented.

High-Mach number, laser-driven magnetized collisionless shocks

International Nuclear Information System (INIS)

Schaeffer, Derek B.; Fox, W.; Haberberger, D.; Fiksel, G.; Bhattacharjee, A.

2017-01-01

Collisionless shocks are ubiquitous in space and astrophysical systems, and the class of supercritical shocks is of particular importance due to their role in accelerating particles to high energies. While these shocks have been traditionally studied by spacecraft and remote sensing observations, laboratory experiments can provide reproducible and multi-dimensional datasets that provide complementary understanding of the underlying microphysics. We present experiments undertaken on the OMEGA and OMEGA EP laser facilities that show the formation and evolution of high-Mach number collisionless shocks created through the interaction of a laser-driven magnetic piston and magnetized ambient plasma. Through time-resolved, 2-D imaging we observe large density and magnetic compressions that propagate at super-Alfvenic speeds and that occur over ion kinetic length scales. Electron density and temperature of the initial ambient plasma are characterized using optical Thomson scattering. Measurements of the piston laser-plasma are modeled with 2-D radiation-hydrodynamic simulations, which are used to initialize 2-D particle-in-cell simulations of the interaction between the piston and ambient plasmas. The numerical results show the formation of collisionless shocks, including the separate dynamics of the carbon and hydrogen ions that constitute the ambient plasma and their effect on the shock structure. Furthermore, the simulations also show the shock separating from the piston, which we observe in the data at late experimental times.

Computations of Viking Lander Capsule Hypersonic Aerodynamics with Comparisons to Ground and Flight Data

Science.gov (United States)

Edquist, Karl T.

2006-01-01

Comparisons are made between the LAURA Navier-Stokes code and Viking Lander Capsule hypersonic aerodynamics data from ground and flight measurements. Wind tunnel data are available for a 3.48 percent scale model at Mach 6 and a 2.75 percent scale model at Mach 10.35, both under perfect gas air conditions. Viking Lander 1 aerodynamics flight data also exist from on-board instrumentation for velocities between 2900 and 4400 m/sec (Mach 14 to 23.3). LAURA flowfield solutions are obtained for the geometry as tested or flown, including sting effects at tunnel conditions and finite-rate chemistry effects in flight. Using the flight vehicle center-of-gravity location (trim angle approx. equals -11.1 deg), the computed trim angle at tunnel conditions is within 0.31 degrees of the angle derived from Mach 6 data and 0.13 degrees from the Mach 10.35 trim angle. LAURA Mach 6 trim lift and drag force coefficients are within 2 percent of measured data, and computed trim lift-to-drag ratio is within 4 percent of the data. Computed trim lift and drag force coefficients at Mach 10.35 are within 5 percent and 3 percent, respectively, of wind tunnel data. Computed trim lift-to-drag ratio is within 2 percent of the Mach 10.35 data. Using the nominal density profile and center-of-gravity location, LAURA trim angle at flight conditions is within 0.5 degrees of the total angle measured from on-board instrumentation. LAURA trim lift and drag force coefficients at flight conditions are within 7 and 5 percent, respectively, of the flight data. Computed trim lift-to-drag ratio is within 4 percent of the data. Computed aerodynamics sensitivities to center-of-gravity location, atmospheric density, and grid refinement are generally small. The results will enable a better estimate of aerodynamics uncertainties for future Mars entry vehicles where non-zero angle-of-attack is required.

Flight Experiment Verification of Shuttle Boundary Layer Transition Prediction Tool

Science.gov (United States)

Berry, Scott A.; Berger, Karen T.; Horvath, Thomas J.; Wood, William A.

2016-01-01

Boundary layer transition at hypersonic conditions is critical to the design of future high-speed aircraft and spacecraft. Accurate methods to predict transition would directly impact the aerothermodynamic environments used to size a hypersonic vehicle's thermal protection system. A transition prediction tool, based on wind tunnel derived discrete roughness correlations, was developed and implemented for the Space Shuttle return-to-flight program. This tool was also used to design a boundary layer transition flight experiment in order to assess correlation uncertainties, particularly with regard to high Mach-number transition and tunnel-to-flight scaling. A review is provided of the results obtained from the flight experiment in order to evaluate the transition prediction tool implemented for the Shuttle program.

Aerodynamic characteristics of wings designed with a combined-theory method to cruise at a Mach number of 4.5

Science.gov (United States)

Mack, Robert J.

1988-01-01

A wind-tunnel study was conducted to determine the capability of a method combining linear theory and shock-expansion theory to design optimum camber surfaces for wings that will fly at high-supersonic/low-hypersonic speeds. Three force models (a flat-plate reference wing and two cambered and twisted wings) were used to obtain aerodynamic lift, drag, and pitching-moment data. A fourth pressure-orifice model was used to obtain surface-pressure data. All four wing models had the same planform, airfoil section, and centerbody area distribution. The design Mach number was 4.5, but data were also obtained at Mach numbers of 3.5 and 4.0. Results of these tests indicated that the use of airfoil thickness as a theoretical optimum, camber-surface design constraint did not improve the aerodynamic efficiency or performance of a wing as compared with a wing that was designed with a zero-thickness airfoil (linear-theory) constraint.

Reuse fo a Cold War Surveillance Drone to Flight Test a NASA Rocket Based Combined Cycle Engine

Science.gov (United States)

Brown, T. M.; Smith, Norm

1999-01-01

Plans for and early feasibility investigations into the modification of a Lockheed D21B drone to flight test the DRACO Rocket Based Combined Cycle (RBCC) engine are discussed. Modifications include the addition of oxidizer tanks, modern avionics systems, actuators, and a vehicle recovery system. Current study results indicate that the D21B is a suitable candidate for this application and will allow demonstrations of all DRACO engine operating modes at Mach numbers between 0.8 and 4.0. Higher Mach numbers may be achieved with more extensive modification. Possible project risks include low speed stability and control, and recovery techniques.

Aeroacoustic computation of low Mach number flow

Energy Technology Data Exchange (ETDEWEB)

Dahl, K.S.

1996-12-01

This thesis explores the possibilities of applying a recently developed numerical technique to predict aerodynamically generated sound from wind turbines. The technique is a perturbation technique that has the advantage that the underlying flow field and the sound field are computed separately. Solution of the incompressible, time dependent flow field yields a hydrodynamic density correction to the incompressible constant density. The sound field is calculated from a set of equations governing the inviscid perturbations about the corrected flow field. Here, the emphasis is placed on the computation of the sound field. The nonlinear partial differential equations governing the sound field are solved numerically using an explicit MacCormack scheme. Two types of non-reflecting boundary conditions are applied; one based on the asymptotic solution of the governing equations and the other based on a characteristic analysis of the governing equations. The former condition is easy to use and it performs slightly better than the characteristic based condition. The technique is applied to the problems of the sound generation of a pulsating sphere, which is a monopole; a co-rotating vortex pair, which is a quadrupole, and the viscous flow over a circular cylinder, which is a dipole. The governing equations are written and solved for spherical, Cartesian, and cylindrical coordinates, respectively, thus, representing three common orthogonal coordinate systems. Numerical results agree very well with the analytical solutions for the problems of the pulsating sphere and the co-rotating vortex pair. Numerical results for the viscous flow over a cylinder are presented and evaluated qualitatively. The technique has potential for applications to airfoil flows as they are on a wind turbine blade, as well as for other low Mach number flows. (au) 2 tabs., 33 ills., 48 refs.

A Critical Shock Mach Number for Particle Acceleration in the Absence of Pre-existing Cosmic Rays: M = √5

NARCIS (Netherlands)

Vink, J.; Yamazaki, R.

2014-01-01

It is shown that, under some generic assumptions, shocks cannot accelerate particles unless the overall shock Mach number exceeds a critical value M > √5. The reason is that for M ≤ √5 the work done to compress the flow in a particle precursor requires more enthalpy flux than the system can sustain.

CFD simulation with Code-Saturne of the light gas stratification erosion by a vertical air gas injection using a Low Mach number algorithm

International Nuclear Information System (INIS)

Hou Bingxu; Yu Jiyang; Senechal, Dorothee; Mechitoua, Namane; Min Jiesheng; Chen Guofei

2015-01-01

During CFD simulations of the flows at low Mach number regime, the classical assumption which neglects the dilatable effect of gas is no longer applicable when the temperature variation or the concentration variation of the mixture's components is too large in the fluid domain. To be able to correctly predict the flow at such a regime, some authors have recourse to a Low Mach number algorithm. This algorithm is based on the well-known pressure-based algorithm or elliptic solver for incompressible flows, SIMPLE, with a modification for the treatment of the pressure which is split into two parts (the hydrodynamic pressure and the thermodynamic pressure) and a dilatable term added in the mass equation. This algorithm has been implemented in the CFD code, Code_—Saturne, developed by EDF R and D, and applied for the CFD simulations of the erosion phenomena of light gas stratification by air injection. This paper is devoted to the analytical work with the Low Mach number algorithm based on the ST1 series of the SETH-2 campaign provided by the OECD project on the PANDA test facility of PSI. The first part is focused on a mesh sensitivity analysis, which is a common procedure for CFD codes validation. The second part of the paper presents a comparison between the CFD results obtained with the standard algorithms used for incompressible flows and the Low Mach number algorithm. The third part is an analysis of the CFD results obtained on the reference mesh with both different Froude numbers corresponding to the tests ST1_—7 (Fr=6.04) and ST1_—10 (Fr=7.95) from the ST1 series. In the last part the authors perform the knowledge of the initial light gas distribution effect on the stratification erosion and the capability of the CFD codes to predict this phenomenon with an area governed by diffusion regime (at the top of the vessel) and another one by forced convection near the injection. (author)

Study of Perturbations on High Mach Number Blast Waves in Various Gasses

Science.gov (United States)

Edens, A.; Adams, R.; Rambo, P.; Shores, J.; Smith, I.; Atherton, B.; Ditmire, T.

2006-10-01

We have performed a series of experiments examining the properties of high Mach number blast waves. Experiments were conducted on the Z-Beamlet^1 laser at Sandia National Laboratories. We created blast waves in the laboratory by using 10 J- 1000 J laser pulses to illuminate millimeter scale solid targets immersed in gas. Our experiments studied the validity of theories forwarded by Vishniac and Ryu^2-4 to explain the dynamics of perturbations on astrophysical blast waves. These experiments consisted of an examination of the evolution of perturbations of known primary mode number induced on the surface of blast waves by means of regularly spaced wire arrays. The temporal evolution of the amplitude of the induced perturbations relative to the mean radius of the blast wave was fit to a power law in time. Measurements were taken for a number of different mode numbers and background gasses and the results show qualitative agreement with previously published theories for the hydrodynamics of thin shell blast wave. The results for perturbations on nitrogen gas have been recently published^5. .^1 P. K. Rambo, I. C. Smith, J. L. Porter, et al., Applied Optics 44, 2421 (2005). ^2 D. Ryu and E. T. Vishniac, Astrophysical Journal 313, 820 (1987). ^3 D. Ryu and E. T. Vishniac, Astrophysical Journal 368, 411 (1991). ^4 E. T. Vishniac, Astrophysical Journal 274, 152 (1983). ^5 A. D. Edens, T. Ditmire, J. F. Hansen, et al., Physical Review Letters 95 (2005).

Investigation of the NACA 4-(3)(8)-045 Two-blade Propellers at Forward Mach Numbers to 0.725 to Determine the Effects of Compressibility and Solidity on Performance

Science.gov (United States)

Stack, John; Draley, Eugene C; Delano, James B; Feldman, Lewis

1950-01-01

As part of a general investigation of propellers at high forward speeds, tests of two 2-blade propellers having the NACA 4-(3)(8)-03 and NACA 4-(3)(8)-45 blade designs have been made in the Langley 8-foot high-speed tunnel through a range of blade angle from 20 degrees to 60 degrees for forward Mach numbers from 0.165 to 0.725 to establish in detail the changes in propeller characteristics due to compressibility effects. These propellers differed primarily only in blade solidity, one propeller having 50 percent and more solidity than the other. Serious losses in propeller efficiency were found as the propeller tip Mach number exceeded 0.91, irrespective of forward speed or blade angle. The magnitude of the efficiency losses varied from 9 percent to 22 percent per 0.1 increase in tip Mach number above the critical value. The range of advance ratio for peak efficiency decreased markedly with increase of forward speed. The general form of the changes in thrust and power coefficients was found to be similar to the changes in airfoil lift coefficient with changes in Mach number. Efficiency losses due to compressibility effects decreased with increase of blade width. The results indicated that the high level of propeller efficiency obtained at low speeds could be maintained to forward sea-level speeds exceeding 500 miles per hour.

An improved method to experimentally determine temperature and pressure behind laser-induced shock waves at low Mach numbers

International Nuclear Information System (INIS)

Hendijanifard, Mohammad; Willis, David A

2011-01-01

Laser-matter interactions are frequently studied by measuring the propagation of shock waves caused by the rapid laser-induced material removal. An improved method for calculating the thermo-fluid parameters behind shock waves is introduced in this work. Shock waves in ambient air, induced by pulsed Nd : YAG laser ablation of aluminium films, are measured using a shadowgraph apparatus. Normal shock solutions are applied to experimental data for shock wave positions and used to calculate pressure, temperature, and velocity behind the shock wave. Non-dimensionalizing the pressure and temperature with respect to the ambient values, the dimensionless pressure and temperature are estimated to be as high as 90 and 16, respectively, at a time of 10 ns after the ablation pulse for a laser fluence of F = 14.5 J cm -2 . The results of the normal shock solution and the Taylor-Sedov similarity solution are compared to show that the Taylor-Sedov solution under-predicts pressure when the Mach number of the shock wave is small. At a fluence of 3.1 J cm -2 , the shock wave Mach number is less than 3, and the Taylor-Sedov solution under-predicts the non-dimensional pressure by as much as 45%.

Numerical Study on the Effect of Non-Equilibrium Condensation on Drag Divergence Mach Number in a Transonic Moist Air Flow

Energy Technology Data Exchange (ETDEWEB)

Choi, Seung Min [GyeongBuk Technopark, Gyeongsan (Korea, Republic of); Kang, Hui Bo; Kwon, Young Doo; Kwon, Soon Bum [Kyungpook Nat’l Univ., Daegu (Korea, Republic of)

2016-12-15

In the present study, the effects of non-equilibrium condensation on the drag divergence Mach number with the angle of attack in a transonic 2D moist air flow of NACA0012 are investigated using the TVD finite difference scheme. For the same α, the maximum upstream Mach number of the shock wave, Mmax, and the size of supersonic bubble decrease with the increase in Φ{sub 0}. For the same M{sub ∞}, Φ{sub 0}, and T{sub 0}, the length of the non-equilibrium condensation zone Δ{sub z} decreases with increasing Φ{sub 0}. On the other hand, because of the attenuating effect of non-equilibrium condensation on wave drag, which is related to the interaction between the shock wave and the boundary layer, the drag coefficient C{sub D} decreases with an increase in Φ{sub 0} for the same M{sub ∞} and α. For the same α, M{sub D} increases with increasing Φ{sub 0}, while M{sub D} decreases with an increase in α.

Analytic MHD Theory for Earth's Bow Shock at Low Mach Numbers

Science.gov (United States)

Grabbe, Crockett L.; Cairns, Iver H.

1995-01-01

A previous MHD theory for the density jump at the Earth's bow shock, which assumed the Alfven M(A) and sonic M(s) Mach numbers are both much greater than 1, is reanalyzed and generalized. It is shown that the MHD jump equation can be analytically solved much more directly using perturbation theory, with the ordering determined by M(A) and M(s), and that the first-order perturbation solution is identical to the solution found in the earlier theory. The second-order perturbation solution is calculated, whereas the earlier approach cannot be used to obtain it. The second-order terms generally are important over most of the range of M(A) and M(s) in the solar wind when the angle theta between the normal to the bow shock and magnetic field is not close to 0 deg or 180 deg (the solutions are symmetric about 90 deg). This new perturbation solution is generally accurate under most solar wind conditions at 1 AU, with the exception of low Mach numbers when theta is close to 90 deg. In this exceptional case the new solution does not improve on the first-order solutions obtained earlier, and the predicted density ratio can vary by 10-20% from the exact numerical MHD solutions. For theta approx. = 90 deg another perturbation solution is derived that predicts the density ratio much more accurately. This second solution is typically accurate for quasi-perpendicular conditions. Taken together, these two analytical solutions are generally accurate for the Earth's bow shock, except in the rare circumstance that M(A) is less than or = 2. MHD and gasdynamic simulations have produced empirical models in which the shock's standoff distance a(s) is linearly related to the density jump ratio X at the subsolar point. Using an empirical relationship between a(s) and X obtained from MHD simulations, a(s) values predicted using the MHD solutions for X are compared with the predictions of phenomenological models commonly used for modeling observational data, and with the predictions of a

Non-thermal electron acceleration in low Mach number collisionless shocks. II. Firehose-mediated Fermi acceleration and its dependence on pre-shock conditions

Energy Technology Data Exchange (ETDEWEB)

Guo, Xinyi; Narayan, Ramesh [Harvard-Smithsonian Center for Astrophysics, 60 Garden Street, Cambridge, MA 02138 (United States); Sironi, Lorenzo [NASA Einstein Postdoctoral Fellow. (United States)

2014-12-10

Electron acceleration to non-thermal energies is known to occur in low Mach number (M{sub s} ≲ 5) shocks in galaxy clusters and solar flares, but the electron acceleration mechanism remains poorly understood. Using two-dimensional (2D) particle-in-cell (PIC) plasma simulations, we showed in Paper I that electrons are efficiently accelerated in low Mach number (M{sub s} = 3) quasi-perpendicular shocks via a Fermi-like process. The electrons bounce between the upstream region and the shock front, with each reflection at the shock resulting in energy gain via shock drift acceleration. The upstream scattering is provided by oblique magnetic waves that are self-generated by the electrons escaping ahead of the shock. In the present work, we employ additional 2D PIC simulations to address the nature of the upstream oblique waves. We find that the waves are generated by the shock-reflected electrons via the firehose instability, which is driven by an anisotropy in the electron velocity distribution. We systematically explore how the efficiency of wave generation and of electron acceleration depend on the magnetic field obliquity, the flow magnetization (or equivalently, the plasma beta), and the upstream electron temperature. We find that the mechanism works for shocks with high plasma beta (≳ 20) at nearly all magnetic field obliquities, and for electron temperatures in the range relevant for galaxy clusters. Our findings offer a natural solution to the conflict between the bright radio synchrotron emission observed from the outskirts of galaxy clusters and the low electron acceleration efficiency usually expected in low Mach number shocks.

Flight testing of a luminescent surface pressure sensor

Science.gov (United States)

Mclachlan, B. G.; Bell, J. H.; Espina, J.; Gallery, J.; Gouterman, M.; Demandante, C. G. N.; Bjarke, L.

1992-01-01

NASA ARC has conducted flight tests of a new type of aerodynamic pressure sensor based on a luminescent surface coating. Flights were conducted at the NASA ARC-Dryden Flight Research Facility. The luminescent pressure sensor is based on a surface coating which, when illuminated with ultraviolet light, emits visible light with an intensity dependent on the local air pressure on the surface. This technique makes it possible to obtain pressure data over the entire surface of an aircraft, as opposed to conventional instrumentation, which can only make measurements at pre-selected points. The objective of the flight tests was to evaluate the effectiveness and practicality of a luminescent pressure sensor in the actual flight environment. A luminescent pressure sensor was installed on a fin, the Flight Test Fixture (FTF), that is attached to the underside of an F-104 aircraft. The response of one particular surface coating was evaluated at low supersonic Mach numbers (M = 1.0-1.6) in order to provide an initial estimate of the sensor's capabilities. This memo describes the test approach, the techniques used, and the pressure sensor's behavior under flight conditions. A direct comparison between data provided by the luminescent pressure sensor and that produced by conventional pressure instrumentation shows that the luminescent sensor can provide quantitative data under flight conditions. However, the test results also show that the sensor has a number of limitations which must be addressed if this technique is to prove useful in the flight environment.

Impact of Shock Front Rippling and Self-reformation on the Electron Dynamics at Low-Mach-number Shocks

Science.gov (United States)

Yang, Zhongwei; Lu, Quanming; Liu, Ying D.; Wang, Rui

2018-04-01

Electron dynamics at low-Mach-number collisionless shocks are investigated by using two-dimensional electromagnetic particle-in-cell simulations with various shock normal angles. We found: (1) The reflected ions and incident electrons at the shock front provide an effective mechanism for the quasi-electrostatic wave generation due to the charge-separation. A fraction of incident electrons can be effectively trapped and accelerated at the leading edge of the shock foot. (2) At quasi-perpendicular shocks, the electron trapping and reflection is nonuniform due to the shock rippling along the shock surface and is more likely to take place at some locations accompanied by intense reflected ion-beams. The electron trapping process has a periodical evolution over time due to the shock front self-reformation, which is controlled by ion dynamics. Thus, this is a cross-scale coupling phenomenon. (3) At quasi-parallel shocks, reflected ions can travel far back upstream. Consequently, quasi-electrostatic waves can be excited in the shock transition and the foreshock region. The electron trajectory analysis shows these waves can trap electrons at the foot region and reflect a fraction of them far back upstream. Simulation runs in this paper indicate that the micro-turbulence at the shock foot can provide a possible scenario for producing the reflected electron beam, which is a basic condition for the type II radio burst emission at low-Mach-number interplanetary shocks driven by Coronal Mass Ejections (CMEs).

A Whitham-Theory Sonic-Boom Analysis of the TU-144 Aircraft at a Mach Number of 2.2

Science.gov (United States)

Mack, Robert J.

1999-01-01

. Therefore, an analysis of the Tu-144 was made to obtain predictions of pressure signature shape and shock strengths at cruise conditions so that the range and characteristics of the required pressure gages could be determined well in advance of the tests. Cancellation of the sonic-boom signature measurement part of the tests removed the need for these pressure gages. Since CFD methods would be used to analyze the aerodynamic performance of the Tu-144 and make similar pressure signature predictions, the relatively quick and simple Whitham-theory pressure signature predictions presented in this paper could be used for comparisons. Pressure signature predictions of sonic-boom disturbances from the Tu- 144 aircraft were obtained from geometry derived from a three-view description of the production aircraft. The geometry was used to calculate aerodynamic performance characteristics at supersonic-cruise conditions. These characteristics and Whitham/Walkden sonic-boom theory were employed to obtain F-functions and flow-field pressure signature predictions at a Mach number of 2.2, at a cruise altitude of 61000 feet, and at a cruise weight of 350000 pounds.

Sensitivity of boundary-layer stability to base-state distortions at high Mach numbers

Science.gov (United States)

Park, Junho; Zaki, Tamer

2017-11-01

The stability diagram of high-speed boundary layers has been established by evaluating the linear instability modes of the similarity profile, over wide ranges of Reynolds and Mach numbers. In real flows, however, the base state can deviate from the similarity profile. Both the base velocity and temperature can be distorted, for example due to roughness and thermal wall treatments. We review the stability problem of high-speed boundary layer, and derive a new formulation of the sensitivity to base-state distortion using forward and adjoint parabolized stability equations. The new formulation provides qualitative and quantitative interpretations on change in growth rate due to modifications of mean-flow and mean-temperature in heated high-speed boundary layers, and establishes the foundation for future control strategies. This work has been funded by the Air Force Office of Scientific Research (AFOSR) Grant: FA9550-16-1-0103.

Diffusive wave in the low Mach limit for non-viscous and heat-conductive gas

Science.gov (United States)

Liu, Yechi

2018-06-01

The low Mach number limit for one-dimensional non-isentropic compressible Navier-Stokes system without viscosity is investigated, where the density and temperature have different asymptotic states at far fields. It is proved that the solution of the system converges to a nonlinear diffusion wave globally in time as Mach number goes to zero. It is remarked that the velocity of diffusion wave is proportional with the variation of temperature. Furthermore, it is shown that the solution of compressible Navier-Stokes system also has the same phenomenon when Mach number is suitably small.

Flight Measurements of the Longitudinal Stability and Control Characteristics of the Grumman F8F-1 Airplane, TED No. NACA 2379

Science.gov (United States)

Assadourian, Arthur; Reeder, John P.

1948-01-01

A series of flight tests have been made at the Langley Flight Research Division at the request of the Bureau of Aeronautics, Department of the Navy, to determine the flying qualities of the Grumman F8F-1 air- plane. This paper presents the test results necessary to determine the longitudinal stability and control characteristics end the stalling characteristics. These tests were made between February and June of 1947- The range of Mach numbers covered in this investigation was approximately 0.10 to 0.62, and no attempt was made to investigate compressibility effects at higher Mach numbers. The lateral and directional stability and control characteristics of the subject airplane have already been reported (reference 1). Also presented in this paper is a discussion of the normal accelerations induced by yawing velocity and sideslip which were considered ob,jectionable by the pilot for this airplane. A discussion of the undesirable accelerations has been included with a view towards formulating some flying-qualities requirements limiting them.

NASA Administrator Sean O'Keefe, left, learned about the Mach 10 X-43 research vehicle from manager

Science.gov (United States)

2002-01-01

NASA Administrator Sean O'Keefe left, learned about the Mach 10 X-43 research vehicle from manager, Joel Sitz during O'Keefe's visit to the NASA Dryden Flight Research Center, Edwards, California, January 31, 2002.

Tests of Full-Scale Helicopter Rotors at High Advancing Tip Mach Numbers and Advance Ratios

Science.gov (United States)

Biggers, James C.; McCloud, John L., III; Stroub, Robert H.

2015-01-01

As a continuation of the studies of reference 1, three full-scale helicopter rotors have been tested in the Ames Research Center 40- by SO-foot wind tunnel. All three of them were two-bladed, teetering rotors. One of the rotors incorporated the NACA 0012 airfoil section over the entire length of the blade. This rotor was tested at advance ratios up to 1.05. Both of the other rotors were tapered in thickness and incorporated leading-edge camber over the outer 20 percent of the blade radius. The larger of these rotors was tested at advancing tip Mach numbers up to 1.02. Data were obtained for a wide range of lift and propulsive force, and are presented without discussion.

Effect of external stores on the stability and control characteristics of a delta wing fighter model at Mach numbers from 0.60 to 2.01

Science.gov (United States)

Spearman, M. L.

1983-01-01

An investigation has been made to determine the effects of external stores on the stability and control characteristics of a delta wing fighter airplane model at Mach numbers from 0.60 to 2.01 for a Reynolds number of 3.0 X 1 million per foot. The angle-of-attack range was from about -4 degrees to 20 degrees at a sideslip angle of 0 degrees for the transonic tests, and from about -4 degrees to 10 degrees at sideslip angles of 0 degrees and 3 degrees for the supersonic tests. In general, the results of the tests indicated no seriously detrimental effects of the stores on the stability and control characteristics of the model but did show an increase in the minimum drag level throughout the Mach number range. However, the drag-due-to-lift was such that for subsonic/transonic speeds, the drag at higher lifts was essentially unaffected and the indications are that the maneuvering capability may not be impaired by the stores.

Investigation of side wall effects on an inward scramjet inlet at Mach number 8.6

Science.gov (United States)

Rolim, Tiago Cavalcanti

Experimental and computational studies were conducted to evaluate the performance of a scramjet inlet as the side cowl length is changed. A slender inward turning inlet of a total length of 304.8 mm, a span of 50.8 mm with the compression at 11.54 deg and CR = 4.79 was used. The side cowl lengths were of 0, 50.8 and 76.2 mm. The UTA Hypersonic Shock Tunnel facility was used in the reflected mode. The model was instrumented with nine piezoelectric pressure transducers, for static and total pressure measurements. A wedge was mounted at the rear of the inlet in order to accommodate a Pitot pressure rake. The driven tube was instrumented with three pressure transducers. Two of them were used to measure the incident shock wave speed, and a third one was used for stagnation pressure measurements during a test. Furthermore, a Pitot probe was installed below the model in order to measure the impact pressure on each run, this reading along with the driven sensor readings, allowed us for the calculation of freestream properties. During the experiments, nominal stagnation enthalpy of 0.67 MJ/kg and stagnation pressure of 3.67 MPa were achieved. Freestream conditions were Mach number 8.6 and Reynolds number of 1.94 million per m. Test times were 300 - 500 microseconds. Numerical simulations using RANS with the Wilcox K-w turbulence model were performed using ANSYS Fluent. The results from the static pressure measurements presented a good agreement with CFD predictions. Moreover, the uniformity at the inlet exit was achieved within the experimental precision. The experiments showed that the cowl length has a pronounced effect in the pressure distribution on the inlet and a minor effect in the exit flow Mach number. The numerical results confirmed these trends and showed that a complex flow structure is formed in the cowl-ramp corners; a non-uniform transverse shock structure was found to be related to the cowl leading edge position. Cross flow due to the side expansion

Combustion-Powered Actuation for Dynamic Stall Suppression - Simulations and Low-Mach Experiments

Science.gov (United States)

Matalanis, Claude G.; Min, Byung-Young; Bowles, Patrick O.; Jee, Solkeun; Wake, Brian E.; Crittenden, Tom; Woo, George; Glezer, Ari

2014-01-01

An investigation on dynamic-stall suppression capabilities of combustion-powered actuation (COMPACT) applied to a tabbed VR-12 airfoil is presented. In the first section, results from computational fluid dynamics (CFD) simulations carried out at Mach numbers from 0.3 to 0.5 are presented. Several geometric parameters are varied including the slot chordwise location and angle. Actuation pulse amplitude, frequency, and timing are also varied. The simulations suggest that cycle-averaged lift increases of approximately 4% and 8% with respect to the baseline airfoil are possible at Mach numbers of 0.4 and 0.3 for deep and near-deep dynamic-stall conditions. In the second section, static-stall results from low-speed wind-tunnel experiments are presented. Low-speed experiments and high-speed CFD suggest that slots oriented tangential to the airfoil surface produce stronger benefits than slots oriented normal to the chordline. Low-speed experiments confirm that chordwise slot locations suitable for Mach 0.3-0.4 stall suppression (based on CFD) will also be effective at lower Mach numbers.

Preliminary Results Obtained from Flight Test of a Rocket Model Having the Tail Only of the Grumman XF10F Airplane Configuration, TED No. NACA DE 354

Science.gov (United States)

Gardner, William N.; Edmondson, James L.

1950-01-01

A flight test was made to determine the servoplane effectiveness and stability characteristics of the free-floating horizontal stabilizer to be used on the XF10F airplane. The results of this test indicate that servoplane effectiveness is practically constant through the speed range up to a Mach number of 1.15, and the stabilizer static stability is satisfactory. A loss of damping occurs over a narrow Mach number range near M = 1.0, resulting in dynamic instability of the stabilizer in this narrow range. Above M = 1.0 there is a gradual positive trim change of the stabilizer.

The Aerodynamic Characteristics in Pitch of a 1/15-Scale Model of the Grumman F11F-1 Airplane at Mach Numbers of 1.41, 1.61, and 2.01, TED No. NACA DE 390

Science.gov (United States)

Driver, Cornelius

1956-01-01

Tests have been made in the Langley 4- by 4-foot supersonic pressure tunnel at Mach numbers of 1.41, 1.61, and 2.01 to determine the static longitudinal stability and control characteristics of various arrangements of the Grumman F11F-1 airplane. Tests were made of the complete model and various combinations of its component parts and, in addition, the effects of various body modifications, a revised vertical tail, and wing fences on the longitudinal characteristics were determined. The results indicate that for a horizontal-tail incidence of -10 deg the trim lift coefficient varied from 0.29 at a Mach number of 1.61 to 0.23 at a Mach number of 2.01 with a corresponding decrease in lift-drag trim from 3.72 to 3.15. Stick-position instability was indicated in the low-supersonic-speed range. A photographic-type nose modification resulted in slightly higher values of minimum drag coefficient but did not significantly affect the static stability or lift-curve slope. The minimum drag coefficient for the complete model with the production nose remained essentially constant at 0.047 throughout the Mach number range investigated.

Numerical study on aerodynamic heat of hypersonic flight

Directory of Open Access Journals (Sweden)

Huang Haiming

2016-01-01

Full Text Available Accurate prediction of the shock wave has a significant effect on the development of space transportation vehicle or exploration missions. Taking Lobb sphere as the example, the aerodynamic heat of hypersonic flight in different Mach numbers is simulated by the finite volume method. Chemical reactions and non-equilibrium heat are taken into account in this paper, where convective flux of the space term adopts the Roe format, and discretization of the time term is achieved by backward Euler algorithm. The numerical results reveal that thick mesh can lead to accurate prediction, and the thickness of the shock wave decreases as grid number increases. Furthermore, most of kinetic energy converts into internal energy crossing the shock wave.

In-flight imaging of transverse gas jets injected into transonic and supersonic crossflows: Design and development. M.S. Thesis, Mar. 1993

Science.gov (United States)

Wang, Kon-Sheng Charles

1994-01-01

The design and development of an airborne flight-test experiment to study nonreacting gas jets injected transversely into transonic and supersonic crossflows is presented. Free-stream/crossflow Mach numbers range from 0.8 to 2.0. Planar laser-induced fluorescence (PLIF) of an iodine-seeded nitrogen jet is used to visualize the jet flow. Time-dependent images are obtained with a high-speed intensified video camera synchronized to the laser pulse rate. The entire experimental assembly is configured compactly inside a unique flight-test-fixture (FTF) mounted under the fuselage of the F-104G research aircraft, which serves as a 'flying wind tunnel' at NASA Dryden Flight Research Center. The aircraft is flown at predetermined speeds and altitudes to permit a perfectly expanded (or slightly underexpanded) gas jet to form just outside the FTF at each free-stream Mach number. Recorded gas jet images are then digitized to allow analysis of jet trajectory, spreading, and mixing characteristics. Comparisons will be made with analytical and numerical predictions. This study shows the viability of applying highly sophisticated groundbased flow diagnostic techniques to flight-test vehicle platforms that can achieve a wide range of thermo/fluid dynamic conditions. Realistic flow environments, high enthalpies, unconstrained flowfields, and moderate operating costs are also realized, in contrast to traditional wind-tunnel testing.

Effects of Reynold's number on flight performance of turbofan engine

Energy Technology Data Exchange (ETDEWEB)

Kozu, Masao; Yajima, Satoshi [Defense Agency Tokyo (Japan); Ishikawajima-Harima Heavy Industries Co. Ltd., Tokyo (Japan))

1988-12-10

Concerning the performance of the F3-30 turbofan engine which is carried on the intermediate trainer XT-4 of the Air Self Defense Force, tests simulating its flight conditions were conducted at the Altitude Test Facility (ATF) of the Arnold Engineering Development Center (AEDC), U.S. Air Force in order to adjust the effect of Reynold's number corresponding to the flight condition. This report summarizes the results of the above tests. As the results of the tests, it was revealed that in order to calculate with precision the flight performance of the F3-30 turbofan engine, it was required to adjust Reynold's number against the following figures, namely the fan air flow, compressor air flow, compressor adiabatic efficiency, low pressure turbine gas flow and low pressure turbine adiabatic efficiency. The engine performance calculated by using the above adjustments agreed well with the measured values of the ATF tests. 7 refs., 17 figs., 1 tab.

Cosmic radiation exposure of future hypersonic flight missions

International Nuclear Information System (INIS)

Koops, L.

2017-01-01

Cosmic radiation exposure in air traffic grows with flight altitude, geographical latitude and flight time. For future high-speed intercontinental point-to-point travel, the trade-off between reduced flight time and enhanced dose rate at higher flight altitudes is investigated. Various representative (partly) hypersonic cruise missions are considered and in dependence on solar activity the integral route dose is calculated for envisaged flight profiles and trajectories. Our results are compared to those for corresponding air connections served by present day subsonic airliners. During solar maximum, we find a significant reduction in route dose for all considered high-speed missions compared to the subsonic reference. However, during solar minimum, comparable or somewhat larger doses result on transpolar trajectories with (partly) hypersonic cruise at Mach 5. Both solar activity and routing are hence found to determine, whether passengers can profit from shorter flight times in terms of radiation exposure, despite of altitude-induced higher dose rates. Yet, air crews with fixed number of block hours are always subject to larger annual doses, which in the considered cases take values up to five times the reference. We comment on the implications of our results for route planning and aviation decision-making in the absence of radiation shielding solutions. (author)

Recovery Temperature, Transition, and Heat Transfer Measurements at Mach 5

Science.gov (United States)

Brinich, Paul F.

1961-01-01

Schlieren, recovery temperature, and heat-transfer measurements were made on a hollow cylinder and a cone with axes alined parallel to the stream. Both the cone and cylinder were equipped with various bluntnesses, and the tests covered a Reynolds number range up to 20 x 10(exp 6) at a free-stream Mach number of 4.95 and wall to free-stream temperature ratios from 1.8 to 5.2 (adiabatic). A substantial transition delay due to bluntness was found for both the cylinder and the cone. For the present tests (Mach 4.95), transition was delayed by a factor of 3 on the cylinder and about 2 on the cone, these delays being somewhat larger than those observed in earlier tests at Mach 3.1. Heat-transfer tests on the cylinder showed only slight effects of wall temperature level on transition location; this is to be contrasted to the large transition delays observed on conical-type bodies at low surface temperatures at Mach 3.1. The schlieren and the peak-recovery-temperature methods of detecting transition were compared with the heat-transfer results. The comparison showed that the first two methods identified a transition point which occurred just beyond the end of the laminar run as seen in the heat-transfer data.

Hyper-X Research Vehicle - Artist Concept in Flight

Science.gov (United States)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

Effects of Mach Numbers on Side Force, Yawing Moment and Surface Pressure

Science.gov (United States)

Sohail, Muhammad Amjad; Muhammad, Zaka; Husain, Mukkarum; Younis, Muhammad Yamin

2011-09-01

In this research, CFD simulations are performed for air vehicle configuration to compute the side force effect and yawing moment coefficients variations at high angle of attack and Mach numbers. As the angle of attack is increased then lift and drag are increased for cylinder body configurations. But when roll angle is given to body then side force component is also appeared on the body which causes lateral forces on the body and yawing moment is also produced. Now due to advancement of CFD methods we are able to calculate these forces and moment even at supersonic and hypersonic speed. In this study modern CFD techniques are used to simulate the hypersonic flow to calculate the side force effects and yawing moment coefficient. Static pressure variations along the circumferential and along the length of the body are also calculated. The pressure coefficient and center of pressure may be accurately predicted and calculated. When roll angle and yaw angle is given to body then these forces becomes very high and cause the instability of the missile body with fin configurations. So it is very demanding and serious problem to accurately predict and simulate these forces for the stability of supersonic vehicles.

Supersonic and transonic Mach probe for calibration control in the Trisonic Wind Tunnel

Directory of Open Access Journals (Sweden)

Alexandru Marius PANAIT

2017-12-01

Full Text Available A supersonic and high speed transonic Pitot Prandtl is described as it can be implemented in the Trisonic Wind Tunnel for calibration and verification of Mach number precision. A new calculation method for arbitrary precision Mach numbers is proposed and explained. The probe is specially designed for the Trisonic wind tunnel and would greatly simplify obtaining a precise Mach calibration in the critical high transonic and low supersonic regimes, where typically wind tunnels exhibit poor performance. The supersonic Pitot Prandtl combined probe is well known in the aerospace industry, however the proposed probe is a derivative of the standard configuration, combining a stout cone-cylinder probe with a supersonic Pitot static port which allows this configuration to validate the Mach number by three methods: conical flow method – using the pressure ports on a cone generatrix, the Schlieren-optical method of shock wave angle photogrammetry and the Rayleigh supersonic Pitot equation, while having an aerodynamic blockage similar to that of a scaled rocket model commonly used in testing. The proposed probe uses an existing cone-cylinder probe forebody and support, adding only an afterbody with a support for a static port.

Determining integral density distribution in the mach reflection of shock waves

Science.gov (United States)

Shevchenko, A. M.; Golubev, M. P.; Pavlov, A. A.; Pavlov, Al. A.; Khotyanovsky, D. V.; Shmakov, A. S.

2017-05-01

We present a method for and results of determination of the field of integral density in the structure of flow corresponding to the Mach interaction of shock waves at Mach number M = 3. The optical diagnostics of flow was performed using an interference technique based on self-adjusting Zernike filters (SA-AVT method). Numerical simulations were carried out using the CFS3D program package for solving the Euler and Navier-Stokes equations. Quantitative data on the distribution of integral density on the path of probing radiation in one direction of 3D flow transillumination in the region of Mach interaction of shock waves were obtained for the first time.

Effect of initial conditions and Mach number on the Richtmyer-Meshkov instability in ICF like conditions

Science.gov (United States)

Rao, Pooja; She, Dan; Lim, Hyunkyung; Glimm, James

2015-11-01

The qualitative and quantitative effect of initial conditions (linear and non-linear) and high Mach number (1.3 and 1.45) is studied on the turbulent mixing induced by the Richtmyer-Meshkov instability in idealized ICF conditions. The Richtmyer-Meshkov instability seeds Rayleigh-taylor instabilities in ICF experiments and is one of the factors that contributes to reduced performance of ICF experiments. Its also found in collapsing cores of stars and supersonic combustion. We use the Stony Brook University code, FronTier, which is verified via a code comparison study against the AMR multiphysics code FLASH, and validated against vertical shock tube experiments done by the LANL Extreme Fluids Team. These simulations are designed as a step towards simulating more realistic ICF conditions and quantifying the detrimental effects of mixing on the yield.

Application of supersonic linear theory and hypersonic impact methods to three nonslender hypersonic airplane concepts at Mach numbers from 1.10 to 2.86

Science.gov (United States)

Pittman, J. L.

1979-01-01

Aerodynamic predictions from supersonic linear theory and hypersonic impact theory were compared with experimental data for three hypersonic research airplane concepts over a Mach number range from 1.10 to 2.86. The linear theory gave good lift prediction and fair to good pitching-moment prediction over the Mach number (M) range. The tangent-cone theory predictions were good for lift and fair to good for pitching moment for M more than or equal to 2.0. The combined tangent-cone theory predictions were good for lift and fair to good for pitching moment for M more than or equal to 2.0. The combined tangent-cone/tangent-wedge method gave the least accurate prediction of lift and pitching moment. The zero-lift drag was overestimated, especially for M less than 2.0. The linear theory drag prediction was generally poor, with areas of good agreement only for M less than or equal to 1.2. For M more than or equal to 2.), the tangent-cone method predicted the zero-lift drag most accurately.

An implicit turbulence model for low-Mach Roe scheme using truncated Navier-Stokes equations

Science.gov (United States)

Li, Chung-Gang; Tsubokura, Makoto

2017-09-01

The original Roe scheme is well-known to be unsuitable in simulations of turbulence because the dissipation that develops is unsatisfactory. Simulations of turbulent channel flow for Reτ = 180 show that, with the 'low-Mach-fix for Roe' (LMRoe) proposed by Rieper [J. Comput. Phys. 230 (2011) 5263-5287], the Roe dissipation term potentially equates the simulation to an implicit large eddy simulation (ILES) at low Mach number. Thus inspired, a new implicit turbulence model for low Mach numbers is proposed that controls the Roe dissipation term appropriately. Referred to as the automatic dissipation adjustment (ADA) model, the method of solution follows procedures developed previously for the truncated Navier-Stokes (TNS) equations and, without tuning of parameters, uses the energy ratio as a criterion to automatically adjust the upwind dissipation. Turbulent channel flow at two different Reynold numbers and the Taylor-Green vortex were performed to validate the ADA model. In simulations of turbulent channel flow for Reτ = 180 at Mach number of 0.05 using the ADA model, the mean velocity and turbulence intensities are in excellent agreement with DNS results. With Reτ = 950 at Mach number of 0.1, the result is also consistent with DNS results, indicating that the ADA model is also reliable at higher Reynolds numbers. In simulations of the Taylor-Green vortex at Re = 3000, the kinetic energy is consistent with the power law of decaying turbulence with -1.2 exponents for both LMRoe with and without the ADA model. However, with the ADA model, the dissipation rate can be significantly improved near the dissipation peak region and the peak duration can be also more accurately captured. With a firm basis in TNS theory, applicability at higher Reynolds number, and ease in implementation as no extra terms are needed, the ADA model offers to become a promising tool for turbulence modeling.

Wind-tunnel calibration of a combined pitot-static tube and vane-type flow-angularity indicator at Mach numbers of 1.61 and 2.01

Science.gov (United States)

Sinclair, Archibald R; Mace, William D

1956-01-01

A limited calibration of a combined pitot-static tube and vane-type flow-angularity indicator has been made in the Langley 4- by 4-foot supersonic pressure tunnel at Mach numbers of 1.61 and 2.01. The results indicated that the angle-of-yaw indications were affected by unsymmetric shock effects at low angles of attack.

Mach's principle and rotating universes

International Nuclear Information System (INIS)

King, D.H.

1990-01-01

It is shown that the Bianchi 9 model universe satisfies the Mach principle. These closed rotating universes were previously thought to be counter-examples to the principle. The Mach principle is satisfied because the angular momentum of the rotating matter is compensated by the effective angular momentum of gravitational waves. A new formulation of the Mach principle is given that is based on the field theory interpretation of general relativity. Every closed universe with 3-sphere topology is shown to satisfy this formulation of the Mach principle. It is shown that the total angular momentum of the matter and gravitational waves in a closed 3-sphere topology universe is zero

Particle image velocimetry measurements of Mach 3 turbulent boundary layers at low Reynolds numbers

Science.gov (United States)

Brooks, J. M.; Gupta, A. K.; Smith, M. S.; Marineau, E. C.

2018-05-01

Particle image velocimetry (PIV) measurements of Mach 3 turbulent boundary layers (TBL) have been performed under low Reynolds number conditions, Re_τ =200{-}1000, typical of direct numerical simulations (DNS). Three reservoir pressures and three measurement locations create an overlap in parameter space at one research facility. This allows us to assess the effects of Reynolds number, particle response and boundary layer thickness separate from facility specific experimental apparatus or methods. The Morkovin-scaled streamwise fluctuating velocity profiles agree well with published experimental and numerical data and show a small standard deviation among the nine test conditions. The wall-normal fluctuating velocity profiles show larger variations which appears to be due to particle lag. Prior to the current study, no detailed experimental study characterizing the effect of Stokes number on attenuating wall-normal fluctuating velocities has been performed. A linear variation is found between the Stokes number ( St) and the relative error in wall-normal fluctuating velocity magnitude (compared to hot wire anemometry data from Klebanoff, Characteristics of Turbulence in a Boundary Layer with Zero Pressure Gradient. Tech. Rep. NACA-TR-1247, National Advisory Committee for Aeronautics, Springfield, Virginia, 1955). The relative error ranges from about 10% for St=0.26 to over 50% for St=1.06. Particle lag and spatial resolution are shown to act as low-pass filters on the fluctuating velocity power spectral densities which limit the measurable energy content. The wall-normal component appears more susceptible to these effects due to the flatter spectrum profile which indicates that there is additional energy at higher wave numbers not measured by PIV. The upstream inclination and spatial correlation extent of coherent turbulent structures agree well with published data including those using krypton tagging velocimetry (KTV) performed at the same facility.

Entropy-based viscous regularization for the multi-dimensional Euler equations in low-Mach and transonic flows

Energy Technology Data Exchange (ETDEWEB)

Marc O Delchini; Jean E. Ragusa; Ray A. Berry

2015-07-01

We present a new version of the entropy viscosity method, a viscous regularization technique for hyperbolic conservation laws, that is well-suited for low-Mach flows. By means of a low-Mach asymptotic study, new expressions for the entropy viscosity coefficients are derived. These definitions are valid for a wide range of Mach numbers, from subsonic flows (with very low Mach numbers) to supersonic flows, and no longer depend on an analytical expression for the entropy function. In addition, the entropy viscosity method is extended to Euler equations with variable area for nozzle flow problems. The effectiveness of the method is demonstrated using various 1-D and 2-D benchmark tests: flow in a converging–diverging nozzle; Leblanc shock tube; slow moving shock; strong shock for liquid phase; low-Mach flows around a cylinder and over a circular hump; and supersonic flow in a compression corner. Convergence studies are performed for smooth solutions and solutions with shocks present.

Cosmic Radiation Exposure of Future Hypersonic Flight Missions.

Science.gov (United States)

Koops, L

2017-06-15

Cosmic radiation exposure in air traffic grows with flight altitude, geographical latitude and flight time. For future high-speed intercontinental point-to-point travel, the trade-off between reduced flight time and enhanced dose rate at higher flight altitudes is investigated. Various representative (partly) hypersonic cruise missions are considered and in dependence on solar activity the integral route dose is calculated for envisaged flight profiles and trajectories. Our results are compared to those for corresponding air connections served by present day subsonic airliners. During solar maximum, we find a significant reduction in route dose for all considered high-speed missions compared to the subsonic reference. However, during solar minimum, comparable or somewhat larger doses result on transpolar trajectories with (partly) hypersonic cruise at Mach 5. Both solar activity and routing are hence found to determine, whether passengers can profit from shorter flight times in terms of radiation exposure, despite of altitude-induced higher dose rates. Yet, aircrews with fixed number of block hours are always subject to larger annual doses, which in the considered cases take values up to five times the reference. We comment on the implications of our results for route planning and aviation decision-making in the absence of radiation shielding solutions. © The Author 2016. Published by Oxford University Press. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Mach cones in space and laboratory dusty magnetoplasmas

International Nuclear Information System (INIS)

Mamun, A.A.; Shukla, P.K

2004-07-01

We present a rigorous theoretical investigation on the possibility for the formation of Mach cones in both space and laboratory dusty magnetoplasmas. We find the parametric regimes for which different types of Mach cones, such as dust acoustic Mach cones, dust magneto-acoustic Mach cones, oscillonic Mach cones, etc. are formed in space and laboratory dusty magnetoplasmas. We also identify the basic features of such different classes of Mach cones (viz. dust- acoustic, dust magneto-acoustic, oscillonic Mach cones, etc.), and clearly explain how they are relevant to space and laboratory dusty manetoplasmas. (author)

Altitude Performance Characteristics of Tail-pipe Burner with Variable-area Exhaust Nozzle

Science.gov (United States)

Jansen, Emmert T; Thorman, H Carl

1950-01-01

An investigation was conducted in the NACA Lewis altitude wind tunnel to determine effect of altitude and flight Mach number on performance of tail-pipe burner equipped with variable-area exhaust nozzle and installed on full-scale turbojet engine. At a given flight Mach number, with constant exhaust-gas and turbine-outlet temperatures, increasing altitude lowered the tail-pipe combustion efficiency and raised the specific fuel consumption while the augmented thrust ratio remained approximately constant. At a given altitude, increasing flight Mach number raised the combustion efficiency and augmented thrust ratio and lowered the specific fuel consumption.

Mach's holographic principle

International Nuclear Information System (INIS)

Khoury, Justin; Parikh, Maulik

2009-01-01

Mach's principle is the proposition that inertial frames are determined by matter. We put forth and implement a precise correspondence between matter and geometry that realizes Mach's principle. Einstein's equations are not modified and no selection principle is applied to their solutions; Mach's principle is realized wholly within Einstein's general theory of relativity. The key insight is the observation that, in addition to bulk matter, one can also add boundary matter. Given a space-time, and thus the inertial frames, we can read off both boundary and bulk stress tensors, thereby relating matter and geometry. We consider some global conditions that are necessary for the space-time to be reconstructible, in principle, from bulk and boundary matter. Our framework is similar to that of the black hole membrane paradigm and, in asymptotically anti-de Sitter space-times, is consistent with holographic duality.

Impact of Flight Enthalpy, Fuel Simulant, and Chemical Reactions on the Mixing Characteristics of Several Injectors at Hypervelocity Flow Conditions

Science.gov (United States)

Drozda, Tomasz G.; Baurle, Robert A.; Drummond, J. Philip

2016-01-01

The high total temperatures or total enthalpies required to duplicate the high-speed flight conditions in ground experiments often place stringent requirements on the material selection and cooling needs for the test articles and intrusive flow diagnostic equipment. Furthermore, for internal flows, these conditions often complicate the use of nonintrusive diagnostics that need optical access to the test section and interior portions of the flowpath. Because of the technical challenges and increased costs associated with experimentation at high values of total enthalpy, an attempt is often made to reduce it. This is the case for the Enhanced Injection and Mixing Project (EIMP) currently underway in the Arc-Heated Scramjet Test Facility at the NASA Langley Research Center. The EIMP aims to investigate supersonic combustion ramjet (scramjet) fuel injection and mixing physics, improve the understanding of underlying physical processes, and develop enhancement strategies and functional relationships between mixing performance and losses relevant to flight Mach numbers greater than 8. The experiments will consider a "direct-connect" approach and utilize a Mach 6 nozzle to simulate the combustor entrance flow of a scramjet engine. However, while the value of the Mach number is matched to that expected at the combustor entrance in flight, the maximum value of the total enthalpy for these experiments is limited by the thermal-structural limits of the uncooled experimental hardware. Furthermore, the fuel simulant is helium, not hydrogen. The use of "cold" flows and non-reacting mixtures of fuel simulants for mixing experiments is not new and has been extensively utilized as a screening technique for scramjet fuel injectors. In this study, Reynolds-averaged simulations are utilized (RAS) to systematically verify the implicit assumptions used by the EIMP. This is accomplished by first performing RAS of mixing for two injector configurations at planned nominal experimental

Performance of the Components of the XJ34-WE-32 Turbojet Engine over a Range of Engine and Flight Conditions

Science.gov (United States)

Mcaulay, John E; Sobolewski, Adam E; Smith, Ivan D

1952-01-01

Performance of the compressor, combustor, and turbine operating as integral parts of the XJ34-WE-32 turbojet engine was determined in the Lewis altitude wind tunnel over a range of altitudes from 5000 to 55,000 feet and flight Mach numbers from 0.28 to 1.05. Data were obtained for each of four exhaust-nozzle areas and are presented in graphical and tabular form.

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

Science.gov (United States)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

Does the chromatic Mach bands effect exist?

Science.gov (United States)

Tsofe, Avital; Spitzer, Hedva; Einav, Shmuel

2009-06-30

The achromatic Mach bands effect is a well-known visual illusion, discovered over a hundred years ago. This effect has been investigated thoroughly, mainly for its brightness aspect. The existence of Chromatic Mach bands, however, has been disputed. In recent years it has been reported that Chromatic Mach bands are not perceived under controlled iso-luminance conditions. However, here we show that a variety of Chromatic Mach bands, consisting of chromatic and achromatic regions, separated by a saturation ramp, can be clearly perceived under iso-luminance and iso-brightness conditions. In this study, observers' eye movements were recorded under iso-brightness conditions. Several observers were tested for their ability to perceive the Chromatic Mach bands effect and its magnitude, across different cardinal and non-cardinal Chromatic Mach bands stimuli. A computational model of color adaptation, which predicted color induction and color constancy, successfully predicts this variation of Chromatic Mach bands. This has been tested by measuring the distance of the data points from the "achromatic point" and by calculating the shift of the data points from predicted complementary lines. The results suggest that the Chromatic Mach bands effect is a specific chromatic induction effect.

Mach Stability Improvements Using an Existing Second Throat Capability at the National Transonic Facility

Science.gov (United States)

Chan, David T.; Balakrishna, Sundareswara; Walker, Eric L.; Goodliff, Scott L.

2015-01-01

Recent data quality improvements at the National Transonic Facility have an intended goal of reducing the Mach number variation in a data point to within plus or minus 0.0005, with the ultimate goal of reducing the data repeatability of the drag coefficient for full-span subsonic transport models at transonic speeds to within half a drag count. This paper will discuss the Mach stability improvements achieved through the use of an existing second throat capability at the NTF to create a minimum area at the end of the test section. These improvements were demonstrated using both the NASA Common Research Model and the NTF Pathfinder-I model in recent experiments. Sonic conditions at the throat were verified using sidewall static pressure data. The Mach variation levels from both experiments in the baseline tunnel configuration and the choked tunnel configuration will be presented and the correlation between Mach number and drag will also be examined. Finally, a brief discussion is given on the consequences of using the second throat in its location at the end of the test section.

Acoustic Radiation From a Mach 14 Turbulent Boundary Layer

Science.gov (United States)

Zhang, Chao; Duan, Lian; Choudhari, Meelan M.

2016-01-01

Direct numerical simulations (DNS) are used to examine the turbulence statistics and the radiation field generated by a high-speed turbulent boundary layer with a nominal freestream Mach number of 14 and wall temperature of 0:18 times the recovery temperature. The flow conditions fall within the range of nozzle exit conditions of the Arnold Engineering Development Center (AEDC) Hypervelocity Tunnel No. 9 facility. The streamwise domain size is approximately 200 times the boundary-layer thickness at the inlet, with a useful range of Reynolds number corresponding to Re 450 ?? 650. Consistent with previous studies of turbulent boundary layer at high Mach numbers, the weak compressibility hypothesis for turbulent boundary layers remains applicable under this flow condition and the computational results confirm the validity of both the van Driest transformation and Morkovin's scaling. The Reynolds analogy is valid at the surface; the RMS of fluctuations in the surface pressure, wall shear stress, and heat flux is 24%, 53%, and 67% of the surface mean, respectively. The magnitude and dominant frequency of pressure fluctuations are found to vary dramatically within the inner layer (z/delta 0.< or approx. 0.08 or z+ < or approx. 50). The peak of the pre-multiplied frequency spectrum of the pressure fluctuation is f(delta)/U(sub infinity) approx. 2.1 at the surface and shifts to a lower frequency of f(delta)/U(sub infinity) approx. 0.7 in the free stream where the pressure signal is predominantly acoustic. The dominant frequency of the pressure spectrum shows a significant dependence on the freestream Mach number both at the wall and in the free stream.

Dynamic pressure sensitivity determination with Mach number method

Science.gov (United States)

Sarraf, Christophe; Damion, Jean-Pierre

2018-05-01

Measurements of pressure in fast transient conditions are often performed even if the dynamic characteristic of the transducer are not traceable to international standards. Moreover, the question of a primary standard in dynamic pressure is still open, especially for gaseous applications. The question is to improve dynamic standards in order to respond to expressed industrial needs. In this paper, the method proposed in the EMRP IND09 ‘Dynamic’ project, which can be called the ‘ideal shock tube method’, is compared with the ‘collective standard method’ currently used in the Laboratoire de Métrologie Dynamique (LNE/ENSAM). The input is a step of pressure generated by a shock tube. The transducer is a piezoelectric pressure sensor. With the ‘ideal shock tube method’ the sensitivity of a pressure sensor is first determined dynamically. This method requires a shock tube implemented with piezoelectric shock wave detectors. The measurement of the Mach number in the tube allows an evaluation of the incident pressure amplitude of a step using a theoretical 1D model of the shock tube. Heat transfer, other actual effects and effects of the shock tube imperfections are not taken into account. The amplitude of the pressure step is then used to determine the sensitivity in dynamic conditions. The second method uses a frequency bandwidth comparison to determine pressure at frequencies from quasi-static conditions, traceable to static pressure standards, to higher frequencies (up to 10 kHz). The measurand is also a step of pressure generated by a supposed ideal shock tube or a fast-opening device. The results are provided as a transfer function with an uncertainty budget assigned to a frequency range, also deliverable frequency by frequency. The largest uncertainty in the bandwidth of comparison is used to trace the final pressure step level measured in dynamic conditions, owing that this pressure is not measurable in a steady state on a shock tube. A reference

X-1A in flight with flight data superimposed

Science.gov (United States)

1953-01-01

This photo of the X-1A includes graphs of the flight data from Maj. Charles E. Yeager's Mach 2.44 flight on December 12, 1953. (This was only a few days short of the 50th anniversary of the Wright brothers' first powered flight.) After reaching Mach 2.44, then the highest speed ever reached by a piloted aircraft, the X-1A tumbled completely out of control. The motions were so violent that Yeager cracked the plastic canopy with his helmet. He finally recovered from a inverted spin and landed on Rogers Dry Lakebed. Among the data shown are Mach number and altitude (the two top graphs). The speed and altitude changes due to the tumble are visible as jagged lines. The third graph from the bottom shows the G-forces on the airplane. During the tumble, these twice reached 8 Gs or 8 times the normal pull of gravity at sea level. (At these G forces, a 200-pound human would, in effect, weigh 1,600 pounds if a scale were placed under him in the direction of the force vector.) Producing these graphs was a slow, difficult process. The raw data from on-board instrumentation recorded on oscillograph film. Human computers then reduced the data and recorded it on data sheets, correcting for such factors as temperature and instrument errors. They used adding machines or slide rules for their calculations, pocket calculators being 20 years in the future. Three second generation Bell Aircraft Corporations X-1s were built, though four were requested. They were the X-1A (48-1384); X-1B (48-1385); X-1C (canceled and never built); X-1D (48-1386). These aircraft were similar to the X-1s, except they were five feet longer, had conventional canopies, and were powered by Reaction Motors, Inc. XLR11-RM-5 rocket engines. The RM-5, like the previous engines, had no throttle and was controlled by igniting one or more of the four thrust chambers at will. The original program outline called for the X-1A and X-1B to be used for dynamic stability and air loads investigations. The X-1D was to be used

A non-conformal finite element/finite volume scheme for the non-structured grid-based approximation of low Mach number flows

International Nuclear Information System (INIS)

Ansanay-Alex, G.

2009-01-01

The development of simulation codes aimed at a precise simulation of fires requires a precise approach of flame front phenomena by using very fine grids. The need to take different spatial scale into consideration leads to a local grid refinement and to a discretization with homogeneous grid for computing time and memory purposes. The author reports the approximation of the non-linear convection term, the scalar advection-diffusion in finite volumes, numerical simulations of a flow in a bent tube, of a three-dimensional laminar flame and of a low Mach number an-isotherm flow. Non conformal finite elements are also presented (Rannacher-Turek and Crouzeix-Raviart elements)

Nozzle design study for a quasi-axisymmetric scramjet-powered vehicle at Mach 7.9 flight conditions

Science.gov (United States)

Tanimizu, Katsuyoshi; Mee, David J.; Stalker, Raymond J.; Jacobs, Peter A.

2013-09-01

A nozzle shape optimization study for a quasi-axisymmetric scramjet has been performed for a Mach 7.9 operating condition with hydrogen fuel, aiming at the application of a hypersonic airbreathing vehicle. In this study, the nozzle geometry which is parameterized by a set of design variables, is optimized for the single objective of maximum net thrust using an in-house CFD solver for inviscid flowfields with a simple force prediction methodology. The combustion is modelled using a simple chemical reaction code. The effects of the nozzle design on the overall vehicle performance are discussed. For the present geometry, net thrust is achieved for the optimized vehicle design. The results of the nozzle-optimization study show that performance is limited by the nozzle area ratio that can be incorporated into the vehicle without leading to too large a base diameter of the vehicle and increasing the external drag of the vehicle. This study indicates that it is very difficult to achieve positive thrust at Mach 7.9 using the basic geometry investigated.

Measurement and analysis of the noise radiated by low Mach numbers centrifugal blowers

Science.gov (United States)

Yeager, D. M.; Lauchle, G. C.

1987-11-01

The broad band, aerodynamically generated noise in low tip-speed Mach number, centrifugal air moving devices is investigated. An interdisciplinary approach was taken which involved investigation of the aerodynamic and acoustic fields, and their mutual relationship. The noise generation process was studied using two experimental vehicles: (1) a scale model of a homologous family of centrifugal blowers typical of those used to cool computer and business equipment, and (2) a single blade from a centrifugal blower impeller which was placed in a known, controllable flow field. The radiation characteristics of the model blower were investigated by measuring the acoustic intensity distribution near the blower inlet and comparing it with the intensity near the inlet to an axial flow fan. Aerodynamic studies of the flow field in the inlet and at the discharge to the rotating impeller were used to assess the mean flow distribution through the impeller blade channels and to identify regions of excessive turbulence near the rotating blade row. New frequency-domain expressions for the correlation area and dipole source strength per unit area on a surface immersed in turbulence were developed which can be used to characterize the noise generation process over a rigid surface immersed in turbulence. An investigation of the noise radiated from the single, isolated airfoil (impeller blade) was performed using modern correlation and spectral analysis techniques.

Elementary physical approach to Mach's principle and its observational basis

International Nuclear Information System (INIS)

Horak, Z.

1979-01-01

It is shown that Mach's principle and the general principle of relativity are logical consequences of a 'materialistic postulate' and that general relativity implies the validity of Mach's principle for a static (or quasistatic) homogeneous and isotropic universe, spatially self-enclosed. The finite velocity of propagation of gravitational field does not imply a retardation of inertial forces due to the distant masses and therefore does not exclude the validity of Mach's principle. Similarly, the experimentally verified isotropy of inertia is compatible with this principle. The recent observational evidence of very high isotropy of the actual universe proves that the 'anti-Machian' Godel world model must be rejected as a nonphysical one. This suggests the possibility of a renaissance of Einstein's first cosmological model by considering-in the spirit of an older idea of Herbert Dingle-a superlarge-scale quasistatic universe consisting of an unknown number of statistically oscillating regions similar to our own, momentarily expanding, metagalaxy. (author)

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

Science.gov (United States)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need

Comprehensive analysis of transport aircraft flight performance

Science.gov (United States)

Filippone, Antonio

2008-04-01

, atmospheric effects, economic Mach number and noise trajectories at F.A.R. landing points.

Trajectory optimization for A S.S.T.O. using in-flight LOX collection

Science.gov (United States)

Saint-Mard, M.; Hendrick, P.

A key point for a space mission (launch of a satellite, earth observation,…) is the optimization of the vehicle trajectory in order to burn the smallest quantity of propelant and then maximize the payload. This is true for evay space vehicle, but especially it is a crucial point for a Single-Stage-To-Orbit (SSTO) where the choice of a bad trajectory can result in an unrealizable vehicle due to the large airbreathing part of the flight In this study, we discuss the trajectory optimization for a Vertical Take-Off and Horizontal Landing (VTOHL) SSTO using supersonic in-flight atmospheric oxygen collection during a cruise phase (constant speed & constant altitude). This collected oxygen is stored in the LOX tanks and reused in the final rocket phase. This SSTO bas a Blended Body aerodynamic configuration as the one chosen by Lockheed Martin for its new space launcher (VentureStar and X-33). This SSTO uses rocket engines from take-off to Mach 1.7 and also for the exoatmospheric flight phase (that means for an altitude higher than 30km and a Mach number evolution from 6.8 to about 20). Between these two rocket phases, the SSTO is propelled by a subsonic ramjet. To perform this study, we use 2 computer programs (running on a home Computer): the first one allows to estimate the SSTO performances (TOGW, dry weight, hydrogen and oxygen consumptions) for a fixed payload mass and the second one permits the evaluation of the payload mass for a fixed TOGW.

Chern Numbers Hiding in Time of Flight Images

Science.gov (United States)

Satija, Indubala; Zhao, Erhai; Ghosh, Parag; Bray-Ali, Noah

2011-03-01

Since the experimental realization of synthetic magnetic fields in neural ultracold atoms, transport measurement such as quantized Hall conductivity remains an open challenge. Here we propose a novel and feasible scheme to measure the topological invariants, namely the chern numbers, in the time of flight images. We study both the commensurate and the incommensurate flux, with the later being the main focus here. The central concept underlying our proposal is the mapping between the chern numbers and the size of the dimerized states that emerge when the two-dimensional hopping is tuned to the highly anisotropic limit. In a uncoupled double quantum Hall system exhibiting time reversal invariance, only odd-sized dimer correlation functions are non-zero and hence encode quantized spin current. Finally, we illustrate that inspite of highly fragmented spectrum, a finite set of chern numbers are meaningful. Our results are supported by direct numerical computation of transverse conductivity. NBA acknowledges support from a National Research Council postdoctoral research associateship.

Wind-tunnel development of an SR-71 aerospike rocket flight test configuration

Science.gov (United States)

Smith, Stephen C.; Shirakata, Norm; Moes, Timothy R.; Cobleigh, Brent R.; Conners, Timothy H.

1996-01-01

A flight experiment has been proposed to investigate the performance of an aerospike rocket motor installed in a lifting body configuration. An SR-71 airplane would be used to carry the aerospike configuration to the desired flight test conditions. Wind-tunnel tests were completed on a 4-percent scale SR-71 airplane with the aerospike pod mounted in various locations on the upper fuselage. Testing was accomplished using sting and blade mounts from Mach 0.6 to Mach 3.2. Initial test objectives included assessing transonic drag and supersonic lateral-directional stability and control. During these tests, flight simulations were run with wind-tunnel data to assess the acceptability of the configurations. Early testing demonstrated that the initial configuration with the aerospike pod near the SR-71 center of gravity was unsuitable because of large nosedown pitching moments at transonic speeds. The excessive trim drag resulting from accommodating this pitching moment far exceeded the excess thrust capability of the airplane. Wind-tunnel testing continued in an attempt to find a configuration suitable for flight test. Multiple configurations were tested. Results indicate that an aft-mounted model configuration possessed acceptable performance, stability, and control characteristics.

Low-Lift Drag of the Grumman F9F-9 Airplane as Obtained by a 1/7.5-Scale Rocket-Boosted Model and by Three 1/45.85-Scale Equivalent-Body Models between Mach Numbers of 0.8 and 1.3, TED No. NACA DE 391

Science.gov (United States)

Stevens, Joseph E.

1955-01-01

Low-lift drag data are presented herein for one 1/7.5-scale rocket-boosted model and three 1/45.85-scale equivalent-body models of the Grumman F9F-9 airplane, The data were obtained over a Reynolds number range of about 5 x 10(exp 6) to 10 x 10(exp 6) based on wing mean aerodynamic chord for the rocket model and total body length for the equivalent-body models. The rocket-boosted model showed a drag rise of about 0,037 (based on included wing area) between the subsonic level and the peak supersonic drag coefficient at the maximum Mach number of this test. The base drag coefficient measured on this model varied from a value of -0,0015 in the subsonic range to a maximum of about 0.0020 at a Mach number of 1.28, Drag coefficients for the equivalent-body models varied from about 0.125 (based on body maximum area) in the subsonic range to about 0.300 at a Mach number of 1.25. Increasing the total fineness ratio by a small amount raised the drag-rise Mach number slightly.

Semi-implicit iterative methods for low Mach number turbulent reacting flows: Operator splitting versus approximate factorization

Science.gov (United States)

MacArt, Jonathan F.; Mueller, Michael E.

2016-12-01

Two formally second-order accurate, semi-implicit, iterative methods for the solution of scalar transport-reaction equations are developed for Direct Numerical Simulation (DNS) of low Mach number turbulent reacting flows. The first is a monolithic scheme based on a linearly implicit midpoint method utilizing an approximately factorized exact Jacobian of the transport and reaction operators. The second is an operator splitting scheme based on the Strang splitting approach. The accuracy properties of these schemes, as well as their stability, cost, and the effect of chemical mechanism size on relative performance, are assessed in two one-dimensional test configurations comprising an unsteady premixed flame and an unsteady nonpremixed ignition, which have substantially different Damköhler numbers and relative stiffness of transport to chemistry. All schemes demonstrate their formal order of accuracy in the fully-coupled convergence tests. Compared to a (non-)factorized scheme with a diagonal approximation to the chemical Jacobian, the monolithic, factorized scheme using the exact chemical Jacobian is shown to be both more stable and more economical. This is due to an improved convergence rate of the iterative procedure, and the difference between the two schemes in convergence rate grows as the time step increases. The stability properties of the Strang splitting scheme are demonstrated to outpace those of Lie splitting and monolithic schemes in simulations at high Damköhler number; however, in this regime, the monolithic scheme using the approximately factorized exact Jacobian is found to be the most economical at practical CFL numbers. The performance of the schemes is further evaluated in a simulation of a three-dimensional, spatially evolving, turbulent nonpremixed planar jet flame.

Weakly Ionized Plasmas in Hypersonics: Fundamental Kinetics and Flight Applications

International Nuclear Information System (INIS)

Macheret, Sergey

2005-01-01

The paper reviews some of the recent studies of applications of weakly ionized plasmas to supersonic/hypersonic flight. Plasmas can be used simply as means of delivering energy (heating) to the flow, and also for electromagnetic flow control and magnetohydrodynamic (MHD) power generation. Plasma and MHD control can be especially effective in transient off-design flight regimes. In cold air flow, nonequilibrium plasmas must be created, and the ionization power budget determines design, performance envelope, and the very practicality of plasma/MHD devices. The minimum power budget is provided by electron beams and repetitive high-voltage nanosecond pulses, and the paper describes theoretical and computational modeling of plasmas created by the beams and repetitive pulses. The models include coupled equations for non-local and unsteady electron energy distribution function (modeled in forward-back approximation), plasma kinetics, and electric field. Recent experimental studies at Princeton University have successfully demonstrated stable diffuse plasmas sustained by repetitive nanosecond pulses in supersonic air flow, and for the first time have demonstrated the existence of MHD effects in such plasmas. Cold-air hypersonic MHD devices are shown to permit optimization of scramjet inlets at Mach numbers higher than the design value, while operating in self-powered regime. Plasma energy addition upstream of the inlet throat can increase the thrust by capturing more air (Virtual Cowl), or it can reduce the flow Mach number and thus eliminate the need for an isolator duct. In the latter two cases, the power that needs to be supplied to the plasma would be generated by an MHD generator downstream of the combustor, thus forming the 'reverse energy bypass' scheme. MHD power generation on board reentry vehicles is also discussed

Hypersonic ground test capabilities for T and E testing above mach 8 ''a case where S and T meets T and E''

International Nuclear Information System (INIS)

Constantino, M; Miles, R; Brown, G; Laster, M; Nelson, G

1999-01-01

Simulation of hypersonic flight in ground test and evaluation (T and E) facilities is a challenging and formidable task, especially to fully duplicate the flight environment above approximately Mach 8 for most all hypersonic flight systems that have been developed, conceived, or envisioned. Basically, and for many years, the enabling technology to build such a ground test wind tunnel facility has been severely limited in the area of high-temperature, high-strength materials and thermal protection approaches. To circumvent the problems, various approaches have been used, including partial simulation and use of similarity laws and reduced test time. These approaches often are not satisfactory, i.e. operability and durability testing for air-breathing propulsion development and thermal protection development of many flight systems. Thus, there is a strong need for science and technology (S and T) community involvement in technology development to address these problems. This paper discusses a specific case where this need exists and where significant S and T involvement has made and continues to make significant contributions. The case discussed will be an Air Force research program currently underway to develop enabling technologies for a Mach 8-15 hypersonic true temperature wind tunnel with relatively long run time. The research is based on a concept proposed by princeton University using radiant or beamed energy into the supersonic nozzle flow

A conservative, thermodynamically consistent numerical approach for low Mach number combustion. Part I: Single-level integration

Science.gov (United States)

Nonaka, Andrew; Day, Marcus S.; Bell, John B.

2018-01-01

We present a numerical approach for low Mach number combustion that conserves both mass and energy while remaining on the equation of state to a desired tolerance. We present both unconfined and confined cases, where in the latter the ambient pressure changes over time. Our overall scheme is a projection method for the velocity coupled to a multi-implicit spectral deferred corrections (SDC) approach to integrate the mass and energy equations. The iterative nature of SDC methods allows us to incorporate a series of pressure discrepancy corrections naturally that lead to additional mass and energy influx/outflux in each finite volume cell in order to satisfy the equation of state. The method is second order, and satisfies the equation of state to a desired tolerance with increasing iterations. Motivated by experimental results, we test our algorithm on hydrogen flames with detailed kinetics. We examine the morphology of thermodiffusively unstable cylindrical premixed flames in high-pressure environments for confined and unconfined cases. We also demonstrate that our algorithm maintains the equation of state for premixed methane flames and non-premixed dimethyl ether jet flames.

All-optical negabinary adders using Mach-Zehnder interferometer

Science.gov (United States)

Cherri, A. K.

2011-02-01

In contrast to optoelectronics, all-optical adders are proposed where all-optical signals are used to represent the input numbers and the control signals. In addition, the all-optical adders use the negabinary modified signed-digit number representation (an extension of the negabinary number system) to represent the input digits. Further, the ultra-speed of the designed circuits is achieved due to the use of ultra-fast all-optical switching property of the semiconductor optical amplifier and Mach-Zehnder interferometer (SOA-MZI). Furthermore, two-bit per digit binary encoding scheme is employed to represent the trinary values of the negabinary modified signed-digits.

Interplay between Mach cone and radial expansion in jet events

Energy Technology Data Exchange (ETDEWEB)

Tachibana, Y., E-mail: tachibana@nt.phys.s.u-tokyo.ac.jp [Theoretical Research Division, Nishina Center, RIKEN, Wako 351-0198 (Japan); Department of Engineering, Nishinippon Institute of Technology, Fukuoka 800-0344 (Japan); Department of Physics, Sophia University, Tokyo 102-8554 (Japan); Hirano, T., E-mail: hirano@sophia.ac.jp [Department of Physics, Sophia University, Tokyo 102-8554 (Japan)

2016-12-15

We study the hydrodynamic response to jet propagation in the expanding QGP and investigate how the particle spectra after the hydrodynamic evolution of the QGP reflect it. We perform simulations of the space-time evolution of the QGP in gamma-jet events by solving (3+1)-dimensional ideal hydrodynamic equations with source terms. Mach cone is induced by the jet energy deposition and pushes back the radial flow of the expanding background. Especially in the case when the jet passage is off-central one, the number of particles emitted in the direction of the push back decreases. This is the signal including the information about the formation of the Mach cone and the jet passage in the QGP fluid.

Interplay between Mach cone and radial expansion in jet events

International Nuclear Information System (INIS)

Tachibana, Y.; Hirano, T.

2016-01-01

We study the hydrodynamic response to jet propagation in the expanding QGP and investigate how the particle spectra after the hydrodynamic evolution of the QGP reflect it. We perform simulations of the space-time evolution of the QGP in gamma-jet events by solving (3+1)-dimensional ideal hydrodynamic equations with source terms. Mach cone is induced by the jet energy deposition and pushes back the radial flow of the expanding background. Especially in the case when the jet passage is off-central one, the number of particles emitted in the direction of the push back decreases. This is the signal including the information about the formation of the Mach cone and the jet passage in the QGP fluid.

Experimental Space Shuttle Orbiter Studies to Acquire Data for Code and Flight Heating Model Validation

Science.gov (United States)

Wadhams, T. P.; Holden, M. S.; MacLean, M. G.; Campbell, Charles

2010-01-01

In an experimental study to obtain detailed heating data over the Space Shuttle Orbiter, CUBRC has completed an extensive matrix of experiments using three distinct models and two unique hypervelocity wind tunnel facilities. This detailed data will be employed to assess heating augmentation due to boundary layer transition on the Orbiter wing leading edge and wind side acreage with comparisons to computational methods and flight data obtained during the Orbiter Entry Boundary Layer Flight Experiment and HYTHIRM during STS-119 reentry. These comparisons will facilitate critical updates to be made to the engineering tools employed to make assessments about natural and tripped boundary layer transition during Orbiter reentry. To achieve the goals of this study data was obtained over a range of Mach numbers from 10 to 18, with flight scaled Reynolds numbers and model attitudes representing key points on the Orbiter reentry trajectory. The first of these studies were performed as an integral part of Return to Flight activities following the accident that occurred during the reentry of the Space Shuttle Columbia (STS-107) in February of 2003. This accident was caused by debris, which originated from the foam covering the external tank bipod fitting ramps, striking and damaging critical wing leading edge heating tiles that reside in the Orbiter bow shock/wing interaction region. During investigation of the accident aeroheating team members discovered that only a limited amount of experimental wing leading edge data existed in this critical peak heating area and a need arose to acquire a detailed dataset of heating in this region. This new dataset was acquired in three phases consisting of a risk mitigation phase employing a 1.8% scale Orbiter model with special temperature sensitive paint covering the wing leading edge, a 0.9% scale Orbiter model with high resolution thin-film instrumentation in the span direction, and the primary 1.8% scale Orbiter model with detailed

Low Reynolds Number Aerodynamic Characteristics of Several Airplane Configurations Designed to Fly in the Mars Atmosphere at Subsonic Speeds

Science.gov (United States)

Re, Richard J.; Pendergraft, Odis C., Jr.; Campbell, Richard L.

2006-01-01

A 1/4-scale wind tunnel model of an airplane configuration developed for short duration flight at subsonic speeds in the Martian atmosphere has been tested in the Langley Research Center Transonic Dynamics Tunnel. The tunnel was pumped down to extremely low pressures to represent Martian Mach/Reynolds number conditions. Aerodynamic data were obtained and upper and lower surface wind pressures were measured at one spanwise station on some configurations. Three unswept wings of the same planform but different airfoil sections were tested. Horizontal tail incidence was varied as was the deflection of plain and split trailing-edge flaps. One unswept wing configuration was tested with the lower part of the fuselage removed and the vertical/horizontal tail assembly inverted and mounted from beneath the fuselage. A sweptback wing was also tested. Tests were conducted at Mach numbers from 0.50 to 0.90. Wing chord Reynolds number was varied from 40,000 to 100,000 and angles of attack and sideslip were varied from -10deg to 20deg and -10deg to 10deg, respectively.

Preliminary test results of a flight management algorithm for fuel conservative descents in a time based metered traffic environment. [flight tests of an algorithm to minimize fuel consumption of aircraft based on flight time

Science.gov (United States)

Knox, C. E.; Cannon, D. G.

1979-01-01

A flight management algorithm designed to improve the accuracy of delivering the airplane fuel efficiently to a metering fix at a time designated by air traffic control is discussed. The algorithm provides a 3-D path with time control (4-D) for a test B 737 airplane to make an idle thrust, clean configured descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path is calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithms and the results of the flight tests are discussed.

The X-43A Hyper-X Mach 7 Flight 2 Guidance, Navigation, and Control Overview and Flight Test Results

Science.gov (United States)

Bahm, Catherine; Baumann, Ethan; Martin, John; Bose, David; Beck, Roger E.; Strovers, Brian

2005-01-01

The objective of the Hyper-X program was to flight demonstrate an airframe-integrated hypersonic vehicle. On March 27, 2004, the Hyper-X program team successfully conducted flight 2 and achieved all of the research objectives. The Hyper-X research vehicle successfully separated from the Hyper-X launch vehicle and achieved the desired engine test conditions before the experiment began. The research vehicle rejected the disturbances caused by the cowl door opening and the fuel turning on and off and maintained the engine test conditions throughout the experiment. After the engine test was complete, the vehicle recovered and descended along a trajectory while performing research maneuvers. The last data acquired showed that the vehicle maintained control to the water. This report will provide an overview of the research vehicle guidance and control systems and the performance of the vehicle during the separation event and engine test. The research maneuvers were performed to collect data for aerodynamics and flight controls research. This report also will provide an overview of the flight controls related research and results.

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

Science.gov (United States)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will

Theoretical and Experimental Analysis of Low-Drag Supersonic Inlets Having a Circular Cross Section and a Central Body at Mach Numbers 3.30, 2.75, and 2.45

Science.gov (United States)

Ferri, Antonio; Nucci, Louis M

1954-01-01

Contains theoretical and experimental analysis of circular inlets having a central body at Mach numbers of 3.30, 2.75, and 2.45. The inlets have been designed in order to have low drag and high pressure recovery. The pressure recoveries obtained are of the same order of magnitude as those previously obtained by inlets having very large external drag.

Feasibility study of a nonequilibrium MHD accelerator concept for hypersonic propulsion ground testing

International Nuclear Information System (INIS)

Lee, Ying-Ming; Simmons, G.A.; Nelson, G.L.

1995-01-01

A National Aeronautics and Space Administration (NASA) funded research study to evaluate the feasibility of using magnetohydrodynamic (MHD) body force accelerators to produce true air simulation for hypersonic propulsion ground testing is discussed in this paper. Testing over the airbreathing portion of a transatmospheric vehicle (TAV) hypersonic flight regime will require high quality air simulation for actual flight conditions behind a bow shock wave (forebody, pre-inlet region) for flight velocities up to Mach 16 and perhaps beyond. Material limits and chemical dissociation at high temperature limit the simulated flight Mach numbers in conventional facilities to less than Mach 12 for continuous and semi-continuous testing and less than Mach 7 for applications requiring true air chemistry. By adding kinetic energy directly to the flow, MHD accelerators avoid the high temperatures and pressures required in the reservoir region of conventional expansion facilities, allowing MHD to produce true flight conditions in flight regimes impossible with conventional facilities. The present study is intended to resolve some of the critical technical issues related to the operation of MHD at high pressure. Funding has been provided only for the first phase of a three to four year feasibility study that would culminate in the demonstration of MHD acceleration under conditions required to produce true flight conditions behind a bow shock wave to flight Mach numbers of 16 or greater. MHD critical issues and a program plan to resolve these are discussed

Experimental investigation of the effects of blowing conditions and Mach number on the unsteady behavior of coolant ejection through a trailing edge cutback

International Nuclear Information System (INIS)

Barigozzi, Giovanna; Armellini, Alessandro; Mucignat, Claudio; Casarsa, Luca

2012-01-01

Highlights: ► Flow visualization and PIV documented the presence of large coherent structures. ► The presence of coherent structures is documented up to the vane trailing edge. ► Shape and direction of rotation of vortices change with injection conditions. ► Vortices morphology influences the film cooling effectiveness distributions. ► A Mach number increase moves vortices closer to the wall. - Abstract: The present paper shows the results of an experimental investigation into the unsteadiness of coolant ejection at the trailing edge of a highly loaded nozzle vane cascade. The trailing edge cooling scheme features a pressure side cutback with film cooling slots, stiffened by evenly spaced ribs in an inline configuration. Cooling air is also ejected through two rows of cylindrical holes placed upstream of the cutback. Tests were performed with a low inlet turbulence intensity level (Tu 1 = 1.6%), changing the cascade operating conditions from low speed (M 2is = 0.2) up to high subsonic regime (M 2is = 0.6), and with coolant to main stream mass flow ratio varied within the 0.5–2.0% range. Particle Image Velocimetry (PIV) and flow visualizations were used to investigate the unsteady mixing process taking place between coolant and main flow downstream of the cutback, up to the trailing edge. For all the tested conditions, the results show the presence of large coherent structures, which presence is still evident up to the trailing edge. Their shape and direction of rotation change with injection conditions, as a function of coolant to mainstream velocity ratio, strongly influencing the thermal protection capability of the injected coolant flow. The Mach number increase is only responsible for a positioning of such vortical structures closer to the wall, while the Strouhal number almost remains unchanged.

Flight time, number of sectors and risk of low back pain among short and medium haul commercial female flight attendants in Indonesia

Directory of Open Access Journals (Sweden)

Irma Khrisnapandit

2016-07-01

with LBP among short and medium haul commercial female flight attendants in Indonesia. Methods: Cross-sectional study with purposive sampling among short and medium haul commercial female flight attendants who conduct medical examination on May 5-26th 2014 at Civil Aviation Medical Center. Demographic, job and LBP data collected using questionnaire and physical examination. Definition of LBP was historically pain that ever or still felt in lower back in the last month, non-neural, and no non-working related acute injury. Cox regression analysis used to identify risk factor associated LBP. Results: Among 333 female flight attendants who were conducting medical examination, 287 attendants willing to participate, and 240 meet inclusion criteria. There are 37.9% flight attendants experienced LBP. The dominant factors increasing LBP risk were flight time and number of sectors in the last 24 consecutive hours. Female flight attendant with 9 hours or more flight time compared with less have 82% higher LBP risk [adjusted relative risk (RRa = 1.82; p = 0.000]. Review from number of sectors in the last 24 consecutive hours, female flight attendant with 4 sectors or more compared with less have 53% higher LBP risk (RRa = 1.53; p = 0.034.   Conclusion: Nine hours or more flight time and 4 sectors or more in the last 24 consecutive hours have higher risk of LBP Key words: low back pain, female flight attendant, flight time, number of sectors, short and medium haul flight

LES of Supersonic Turbulent Channel Flow at Mach Numbers 1.5 and 3

Science.gov (United States)

Raghunath, Sriram; Brereton, Giles

2009-11-01

LES of compressible, turbulent, body-force driven, isothermal-wall channel flows at Reτ of 190 and 395 at moderate supersonic speeds (Mach 1.5 and 3) are presented. Simulations are fully resolved in the wall-normal direction without the need for wall-layer models. SGS models for incompressible flows, with appropriate extensions for compressibility, are tested a priori/ with DNS results and used in LES. Convergence of the simulations is found to be sensitive to the initial conditions and to the choice of model (wall-normal damping) in the laminar sublayer. The Nicoud--Ducros wall adapting SGS model, coupled with a standard SGS heat flux model, is found to yield results in good agreement with DNS.

Gyro precession and Mach's principle

International Nuclear Information System (INIS)

Eby, P.

1979-01-01

The precession of a gyroscope is calculated in a nonrelativistic theory due to Barbour which satisfies Mach's principle. It is shown that the theory predicts both the geodetic and motional precession of general relativity to within factors of order 1. The significance of the gyro experiment is discussed from the point of view of metric theories of gravity and this is contrasted with its significance from the point of view of Mach's principle. (author)

Static Longitudinal and Lateral Stability Characteristics of an 0.065-Scale Model of the Chance Vought XRSSM-N-9a (REGULUS II) Missile at Mach Numbers from 1.6 to 2.0 (TED No. NACA AD 3122)

Science.gov (United States)

Hofstetter, William R.

1957-01-01

The static longitudinal and lateral stability charaetefistics of an 0 .065-scale model of the XRSSM-N-9a (REGULUS II) Missile at Mach number range of 1.6 to 2.0 at a Reynolds number per foot of 2.0(exp 8)

Mach's principle and space-time structure

International Nuclear Information System (INIS)

Raine, D.J.

1981-01-01

Mach's principle, that inertial forces should be generated by the motion of a body relative to the bulk of matter in the universe, is shown to be related to the structure imposed on space-time by dynamical theories. General relativity theory and Mach's principle are both shown to be well supported by observations. Since Mach's principle is not contained in general relativity this leads to a discussion of attempts to derive Machian theories. The most promising of these appears to be a selection rule for solutions of the general relativistic field equations, in which the space-time metric structure is generated by the matter content of the universe only in a well-defined way. (author)

Mach-Like Structure in a Patronic-Hadronic Transport Model at RHIC Energies

International Nuclear Information System (INIS)

Ma, Y.G.; Ma, G.L.; Zhang, S.

2008-01-01

Recent RHIC experimental results indicated an exotic partonic matter may be created in central Au + Au collisions at dollars sqrt (s ( NN))dollars =200 GeV. When a parton with high transverse momentum (jet) passes through the new matter, jet will quench. The lost energy will be redistributed into the medium. Experimentally the soft scattered particles which carry the lost energy have been reconstructed via di-hadron angular correlations of charged particles and a hump structure on away side in di-hadron $ Delta phi$ correlation has been observed in central Au + Au collisions [1,2]. Some interpretations, such as Mach-cone shock wave and gluon Cherenkov-like radiation mechanism etc, have been proposed to explain the splitting behavior of the away side peaks. However, quantitative understanding of the experimental observation has yet to be established. In this work, we use a multi-phase transport (AMPT) model to make a detailed simulation for di-hadron or tri-hadron azimuthal correlation for central Au + Au collisions at dollars sqrt(s ( NN)) dollars =200 GeV. The hump structure on away side (we called Mach-like structure later) in the di-hadron and tri-hadron azimuthal correlations has been observed [3,4,5]. Furthermore, the time evolution of Mach-like structure is presented [6]. With the increasing of the lifetime of partonic matter, Mach-like structure develops by strong parton cascade process. Not only the splitting parameter but also the number of associated hadrons (dollarsN ( h) (assoc)dollars) increases with the lifetime of partonic matter and partonic interaction cross section. Both the explosion of dollarsN ( h) (assoc)dollars following the formation of Mach-like structure and the corresponding results of three-particle correlation support that a partonic Mach-like behavior can be produced by a collective coupling of partons because of the strong parton cascade mechanism. Therefore, the studies about Mach-like structure may give us some critical information

The intellectual quadrangle: Mach-Boltzmann-Planck-Einstein

International Nuclear Information System (INIS)

Broda, E.

1981-01-01

These four men were influential in the transition from classical to modern physics. They interacted as scientists, often antagonistically. Thus Boltzmann was the greatest champion of the atom, while Mach remained unconvinced all his life. As a aphysicist, Einstein was greatly influenced by both Mach and Boltzmann, although Mach in the end rejected relativity as well. Because of his work on statistical mechanics, fluctuations, and quantum theory, Einstein has been called the natural successor to Boltzmann. Planck also was influenced by Mach at first. Hence he and Boltzmann were adversaries antil Planck converted to atomistics in 1900 and used the statistical interpretation of entropy to establish his radiation law. Planck accepted relativity early, but in quantum theory he was for a long time partly opposed to Einstein, and vice versa - Einstein considered Planck's derivation of his radiation law as unsound, while Planck could not accept the light quantum. In the case of all four physicists, science was interwoven with philosophy. Boltzmann consistently fought Mach's positivism, while Planck and Einstein moved from positivism to realism. All were also, though in very different ways, actively interested in public affairs. (orig.)

LOW MACH NUMBER MODELING OF CONVECTION IN HELIUM SHELLS ON SUB-CHANDRASEKHAR WHITE DWARFS. II. BULK PROPERTIES OF SIMPLE MODELS

Energy Technology Data Exchange (ETDEWEB)

Jacobs, A. M.; Zingale, M. [Department of Physics and Astronomy, Stony Brook University, Stony Brook, NY 11794-3800 (United States); Nonaka, A.; Almgren, A. S.; Bell, J. B. [Center for Computational Sciences and Engineering, Lawrence Berkeley National Laboratory, Berkeley, CA 94720 (United States)

2016-08-10

The dynamics of helium shell convection driven by nuclear burning establish the conditions for runaway in the sub-Chandrasekhar-mass, double-detonation model for SNe Ia, as well as for a variety of other explosive phenomena. We explore these convection dynamics for a range of white dwarf core and helium shell masses in three dimensions using the low Mach number hydrodynamics code MAESTRO. We present calculations of the bulk properties of this evolution, including time-series evolution of global diagnostics, lateral averages of the 3D state, and the global 3D state. We find a variety of outcomes, including quasi-equilibrium, localized runaway, and convective runaway. Our results suggest that the double-detonation progenitor model is promising and that 3D dynamic convection plays a key role.

Comparison of Flight Measured, Predicted and Wind Tunnel Measured Winglet Characteristics on a KC-135 Aircraft

Science.gov (United States)

Dodson, R. O., Jr.

1982-01-01

One of the objectives of the KC-135 Winglet Flight Research and Demonstration Program was to obtain experimental flight test data to verify the theoretical and wind tunnel winglet aerodynamic performance prediction methods. Good agreement between analytic, wind tunnel and flight test performance was obtained when the known differences between the tests and analyses were accounted for. The flight test measured fuel mileage improvements for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The performance improvement obtained was within the wind tunnel test data obtained from two different wind tunnel models. The buffet boundary data obtained for the baseline configuration was in good agreement with previous established data. Buffet data for the 15 deg cant/-4 deg incidence configuration showed a slight improvement, while the 15 deg cant/-2 deg incidence and 0 deg cant/-4 deg incidence data showed a slight deterioration.

A Transonic Wind-Tunnel Investigation of a Seaplane Configuration having a 40 Deg Sweptback Wing, TED No. NACA DE 387

Science.gov (United States)

Hieser, Gerald; Kudlacik, Louis; Gray, W. H.

1956-01-01

During the course of an aerodynamic loads investigation of a model of the Martin XP6M-1 flying boat in the.Langley 16-foot transonic tunnel, longitudinal-aerodynamic-performance information was obtained. Data were obtained at speeds up to and exceeding those anticipated for the seaplane in level flight and included the Mach number range from 0.84. to 1.09. The angle of attack was varied from -2deg to 6deg and the average Reynolds number, based on wing mean aerodyn&ic chord, was about 3.7 x 10(exp 6). This seaplane, although not designed to maintain level flight at Mach numbers beyond the force break, was found to have a transonic drag-rise coefficient of 0.0728, with an accompanying drag-rise Mach number of about 0.85. A large portion of the.drag rise and the relatively low value of drag-rise Mach number result from the axial coincidence of the maximum areas of the principal airplane components.

Reduction environmental effects of civil aircraft through multi-objective flight plan optimisation

International Nuclear Information System (INIS)

Lee, D S; Gonzalez, L F; Walker, R; Periaux, J; Onate, E

2010-01-01

With rising environmental alarm, the reduction of critical aircraft emissions including carbon dioxides (CO 2 ) and nitrogen oxides (NO x ) is one of most important aeronautical problems. There can be many possible attempts to solve such problem by designing new wing/aircraft shape, new efficient engine, etc. The paper rather provides a set of acceptable flight plans as a first step besides replacing current aircrafts. The paper investigates a green aircraft design optimisation in terms of aircraft range, mission fuel weight (CO 2 ) and NO x using advanced Evolutionary Algorithms coupled to flight optimisation system software. Two multi-objective design optimisations are conducted to find the best set of flight plans for current aircrafts considering discretised altitude and Mach numbers without designing aircraft shape and engine types. The objectives of first optimisation are to maximise range of aircraft while minimising NO x with constant mission fuel weight. The second optimisation considers minimisation of mission fuel weight and NO x with fixed aircraft range. Numerical results show that the method is able to capture a set of useful trade-offs that reduce NO x and CO 2 (minimum mission fuel weight).

Krypton tagging velocimetry in a turbulent Mach 2.7 boundary layer

Science.gov (United States)

Zahradka, D.; Parziale, N. J.; Smith, M. S.; Marineau, E. C.

2016-05-01

The krypton tagging velocimetry (KTV) technique is applied to the turbulent boundary layer on the wall of the "Mach 3 Calibration Tunnel" at Arnold Engineering Development Complex (AEDC) White Oak. Profiles of velocity were measured with KTV and Pitot-pressure probes in the Mach 2.7 turbulent boundary layer comprised of 99 % {N}2/1 % Kr at momentum-thickness Reynolds numbers of {Re}_{\\varTheta }= 800, 1400, and 2400. Agreement between the KTV- and Pitot-derived velocity profiles is excellent. The KTV and Pitot velocity data follow the law of the wall in the logarithmic region with application of the Van Driest I transformation. The velocity data are analyzed in the outer region of the boundary layer with the law of the wake and a velocity-defect law. KTV-derived streamwise velocity fluctuation measurements are reported and are consistent with data from the literature. To enable near-wall measurement with KTV (y/δ ≈ 0.1-0.2), an 800-nm longpass filter was used to block the 760.2-nm read-laser pulse. With the longpass filter, the 819.0-nm emission from the re-excited Kr can be imaged to track the displacement of the metastable tracer without imaging the reflection and scatter from the read-laser off of solid surfaces. To operate the Mach 3 AEDC Calibration Tunnel at several discrete unit Reynolds numbers, a modification was required and is described herein.

In-stream measurements of combustion during Mach 5 to 7 tests of the Hypersonic Research Engine (HRE)

Science.gov (United States)

Lezberg, Erwin A.; Metzler, Allen J.; Pack, William D.

1993-01-01

Results of in-stream combustion measurements taken during Mach 5 to 7 true simulation testing of the Hypersonic Research Engine/Aerothermodynamic Integration Model (HRE/AIM) are presented. These results, the instrumentation techniques, and configuration changes to the engine installation that were required to test this model are described. In test runs at facility Mach numbers of 5 to 7, an exhaust instrumentation ring which formed an extension of the engine exhaust nozzle shroud provided diagnostic measurements at 10 circumferential locations in the HRE combustor exit plane. The measurements included static and pitot pressures using conventional conical probes, combustion gas temperatures from cooled-gas pyrometer probes, and species concentration from analysis of combustion gas samples. Results showed considerable circumferential variation, indicating that efficiency losses were due to nonuniform fuel distribution or incomplete mixing. Results using the Mach 7 facility nozzle but with Mach 6 temperature simulation, 1590 to 1670 K, showed indications of incomplete combustion. Nitric oxide measurements at the combustor exit peaked at 2000 ppmv for stoichiometric combustion at Mach 6.

Effect of finite cavity width on flow oscillation in a low-Mach-number cavity flow

Energy Technology Data Exchange (ETDEWEB)

Zhang, Ke; Naguib, Ahmed M. [Michigan State University, East Lansing, MI (United States)

2011-11-15

The current study is focused on examining the effect of the cavity width and side walls on the self-sustained oscillation in a low Mach number cavity flow with a turbulent boundary layer at separation. An axisymmetric cavity geometry is employed in order to provide a reference condition that is free from any side-wall influence, which is not possible to obtain with a rectangular cavity. The cavity could then be partially filled to form finite-width geometry. The unsteady surface pressure is measured using microphone arrays that are deployed on the cavity floor along the streamwise direction and on the downstream wall along the azimuthal direction. In addition, velocity measurements using two-component Laser Doppler Anemometer are performed simultaneously with the array measurements in different azimuthal planes. The compiled data sets are used to investigate the evolution of the coherent structures generating the pressure oscillation in the cavity using linear stochastic estimation of the velocity field based on the wall-pressure signature on the cavity end wall. The results lead to the discovery of pronounced harmonic pressure oscillations near the cavity's side walls. These oscillations, which are absent in the axisymmetric cavity, are linked to the establishment of a secondary mean streamwise circulating flow pattern near the side walls and the interaction of this secondary flow with the shear layer above the cavity. (orig.)

F-8 SCW in flight

Science.gov (United States)

1973-01-01

A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing in place of the conventional wing. The unique design of the Supercritical Wing (SCW) reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph a Vought F-8A Crusader is shown being used as a flying testbed for an experimental Supercritical Wing airfoil. The smooth fairing of the fiberglass glove with the wing is illustrated in this view. This is the configuration of the F-8 SCW aircraft late in the program. The SCW team fitted the fuselage with bulges fore and aft of the wings. This was similar to the proposed shape of a near-sonic airliner. Both the SCW airfoil and the bulged-fuselage design were optimal for cruise at Mach 0.98. Dr. Whitcomb (designer of the SCW) had previously spent about four years working on supersonic transport designs. He concluded that these were impractical due to their high operating costs. The high drag at speeds above Mach 1 resulted in greatly increased costs. Following the fuel-price rises caused by the October 1973 oil embargo, airlines lost interest in near-sonic transports. Rather, they wanted a design that would have lower fuel consumption. Dr. Whitcomb developed a modified supercritical-wing shape that provided higher lift-to-drag ratios at the same speeds. He did this by using thicker airfoil sections and a reduced wing sweepback. This resulted in an increased aspect ratio without an increase in wing weight. In the three decades since the F-8 SCW flew, the use of such airfoils has become common. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the

Laser-driven Mach waves for gigabar-range shock experiments

Science.gov (United States)

Swift, Damian; Lazicki, Amy; Coppari, Federica; Saunders, Alison; Nilsen, Joseph

2017-10-01

Mach reflection offers possibilities for generating planar, supported shocks at higher pressures than are practical even with laser ablation. We have studied the formation of Mach waves by algebraic solution and hydrocode simulation for drive pressures at much than reported previously, and for realistic equations of state. We predict that Mach reflection continues to occur as the drive pressure increases, and the pressure enhancement increases monotonically with drive pressure even though the ``enhancement spike'' characteristic of low-pressure Mach waves disappears. The growth angle also increases monotonically with pressure, so a higher drive pressure seems always to be an advantage. However, there are conditions where the Mach wave is perturbed by reflections. We have performed trial experiments at the Omega facility, using a laser-heated halfraum to induce a Mach wave in a polystyrene cone. Pulse length and energy limitations meant that the drive was not maintained long enough to fully support the shock, but the results indicated a Mach wave of 25-30 TPa from a drive pressure of 5-6 TPa, consistent with simulations. A similar configuration should be tested at the NIF, and a Z-pinch driven configuration may be possible. This work was performed under the auspices of the U.S. Department of Energy by Lawrence Livermore National Laboratory under Contract DE-AC52-07NA27344.

Assessment of CFD Hypersonic Turbulent Heating Rates for Space Shuttle Orbiter

Science.gov (United States)

Wood, William A.; Oliver, A. Brandon

2011-01-01

Turbulent CFD codes are assessed for the prediction of convective heat transfer rates at turbulent, hypersonic conditions. Algebraic turbulence models are used within the DPLR and LAURA CFD codes. The benchmark heat transfer rates are derived from thermocouple measurements of the Space Shuttle orbiter Discovery windward tiles during the STS-119 and STS-128 entries. The thermocouples were located underneath the reaction-cured glass coating on the thermal protection tiles. Boundary layer transition flight experiments conducted during both of those entries promoted turbulent flow at unusually high Mach numbers, with the present analysis considering Mach 10{15. Similar prior comparisons of CFD predictions directly to the flight temperature measurements were unsatisfactory, showing diverging trends between prediction and measurement for Mach numbers greater than 11. In the prior work, surface temperatures and convective heat transfer rates had been assumed to be in radiative equilibrium. The present work employs a one-dimensional time-accurate conduction analysis to relate measured temperatures to surface heat transfer rates, removing heat soak lag from the flight data, in order to better assess the predictive accuracy of the numerical models. The turbulent CFD shows good agreement for turbulent fuselage flow up to Mach 13. But on the wing in the wake of the boundary layer trip, the inclusion of tile conduction effects does not explain the prior observed discrepancy in trends between simulation and experiment; the flight heat transfer measurements are roughly constant over Mach 11-15, versus an increasing trend with Mach number from the CFD.

About the parametric interplay between ionic mach number, body-size, and satellite potential in determining the ion depletion in the wake of the S3-2 Satellite

International Nuclear Information System (INIS)

Samir, U.; Wildman, P.J.; Rich, F.; Brinton, H.C.; Sagalyn, R.C.

1981-01-01

Measurements of ion current, electron temperature, and density and values of satellite potential from the U.S. Air Force Satellite S3-2 together with ion composition measurements from the Atmosphere Explorer (AE-E) satellite were used to examine the variation of the ratio α = [I/sub +/(wake)]/[I/sub +/(ambient)] (where I/sub +/ is the ion current) with altitude and to examine the significance of the parametric interplay between ionic Mach number, normalized body size R/sub D/( = R0/lambda/sub D/, where R 0 is the satellite radius and lambda/sub D/ is the ambient debye length) and normalized body potenital phi/sub N/( = ephis/KT/sub e/, where phi/sub s/ is the satellite potential, T/sub e/ is the electron temperature, and e and K are constants). It was possible to separate between the influence of R/sub D/ and phi/sub N/ on α for a specific range parameters. Uncertainty, however, remains regarding the competiton between R/sub D/ and S(H + ) and S(O + ) are oxygen and hydrogen ionic Mach numbers, respectively) in determining the ion distribution in the nearest vicincity to the satellite surface. A brief discussion relevant to future experiments in the area of body plasma flow interactions to be conducted on board the Shuttle/Spacelab facility, is also included

The HYTHIRM Project: Flight Thermography of the Space Shuttle During the Hypersonic Re-entry

Science.gov (United States)

Horvath, Thomas J.; Tomek, Deborah M.; Berger, Karen T.; Zalameda, Joseph N.; Splinter, Scott C.; Krasa, Paul W.; Schwartz, Richard J.; Gibson, David M.; Tietjen, Alan B.; Tack, Steve

2010-01-01

This report describes a NASA Langley led endeavor sponsored by the NASA Engineering Safety Center, the Space Shuttle Program Office and the NASA Aeronautics Research Mission Directorate to demonstrate a quantitative thermal imaging capability. A background and an overview of several multidisciplinary efforts that culminated in the acquisition of high resolution calibrated infrared imagery of the Space Shuttle during hypervelocity atmospheric entry is presented. The successful collection of thermal data has demonstrated the feasibility of obtaining remote high-resolution infrared imagery during hypersonic flight for the accurate measurement of surface temperature. To maximize science and engineering return, the acquisition of quantitative thermal imagery and capability demonstration was targeted towards three recent Shuttle flights - two of which involved flight experiments flown on Discovery. In coordination with these two Shuttle flight experiments, a US Navy NP-3D aircraft was flown between 26-41 nautical miles below Discovery and remotely monitored surface temperature of the Orbiter at Mach 8.4 (STS-119) and Mach 14.7 (STS-128) using a long-range infrared optical package referred to as Cast Glance. This same Navy aircraft successfully monitored the Orbiter Atlantis traveling at approximately Mach 14.3 during its return from the successful Hubble repair mission (STS-125). The purpose of this paper is to describe the systematic approach used by the Hypersonic Thermodynamic Infrared Measurements team to develop and implement a set of mission planning tools designed to establish confidence in the ability of an imaging platform to reliably acquire, track and return global quantitative surface temperatures of the Shuttle during entry. The mission planning tools included a pre-flight capability to predict the infrared signature of the Shuttle. Such tools permitted optimization of the hardware configuration to increase signal-to-noise and to maximize the available

Performance, Stability, and Control Investigation at Mach Numbers from 0.60 to 1.05 of a Model of the "Swallow" with Outer Wing Panels Swept 75 degree with and without Power Simulations

Science.gov (United States)

Schmeer, James W.; Cassetti, Marlowe D.

1960-01-01

An investigation of the performance, stability, and control characteristics of a variable-sweep arrow-wing model with the outer wing panels swept 75 deg. has been conducted in the Langley 16-foot transonic tunnel. Four outboard engines located above and below the wing provided propulsive thrust, and, by deflecting in the pitch direction and rotating in the lateral plane, also produced control forces. The engine nacelles incorporated swept lateral and vertical fins for aerodynamic stability and control. Jet-off data were obtained with flow-through nacelles, simulating inlet flow; jet thrust and hot-jet interference effects were obtained with faired-nose nacelles housing hydrogen peroxide gas generators. Six-component force and moment data were obtained at Mach numbers from 0.60 to 1.05 through a range of angles of attack and angles of side-slip. Control characteristics were obtained by deflecting the nacelle-fin combinations as elevators, rudders, and ailerons at several fixed angles for each control. The results indicate that the basic wing-body configuration becomes neutrally stable or unstable at a lift coefficient of 0.15; addition of nacelles with fins delayed instability to a lift coefficient of 0.30. Addition of nacelles to the wing-body configuration increased minimum drag from 0.0058 to 0.0100 at a Mach number of 0.60 and from 0.0080 to 0.0190 at a Mach number of 1.05 with corresponding reductions in maximum lift-drag ratio of 12 percent and 33 percent, respectively. The nacelle-fin combinations were ineffective as longitudinal controls but were adequate as directional and lateral controls. The model with nacelles and fins was directionally and laterally stable; the stability generally increased with increasing lift. Jet interference effects on stability and control characteristics were small but the adverse effects on drag were greater than would be expected for isolated nacelles.

Characteristics of the mach disk in the underexpanded jet in which the back pressure continuously changes with time

Science.gov (United States)

Irie, T.; Yasunobu, T.; Kashimura, H.; Setoguchi, T.

2003-05-01

When the high-pressure gas is exhausted to the vacuum chamber from the nozzle, the underexpanded supersonic jet contained with the Mach disk is generally formed. The eventual purpose of this study is to clarify the unsteady phenomenon of the underexpanded free jet when the back pressure continuously changes with time. The characteristic of the Mach disk has been clarified in consideration of the diameter and position of it by the numerical analysis in this paper. The sonic jet of the exit Mach number Me=1 is assumed and the axisymmetric conservational equation is solved by the TVD method in the numerical calculation. The diameter and position of the Mach disk differs with the results of a steady jet and the influence on the continuously changing of the back pressure is evidenced from the comparison with the case of steady supersonic jet.

Transonic Aerodynamic Characteristics of a Wing-Body Combination having a 52.5 deg Sweptback Wing of Aspect Ratio 3 with Conical Camber and Designed for a Mach Number of the Square Root of 2

Science.gov (United States)

Igoe, William B.; Re, Richard J.; Cassetti, Marlowe

1961-01-01

An investigation has been made of the effects of conical wing camber and supersonic body indentation on the aerodynamic characteristics of a wing-body configuration at transonic speeds. Wing aspect ratio was 3.0, taper ratio was 0.1, and quarter-chord line sweepback was 52.5 deg with airfoil sections of 0.03 thickness ratio. The tests were conducted in the Langley 16-foot transonic tunnel at various Mach numbers from 0.80 to 1.05 at angles of attack from -4 deg to 14 deg. The cambered-wing configuration achieved higher lift-drag ratios than a similar plane-wing configuration. The camber also reduced the effects of wing-tip flow separation on the aerodynamic characteristics. In general, no stability or trim changes below wing-tip flow separation resulted from the use of camber. The use of supersonic body indentation improved the lift-drag ratios at Mach numbers from 0.96 to 1.05.

Mach's predictions and relativistic cosmology

International Nuclear Information System (INIS)

Heller, M.

1989-01-01

Deep methodological insight of Ernst Mach into the structure of the Newtonian mechanics allowed him to ask questions, the importance of which can be appreciated only today. Three such Mach's ''predictions'' are briefly presented, namely: the possibility of the existence of an allpervading medium which could serve as an universal frame of reference and which has actually been discovered in the form of the microwave background radiation, a certain ''smoothness'' of the Universe which is now recognized as the Robertson-Walker symmetries and the possibility of the experimental verification of the mass anisotropy. 11 refs. (author)

Flight Management System Execution of Idle-Thrust Descents in Operations

Science.gov (United States)

Stell, Laurel L.

2011-01-01

To enable arriving aircraft to fly optimized descents computed by the flight management system (FMS) in congested airspace, ground automation must accurately predict descent trajectories. To support development of the trajectory predictor and its error models, commercial flights executed idle-thrust descents, and the recorded data includes the target speed profile and FMS intent trajectories. The FMS computes the intended descent path assuming idle thrust after top of descent (TOD), and any intervention by the controllers that alters the FMS execution of the descent is recorded so that such flights are discarded from the analysis. The horizontal flight path, cruise and meter fix altitudes, and actual TOD location are extracted from the radar data. Using more than 60 descents in Boeing 777 aircraft, the actual speeds are compared to the intended descent speed profile. In addition, three aspects of the accuracy of the FMS intent trajectory are analyzed: the meter fix crossing time, the TOD location, and the altitude at the meter fix. The actual TOD location is within 5 nmi of the intent location for over 95% of the descents. Roughly 90% of the time, the airspeed is within 0.01 of the target Mach number and within 10 KCAS of the target descent CAS, but the meter fix crossing time is only within 50 sec of the time computed by the FMS. Overall, the aircraft seem to be executing the descents as intended by the designers of the onboard automation.

Measurements of flows in the DIII-D divertor by Mach probes

International Nuclear Information System (INIS)

Boedo, J.A.; Lehmer, R.; Moyer, R.A.; Watkins, J.G.; Porter, G.D.; Evans, T.E.; Leonard, A.W.; Schaffer, M.J.

1998-06-01

First measurements of Mach number of background plasma in the DIII-D divertor are presented in conjunction with temperature T e and density n e using a fast scanning probe array. To validate the probe measurements, the authors compared the T e , n e and J sat data to Thomson scattering data and find good overall agreement in attached discharges and some discrepancy for T e and n e in detached discharges. The discrepancy is mostly due to the effect of large fluctuations present during detached plasmas on the probe characteristic; the particle flux is accurately measured in every case. A composite 2-D map of measured flows is presented for an ELMing H-mode discharge and they focus on some of the details. They have also documented the temperature, density and Mach number in the private flux region of the divertor and the vicinity of the X-point, which are important transition regions that have been little studied or modeled. Background parallel plasma flows and electric fields in the divertor region show a complex structure

Untitled

Indian Academy of Sciences (India)

approximately 14.7km (Reddy & Viswanath 1977). The corresponding flight conditions are Mach number 3.66 and velocity 1.08 km/s, Reynolds number 15.5 x 10m and total temperature of 800 K. Hence heat transferrates were measured in the HST1 tunnel at Mach numbers 4.0 and 5.5, with Reynolds number varying in the ...

Flight Investigation to Determine the Effect of Jet Exhaust on Drag, Trim Characteristics, and Afterbody Pressures of a 0.125-Scale Rocket Model of the Mcdonnell F-101A Airplane

Science.gov (United States)

Kennedy, Thomas L.

1956-01-01

A flight investigation was conducted to determine the effect of jet exhaust on the drag, trim characteristics, and afterbody pressures on a 0.125-scale rocket model of the McDonnell F-101A airplance. Power-off data were obtained over a Mach number range of 1.04 to 1.9 and power-on data were obtained at a Mach number of about 1.5. The data indicated that with power-on the change in external drag coefficient was within the data accuracy and there was a decrease in trim angle of attack of 1.27 degrees with a corresponding decrease of 0.07 in lift coefficient. Correspondingly, pressure coefficients on the side and bottom of the fuselage indicated a positive increment near the jet exit. As the distance downstream of the jet exit increased, the increment on the bottom of the fuselage increased, whereas the increments on the side decreased to a negative peak.

Development of a Boundary Layer Property Interpolation Tool in Support of Orbiter Return To Flight

Science.gov (United States)

Greene, Francis A.; Hamilton, H. Harris

2006-01-01

A new tool was developed to predict the boundary layer quantities required by several physics-based predictive/analytic methods that assess damaged Orbiter tile. This new tool, the Boundary Layer Property Prediction (BLPROP) tool, supplies boundary layer values used in correlations that determine boundary layer transition onset and surface heating-rate augmentation/attenuation factors inside tile gouges (i.e. cavities). BLPROP interpolates through a database of computed solutions and provides boundary layer and wall data (delta, theta, Re(sub theta)/M(sub e), Re(sub theta)/M(sub e), Re(sub theta), P(sub w), and q(sub w)) based on user input surface location and free stream conditions. Surface locations are limited to the Orbiter s windward surface. Constructed using predictions from an inviscid w/boundary-layer method and benchmark viscous CFD, the computed database covers the hypersonic continuum flight regime based on two reference flight trajectories. First-order one-dimensional Lagrange interpolation accounts for Mach number and angle-of-attack variations, whereas non-dimensional normalization accounts for differences between the reference and input Reynolds number. Employing the same computational methods used to construct the database, solutions at other trajectory points taken from previous STS flights were computed: these results validate the BLPROP algorithm. Percentage differences between interpolated and computed values are presented and are used to establish the level of uncertainty of the new tool.

Comparison of analysis and flight test data for a drone aircraft with active flutter suppression

Science.gov (United States)

Newsom, J. R.; Pototzky, A. S.

1981-01-01

A drone aircraft equipped with an active flutter suppression system is considered with emphasis on the comparison of modal dampings and frequencies as a function of Mach number. Results are presented for both symmetric and antisymmetric motion with flutter suppression off. Only symmetric results are given for flutter suppression on. Frequency response functions of the vehicle are presented from both flight test data and analysis. The analysis correlation is improved by using an empirical aerodynamic correction factor which is proportional to the ratio of experimental to analytical steady-state lift curve slope. The mathematical models are included and existing analytical techniques are described as well as an alternative analytical technique for obtaining closed-loop results.

A modification to linearized theory for prediction of pressure loadings on lifting surfaces at high supersonic Mach numbers and large angles of attack

Science.gov (United States)

Carlson, H. W.

1979-01-01

A new linearized-theory pressure-coefficient formulation was studied. The new formulation is intended to provide more accurate estimates of detailed pressure loadings for improved stability analysis and for analysis of critical structural design conditions. The approach is based on the use of oblique-shock and Prandtl-Meyer expansion relationships for accurate representation of the variation of pressures with surface slopes in two-dimensional flow and linearized-theory perturbation velocities for evaluation of local three-dimensional aerodynamic interference effects. The applicability and limitations of the modification to linearized theory are illustrated through comparisons with experimental pressure distributions for delta wings covering a Mach number range from 1.45 to 4.60 and angles of attack from 0 to 25 degrees.

A pressure-based semi-implicit space-time discontinuous Galerkin method on staggered unstructured meshes for the solution of the compressible Navier-Stokes equations at all Mach numbers

Science.gov (United States)

Tavelli, Maurizio; Dumbser, Michael

2017-07-01

We propose a new arbitrary high order accurate semi-implicit space-time discontinuous Galerkin (DG) method for the solution of the two and three dimensional compressible Euler and Navier-Stokes equations on staggered unstructured curved meshes. The method is pressure-based and semi-implicit and is able to deal with all Mach number flows. The new DG scheme extends the seminal ideas outlined in [1], where a second order semi-implicit finite volume method for the solution of the compressible Navier-Stokes equations with a general equation of state was introduced on staggered Cartesian grids. Regarding the high order extension we follow [2], where a staggered space-time DG scheme for the incompressible Navier-Stokes equations was presented. In our scheme, the discrete pressure is defined on the primal grid, while the discrete velocity field and the density are defined on a face-based staggered dual grid. Then, the mass conservation equation, as well as the nonlinear convective terms in the momentum equation and the transport of kinetic energy in the energy equation are discretized explicitly, while the pressure terms appearing in the momentum and energy equation are discretized implicitly. Formal substitution of the discrete momentum equation into the total energy conservation equation yields a linear system for only one unknown, namely the scalar pressure. Here the equation of state is assumed linear with respect to the pressure. The enthalpy and the kinetic energy are taken explicitly and are then updated using a simple Picard procedure. Thanks to the use of a staggered grid, the final pressure system is a very sparse block five-point system for three dimensional problems and it is a block four-point system in the two dimensional case. Furthermore, for high order in space and piecewise constant polynomials in time, the system is observed to be symmetric and positive definite. This allows to use fast linear solvers such as the conjugate gradient (CG) method. In

An Entry Flight Controls Analysis for a Reusable Launch Vehicle

Science.gov (United States)

Calhoun, Philip

2000-01-01

The NASA Langley Research Center has been performing studies to address the feasibility of various single-stage to orbit concepts for use by NASA and the commercial launch industry to provide a lower cost access to space. Some work on the conceptual design of a typical lifting body concept vehicle, designated VentureStar(sup TM) has been conducted in cooperation with the Lockheed Martin Skunk Works. This paper will address the results of a preliminary flight controls assessment of this vehicle concept during the atmospheric entry phase of flight. The work includes control analysis from hypersonic flight at the atmospheric entry through supersonic speeds to final approach and landing at subsonic conditions. The requirements of the flight control effectors are determined over the full range of entry vehicle Mach number conditions. The analysis was performed for a typical maximum crossrange entry trajectory utilizing angle of attack to limit entry heating and providing for energy management, and bank angle to modulation of the lift vector to provide downrange and crossrange capability to fly the vehicle to a specified landing site. Sensitivity of the vehicle open and closed loop characteristics to CG location, control surface mixing strategy and wind gusts are included in the results. An alternative control surface mixing strategy utilizing a reverse aileron technique demonstrated a significant reduction in RCS torque and fuel required to perform bank maneuvers during entry. The results of the control analysis revealed challenges for an early vehicle configuration in the areas of hypersonic pitch trim and subsonic longitudinal controllability.

Dual-Mode Combustor

Science.gov (United States)

Trefny, Charles J (Inventor); Dippold, Vance F (Inventor)

2013-01-01

A new dual-mode ramjet combustor used for operation over a wide flight Mach number range is described. Subsonic combustion mode is usable to lower flight Mach numbers than current dual-mode scramjets. High speed mode is characterized by supersonic combustion in a free-jet that traverses the subsonic combustion chamber to a variable nozzle throat. Although a variable combustor exit aperture is required, the need for fuel staging to accommodate the combustion process is eliminated. Local heating from shock-boundary-layer interactions on combustor walls is also eliminated.

A non-conformal finite element/finite volume scheme for the non-structured grid-based approximation of low Mach number flows; Un schema elements finis non-conformes/volumes finis pour l'approximation en maillages non-structures des ecoulements a faible nombre de Mach

Energy Technology Data Exchange (ETDEWEB)

Ansanay-Alex, G.

2009-06-17

The development of simulation codes aimed at a precise simulation of fires requires a precise approach of flame front phenomena by using very fine grids. The need to take different spatial scale into consideration leads to a local grid refinement and to a discretization with homogeneous grid for computing time and memory purposes. The author reports the approximation of the non-linear convection term, the scalar advection-diffusion in finite volumes, numerical simulations of a flow in a bent tube, of a three-dimensional laminar flame and of a low Mach number an-isotherm flow. Non conformal finite elements are also presented (Rannacher-Turek and Crouzeix-Raviart elements)

Measured Sonic Boom Signatures Above and Below the XB-70 Airplane Flying at Mach 1.5 and 37,000 Feet

Science.gov (United States)

Maglieri, Domenic J.; Henderson, Herbert R.; Tinetti, Ana F.

2011-01-01

During the 1966-67 Edwards Air Force Base (EAFB) National Sonic Boom Evaluation Program, a series of in-flight flow-field measurements were made above and below the USAF XB-70 using an instrumented NASA F-104 aircraft with a specially designed nose probe. These were accomplished in the three XB-70 flights at about Mach 1.5 at about 37,000 ft. and gross weights of about 350,000 lbs. Six supersonic passes with the F-104 probe aircraft were made through the XB-70 shock flow-field; one above and five below the XB-70. Separation distances ranged from about 3000 ft. above and 7000 ft. to the side of the XB-70 and about 2000 ft. and 5000 ft. below the XB-70. Complex near-field "sawtooth-type" signatures were observed in all cases. At ground level, the XB-70 shock waves had not coalesced into the two-shock classical sonic boom N-wave signature, but contained three shocks. Included in this report is a description of the generating and probe airplanes, the in-flight and ground pressure measuring instrumentation, the flight test procedure and aircraft positioning, surface and upper air weather observations, and the six in-flight pressure signatures from the three flights.

Working with Instruments: Ernst Mach as Material Epistemologist, a Short Introduction.

Science.gov (United States)

Hoffmann, Christoph; Métraux, Alexandre

2016-12-01

With the death of Ernst Mach on February 19, 1916, one day after his seventy-eighth birthday, a question finally became explicit that had been looming for some time. It was as simple as it was fundamental: who, in the end, was this man, a scientist or a philosopher? The importance of this question for contemporaries can easily be gleaned from the obituaries that appeared in the weeks following Mach's death: one in the Physikalische Zeitschrift, written by Albert Einstein, and another in the Archiv für die Geschichte der Philosophie, written by Mach's former student Heinrich Gomperz. They both addressed this critical issue in plain words. Einstein stressed that Mach "was not a philosopher who chose the natural sciences as the object of his speculation, but a many-sided, interested, diligent scientist who also took visible pleasure in detailed questions outside the burning issues of general interest" (Einstein 1916, 104; translation cited in Blackmore 1992, 158). Gomperz in turn first emphasized the great loss science had experienced with Mach's death, asking subsequently whether "the suffering science is physics or philosophy?" (Gomperz 1916, 321). His answer broadly followed Einstein's conclusion; relying on Mach's own words, he reminded his readers that Mach never claimed to be a philosopher, but merely was looking for a viewpoint that transcended the disciplinary constraints of particular scientific activities.

Pitot pressure measurements in flow fields behind circular-arc nozzles with exhaust jets at subsonic free-stream Mach numbers. [langley 16 foot transonic tunnel

Science.gov (United States)

Mason, M. L.; Putnam, L. E.

1979-01-01

The flow field behind a circular arc nozzle with exhaust jet was studied at subsonic free stream Mach numbers. A conical probe was used to measure the pitot pressure in the jet and free stream regions. Pressure data were recorded for two nozzle configurations at nozzle pressure ratios of 2.0, 2.9, and 5.0. At each set of test conditions, the probe was traversed from the jet center line into the free stream region at seven data acquisition stations. The survey began at the nozzle exit and extended downstream at intervals. The pitot pressure data may be applied to the evaluation of computational flow field models, as illustrated by a comparison of the flow field data with results of inviscid jet plume theory.

Altitude Performance Characteristics of Tail-pipe Burner with Convergingconical Burner Section on J47 Turbojet Engine

Science.gov (United States)

Prince, William R; Mcaulay, John E

1950-01-01

An investigation of turbojet-engine thrust augmentation by means of tail-pipe burning was conducted in the NACA Lewis altitude wind tunnel. Performance data were obtained with a tail-pipe burner having a converging conical burner section installed on an axial-flow-compressor type turbojet engine over a range of simulated flight conditions and tail-pipe fuel-air ratios with a fixed-area exhaust nozzle. A maximum tail-pipe combustion efficiency of 0.86 was obtained at an altitude of 15,000 feet and a flight Mach number of 0.23. Tail-pipe burner operation was possible up to an altitude of 45,000 feet at a flight Mach number of 0.23.

[Investigation of Empiricism. On Ernst Mach's Conception of the Thought Experiment].

Science.gov (United States)

Krauthausen, Karin

2015-03-01

Investigation of Empiricism. On Ernst Mach's Conception of the Thought Experiment. The paper argues that Ernst Mach's conception of the thought experiment from 1897/1905 holds a singular position in the lively discussions and repeated theorizations that have continued up to the present in relation to this procedure. Mach derives the thought experiment from scientific practice, and does not oppose it to the physical experiment, but, on the contrary, endows it with a robust relation to the facts. For Mach, the thought experiment is a reliable means of determining empiricism, and at the same time a real, because open and unbiased, experimenting. To shed light on this approach, the paper carries out a close reading of the relevant texts in Mach's body of writings (in their different stages of revision) and proceeds in three steps: first, Mach's processual understanding of science will be presented, which also characterizes his research and publication practice (I. 'Aperçu' and 'Sketch'. Science as Process and Projection); then in a second step the physiological and biological justification and valorization of memory and association will be examined with which Mach limits the relevance of categories such as consciousness and will (II. The Biology of Consciousness. Or The Polyp Colony); against this background, thirdly, the specific empiricism can be revealed that Mach inscribes into the thought experiment by on the one hand founding it in the memory and association, and on the other by tracing it back to geometry, which he deploys as an experimenting oriented to experience (III. Thinking and Experience. The Thought Experiment). © 2015 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

A fast spatial scanning combination emissive and mach probe for edge plasma diagnosis

International Nuclear Information System (INIS)

Lehmer, R.D.; LaBombard, B.; Conn, R.W.

1989-04-01

A fast spatially scanning emissive and mach probe has been developed for the measurement of plasma profiles in the PISCES facility at UCLA. A pneumatic cylinder is used to drive a multiple tip probe along a 15cm stroke in less than 400msec, giving single shot profiles while limiting power deposition to the probe. A differentially pumped sliding O-ring seal allows the probe to be moved between shots to infer two and three dimensional profiles. The probe system has been used to investigate the plasma potential, density, and parallel mach number profiles of the presheath induced by a wall surface and scrape-off-layer profile modifications in biased limiter simulation experiments. Details of the hardware, data acquisition electronics, and tests of probe reliability are discussed. 30 refs., 24 figs

Flight calibration of compensated and uncompensated pitot-static airspeed probes and application of the probes to supersonic cruise vehicles

Science.gov (United States)

Webb, L. D.; Washington, H. P.

1972-01-01

Static pressure position error calibrations for a compensated and an uncompensated XB-70 nose boom pitot static probe were obtained in flight. The methods (Pacer, acceleration-deceleration, and total temperature) used to obtain the position errors over a Mach number range from 0.5 to 3.0 and an altitude range from 25,000 feet to 70,000 feet are discussed. The error calibrations are compared with the position error determined from wind tunnel tests, theoretical analysis, and a standard NACA pitot static probe. Factors which influence position errors, such as angle of attack, Reynolds number, probe tip geometry, static orifice location, and probe shape, are discussed. Also included are examples showing how the uncertainties caused by position errors can affect the inlet controls and vertical altitude separation of a supersonic transport.

Role of Air-Breathing Pulse Detonation Engines in High Speed Propulsion

Science.gov (United States)

Povinelli, Louis A.; Lee, Jin-Ho; Anderberg, Michael O.

2001-01-01

In this paper, the effect of flight Mach number on the relative performance of pulse detonation engines and gas turbine engines is investigated. The effect of ram and mechanical compression on combustion inlet temperature and the subsequent sensible heat release is determined. Comparison of specific thrust, fuel consumption and impulse for the two engines show the relative benefits over the Mach number range.

Linear and nonlinear development of controlled disturbances in the supersonic boundary layer on a swept wing at Mach 2.5

International Nuclear Information System (INIS)

Kolosov, G L; Kosinov, A D

2016-01-01

Experimental data on the linear and nonlinear wave train development in 3D supersonic boundary layer over a 45° swept-wing at Mach number 2.5 are presented. Travelling artificial disturbances were introduced in the boundary layer by periodical glow discharge at frequencies 10 and 20 kHz. The spatial-temporal and spectral-wave characteristics of the wave train of unstable disturbances in the linear region are obtained. It is shown that the additional peaks in β '-spectra arise for both subharmonic and fundamental frequencies. The experiments indicate the presence of subharmonic resonance mechanism in 3D boundary layer at Mach number 2.5. (paper)

Closed-loop fault detection for full-envelope flight vehicle with measurement delays

Directory of Open Access Journals (Sweden)

Wang Zhaolei

2015-06-01

Full Text Available A closed-loop fault detection problem is investigated for the full-envelope flight vehicle with measurement delays, where the flight dynamics are modeled as a switched system with delayed feedback signals. The mode-dependent observer-based fault detection filters and state estimation feedback controllers are derived by considering the delays’ impact on the control system and fault detection system simultaneously. Then, considering updating lags of the controllers/filters’ switching signals which are introduced by the delayed measurement of altitude and Mach number, an asynchronous H∞ analysis method is proposed and the system model is further augmented to be an asynchronously switched time-delay system. Also, the global stability and desired performance of the augmented system are guaranteed by combining the switched delay-dependent Lyapunov–Krasovskii functional method with the average dwell time method (ADT, and the delay-dependent existing conditions for the controllers and fault detection filters are obtained in the form of the linear matrix inequalities (LMIs. Finally, numerical example based on the hypersonic vehicles and highly maneuverable technology (HiMAT vehicle is given to demonstrate the merits of the proposed method.

Evaluation of Blended Wing-Body Combinations with Curved Plan Forms at Mach Numbers Up to 3.50

Science.gov (United States)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

This investigation is a continuation of the experimental and theoretical evaluation of the effects of wing plan-form variations on the aerodynamic performance characteristics of blended wing-body combinations. The present report compares previously tested straight-edged delta and arrow models which have leading-edge sweeps of 59.04 and 70-82 deg., respectively, with related models which have plan forms with curved leading and trailing edges designed to result in the same average sweeps in each case. All the models were symmetrical, without camber, and were generally similar having the same span, length, and aspect ratios. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local wing chords in a streamwise direction. The wing sections were computed by varying their shapes along with the body radii (blending process) to match the selected area distribution and the given plan form. The models were tested with transition fixed at Reynolds numbers of roughly 4,000,000 to 9,000,000, based on the mean aerodynamic chord of the wing. The characteristic effect of the wing curvature of the delta and arrow models was an increase at subsonic and transonic speeds in the lift-curve slopes which was partially reflected in increased maximum lift-drag ratios. Curved edges were not evaluated on a diamond plan form because a preliminary investigation indicated that the curvature considered would increase the supersonic zero-lift wave drag. However, after the test program was completed, a suitable modification for the diamond plan form was discovered. The analysis presented in the appendix indicates that large reductions in the zero-lift wave drag would be obtained at supersonic Mach numbers if the leading- and trailing-edge sweeps are made to differ by indenting the trailing edge and extending the root of the leading edge.

Robert Musil versus Ernst Mach

Directory of Open Access Journals (Sweden)

Jalón, Mauricio

2010-06-01

Full Text Available On Mach’s Theories (DT of R. Musil rejects that the scientific representation tends to build a clear and complete inventory of facts. Mach finds himself obliged to presuppose constant relationships in nature; but this regularity of phenomena implies that the law is something more than a «table», that its mere dependencies are pushed into the background, and that a theoretical relationship in Physics is much more than an order relationship. His conception of scientific economy as a «natural adaptation» implies a biological monism opposed to the characteristic dualities of an empiricist.

Sobre las teorías de Mach (TD de R. Musil rebate que la representación científica tienda a construir un claro y completo inventario de hechos. Pues Mach se ve obligado a presuponer relaciones constantes en la naturaleza; pero esta regularidad de los fenómenos implica que la ley es algo más que cierto «cuadro», que las meras dependencias que defiende están en un segundo plano y que una relación teórica en física es mucho más que una relación de orden. Su concepción de la economía científica como «adaptación natural» significa un monismo biológico opuesto a las dualidades propias de un empirista.

Trajectory Reconstruction and Uncertainty Analysis Using Mars Science Laboratory Pre-Flight Scale Model Aeroballistic Testing

Science.gov (United States)

Lugo, Rafael A.; Tolson, Robert H.; Schoenenberger, Mark

2013-01-01

As part of the Mars Science Laboratory (MSL) trajectory reconstruction effort at NASA Langley Research Center, free-flight aeroballistic experiments of instrumented MSL scale models was conducted at Aberdeen Proving Ground in Maryland. The models carried an inertial measurement unit (IMU) and a flush air data system (FADS) similar to the MSL Entry Atmospheric Data System (MEADS) that provided data types similar to those from the MSL entry. Multiple sources of redundant data were available, including tracking radar and on-board magnetometers. These experimental data enabled the testing and validation of the various tools and methodologies that will be used for MSL trajectory reconstruction. The aerodynamic parameters Mach number, angle of attack, and sideslip angle were estimated using minimum variance with a priori to combine the pressure data and pre-flight computational fluid dynamics (CFD) data. Both linear and non-linear pressure model terms were also estimated for each pressure transducer as a measure of the errors introduced by CFD and transducer calibration. Parameter uncertainties were estimated using a "consider parameters" approach.

Altitude-Wind-Tunnel Investigation of the 19B-2, 19B-8 and 19XB-1 Jet- Propulsion Engines. 4; Analysis of Compressor Performance

Science.gov (United States)

Dietz, Robert O.; Kuenzig, John K.

1947-01-01

Investigations were conducted in the Cleveland altitude wind tunnel to determine the performance and operational characteristics of the 19B-2, 19B-8, and 19XS-1 turbojet engines. One objective was to determine the effect of altitude, flight Mach number, and tail-pipe-nozzle area on the performance characteristics of the six-stage and ten-stage axial-flow compressors of the 19B-8 and 19XB-1 engines, respectively, The data were obtained over a range of simulated altitudes and flight Mach numbers. At each simulated flight condition the engine was run over its full operable range of speeds. Performance characteristics of the 19B-8 and 19XB-1 compressors for the range of operation obtainable in the turboJet-engine installation are presented. Compressor characteristics are presented as functions of air flow corrected to sea-level conditions, compressor Mach number, and compressor load coefficient. For the range of compressor operation investigated, changes in Reynolds number had no measurable effect on the relations among compressor Mach number, corrected air flow, compressor load coefficient, compressor pressure ratio, and compressor efficiency. The operating lines for the 19B-8 compressor lay on the low-air-flow side of the region of maximum compressor efficiency; the 19B-8 compressor operated at higher average pressure coefficients per stage and produced a lower over-all pressure ratio than did the 19XB-1 compressor.

Germanium on silicon mid-infrared waveguides and Mach-Zehnder interferometers

NARCIS (Netherlands)

Malik, A.; Muneeb, M.; Shimura, Y.; Campenhout, van J.; Loo, van de R.; Roelkens, G.C.

2013-01-01

In this paper we describe Ge-on-Si waveguides and Mach-Zehnder interferometers operating in the 5.2 - 5.4 µm wavelength range. 3dB/cm waveguide losses and Mach-Zehnder interferometers with 20dB extinction ratio are presented.

Altitude Performance Characteristics of Turbojet-engine Tail-pipe Burner with Variable-area Exhaust Nozzle Using Several Fuel Systems and Flame Holders

Science.gov (United States)

Johnson, Lavern A; Meyer, Carl L

1950-01-01

A tail-pipe burner with a variable-area exhaust nozzle was investigated. From five configurations a fuel-distribution system and a flame holder were selected. The best configuration was investigated over a range of altitudes and flight Mach numbers. For the best configuration, an increase in altitude lowered the augmented thrust ratio, exhaust-gas total temperature, and tail-pipe combustion efficiency, and raised the specific fuel consumption. An increase in flight Mach number raised the augmented thrust ratio but had no apparent effect on exhaust-gas total temperature, tail-pipe combustion efficiency, or specific fuel consumption.

An Investigation of the Drag and Pressure Recovery of a Submerged Inlet and a Nose Inlet in the Transonic Flight Range with Free-fall Models

Science.gov (United States)

Selna, James; Schlaff, Bernard A

1951-01-01

The drag and pressure recovery of an NACA submerged-inlet model and an NACA series I nose-inlet model were investigated in the transonic flight range. The tests were conducted over a mass-flow-ratio range of 0.4 to 0.8 and a Mach number range of about 0.8 to 1.10 employing large-scale recoverable free-fall models. The results indicate that the Mach number of drag divergence of the inlet models was about the same as that of a basic model without inlets. The external drag coefficients of the nose-inlet model were less than those of the submerged-inlet model throughout the test range. The difference in drag coefficient based on the maximum cross-sectional area of the models was about 0.02 at supersonic speeds and about 0.015 at subsonic speeds. For a hypothetical airplane with a ratio of maximum fuselage cross-sectional area to wing area of 0.06, the difference in airplane drag coefficient would be relatively small, about 0.0012 at supersonic speeds and about 0.0009 at subsonic speeds. Additional drag comparisons between the two inlet models are made considering inlet incremental and additive drag.

Modeling of Supersonic Combustion Systems for Sustained Hypersonic Flight

Directory of Open Access Journals (Sweden)

Stephen M. Neill

2017-11-01

Full Text Available Through Computational Fluid Dynamics and validation, an optimal scramjet combustor has been designed based on twin-strut Hydrogen injection to sustain flight at a desired speed of Mach 8. An investigation undertaken into the efficacy of supersonic combustion through various means of injection saw promising results for Hydrogen-based systems, whereby strut-style injectors were selected over transverse injectors based on their pressure recovery performance and combustive efficiency. The final configuration of twin-strut injectors provided robust combustion and a stable region of net thrust (1873 kN in the nozzle. Using fixed combustor inlet parameters and injection equivalence ratio, the finalized injection method advanced to the early stages of two-dimensional (2-D and three-dimensional (3-D scramjet engine integration. The overall investigation provided a feasible supersonic combustion system, such that Mach 8 sustained cruise could be achieved by the aircraft concept in a computational design domain.

Comparison of analytical and experimental steadyand unsteady-pressure distributions at Mach number 0.78 for a high-aspect-ratio supercritical wing model with oscillating control surfaces

Science.gov (United States)

Mccain, W. E.

1984-01-01

The unsteady aerodynamic lifting surface theory, the Doublet Lattice method, with experimental steady and unsteady pressure measurements of a high aspect ratio supercritical wing model at a Mach number of 0.78 were compared. The steady pressure data comparisons were made for incremental changes in angle of attack and control surface deflection. The unsteady pressure data comparisons were made at set angle of attack positions with oscillating control surface deflections. Significant viscous and transonic effects in the experimental aerodynamics which cannot be predicted by the Doublet Lattice method are shown. This study should assist development of empirical correction methods that may be applied to improve Doublet Lattice calculations of lifting surface aerodynamics.

Ernst Mach: pedagog a technik

Czech Academy of Sciences Publication Activity Database

Těšínská, Emilie; Landa, Ivan; Drahoš, Jiří

2016-01-01

Roč. 66, č. 3 (2016), s. 167-174 ISSN 0009-0700 Institutional support: RVO:67985955 ; RVO:68378114 ; RVO:67985858 Keywords : Ernst Mach * pedagogy * experiments * general education * ballistics * Doppler principle Subject RIV: AB - History; CF - Physical ; Theoretical Chemistry (UCHP-M)

DAST in Flight

Science.gov (United States)

1980-01-01

the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in

Measurement and Analysis of the Noise Radiated by Low Mach Number Centrifugal Blowers.

Science.gov (United States)

Yeager, David Marvin

An investigation was performed of the broad band, aerodynamically generated noise in low tip-speed Mach number, centrifugal air moving devices. An interdisciplinary experimental approach was taken which involved investigation of the aerodynamic and acoustic fields, and their mutual relationship. The noise generation process was studied using two experimental vehicles: (1) a scale model of a homologous family of centrifugal blowers typical of those used to cool computer and business equipment, and (2) a single blade from a centrifugal blower impeller placed in a known, controllable flow field. The radiation characteristics of the model blower were investigated by measuring the acoustic intensity distribution near the blower inlet and comparing it with the intensity near the inlet to an axial flow fan. Results showed that the centrifugal blower is a distributed, random noise source, unlike an axial fan which exhibited the effects of a coherent, interacting source distribution. Aerodynamic studies of the flow field in the inlet and at the discharge to the rotating impeller were used to assess the mean flow distribution through the impeller blade channels and to identify regions of excessive turbulence near the rotating blade row. Both circumferential and spanwise mean flow nonuniformities were identified along with a region of increased turbulence just downstream of the scroll cutoff. The fluid incidence angle, normally taken as an indicator of blower performance, was estimated from mean flow data as deviating considerably from an ideal impeller design. An investigation of the noise radiated from the single, isolated airfoil was performed using modern correlation and spectral analysis techniques. Radiation from the single blade in flow was characterized using newly developed expressions for the correlation area and the dipole source strength per unit area, and from the relationship between the blade surface pressure and the incident turbulent flow field. Results

[Thought Experiments of Economic Surplus: Science and Economy in Ernst Mach's Epistemology].

Science.gov (United States)

Wulz, Monika

2015-03-01

Thought Experiments of Economic Surplus: Science and Economy in Ernst Mach's Epistemology. Thought experiments are an important element in Ernst Mach's epistemology: They facilitate amplifying our knowledge by experimenting with thoughts; they thus exceed the empirical experience and suspend the quest for immediate utility. In an economical perspective, Mach suggested that thought experiments depended on the production of an economic surplus based on the division of labor relieving the struggle for survival of the individual. Thus, as frequently emphasized, in Mach's epistemology, not only the 'economy of thought' is an important feature; instead, also the socioeconomic conditions of science play a decisive role. The paper discusses the mental and social economic aspects of experimental thinking in Mach's epistemology and examines those within the contemporary evolutionary, physiological, and economic contexts. © 2015 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Human engineering analysis for the high speed civil transport flight deck

Science.gov (United States)

Regal, David M.; Alter, Keith W.

1993-01-01

The Boeing Company is investigating the feasibility of building a second generation supersonic transport. If current studies support its viability, this airplane, known as the High Speed Civil Transport (HSCT), could be launched early in the next century. The HSCT will cruise at Mach 2.4, be over 300 feet long, have an initial range of between 5000 and 6000 NM, and carry approximately 300 passengers. We are presently involved in developing an advanced flight deck for the HSCT. As part of this effort we are undertaking a human engineering analysis that involves a top-down, mission driven approach that will allow a systematic determination of flight deck functional and information requirements. The present paper describes this work.

Aerodynamic interactions from reaction controls for lateral control of the M2-F2 lifting-body entry configuration at transonic and supersonic and supersonic Mach numbers. [wind tunnel tests

Science.gov (United States)

Bailey, R. O.; Brownson, J. J.

1979-01-01

Tests were conducted in the Ames 6 by 6 foot wind tunnel to determine the interaction of reaction jets for roll control on the M2-F2 lifting-body entry vehicle. Moment interactions are presented for a Mach number range of 0.6 to 1.7, a Reynolds number range of 1.2 x 10 to the 6th power to 1.6 x 10 to the 6th power (based on model reference length), an angle-of-attack range of -9 deg to 20 deg, and an angle-of-sideslip range of -6 deg to 6 deg at an angle of attack of 6 deg. The reaction jets produce roll control with small adverse yawing moment, which can be offset by horizontal thrust component of canted jets.

High Mach flow associated with plasma detachment in JT-60U

International Nuclear Information System (INIS)

Hatayama, A.; Hoshino, K.; Miyamoto, K.

2003-01-01

Recent new results of the high Mach flows associated with plasma detachment are presented on the basis of numerical simulations by a 2-D edge simulation code (the B2-Eirene code) and their comparisons with experiments in JT-60U W-shaped divertor plasma. High Mach flows appear near the ionization front away from the target plate. The plasma static pressure rapidly drops, while the total pressure is kept almost constant near the ionization front, because the ionization front near the X-point is clearly separated from the momentum loss region near the target plate. Redistribution from static to dynamic pressure without a large momentum loss is confirmed to be a possible mechanism of the high Mach flows. It has been also shown that the radial structure of the high Mach flow near the X point away from the target plate has a strong correlation with the DOD (Degree of Detachment) at the target plate. Also, we have made systematic analyses on the high Mach flows for both the 'Open' geometry and the 'W-shaped' geometry of JT-60U in order to clarify the geometric effects on the flows. (author)

Windtunnel Rebuilding And Extrapolation To Flight At Transsonic Speed For ExoMars

Science.gov (United States)

Fertig, Markus; Neeb, Dominik; Gulhan, Ali

2011-05-01

The static as well as the dynamic behaviour of the EXOMARS vehicle in the transonic velocity regime has been investigated experimentally by the Supersonic and Hypersonic Technology Department of DLR in order to investigate the behaviour prior to parachute opening. Since the experimental work was performed in air, a numerical extrapolation to flight by means of CFD is necessary. At low supersonic speed this extrapolation to flight was performed by the Spacecraft Department of the Institute of Flow Technology of DLR employing the CFD code TAU. Numerical as well as experimental results for the wind tunnel test at Mach 1.2 will be compared and discussed for three different angles of attack.

Oblique-wing research airplane motion simulation with decoupling control laws

Science.gov (United States)

Kempel, Robert W.; Mc Neill, Walter E.; Maine, Trindel A.

1988-01-01

A large piloted vertical motion simulator was used to assess the performance of a preliminary decoupling control law for an early version of the F-8 oblique wing research demonstrator airplane. Evaluations were performed for five discrete flight conditions, ranging from low-altitude subsonic Mach numbers to moderate-altitude supersonic Mach numbers. Asymmetric sideforce as a function of angle of attack was found to be the primary cause of both the lateral acceleration noted in pitch and the tendency to roll into left turns and out of right turns. The flight control system was shown to be effective in generally decoupling the airplane and reducing the lateral acceleration in pitch maneuvers.

3-D Wizardry: Design in Papier-Mache, Plaster, and Foam.

Science.gov (United States)

Wolfe, George

Papier-mache, plaster, and foam are inexpensive and versatile media for 3-dimensional classroom and studio art experiences. They can be used equally well by elementary, high school, or college students. Each medium has its own characteristic. Papier-mache is pliable but dries into a hard, firm surface that can be waterproofed. Plaster can be…

How the mach phenomenon and shape affect the radiographic appearance of skeletal structures

International Nuclear Information System (INIS)

Papageorges, M.

1991-01-01

The shape of skeletal structures and their position relative to the x-ray beam have a considerable effect on their radiographic appearance. Depending on the thickness of the cortical or subchondral bone, skeletal structures display the characteristics of either homogeneous or compound lamellar structures. Convex homogeneous structures are associated with a negative Mach line, and concave homogeneous structures are associated with a positive Mach line. Convex compound lamellar structures are associated with a negative Mach band and visualization of the lamina (subchondral or cortical bone) is reduced. Concave compound lamellar structures are associated with a positive Mach band and visualization of the lamina is enhanced. The combined effect of Mach phenomenon, shape, and thickness enhances visualization of some skeletal surfaces and make others imperceptible. These principles are very useful to correctly identify complex skeletal structures and avoid misinterpretations

Revisiting Einstein's Happiest Thought: On Ernst Mach and the Early History of Relativity

Science.gov (United States)

Staley, Richard

2016-03-01

This paper argues we should distinguish three phases in the formation of relativity. The first involved relational approaches to perception, and physiological and geometrical space and time in the 1860s and 70s. The second concerned electrodynamics and mechanics (special relativity). The third concerned mechanics, gravitation, and physical and geometrical space and time. Mach's early work on the Doppler effect, together with studies of visual and motor perception linked physiology, physics and psychology, and offered new approaches to physiological space and time. These informed the critical conceptual attacks on Newtonian absolutes that Mach famously outlined in The Science of Mechanics. Subsequently Mach identified a growing group of ``relativists,'' and his critiques helped form a foundation for later work in electrodynamics (in which he did not participate). Revisiting Mach's early work will suggest he was still more important to the development of new approaches to inertia and gravitation than has been commonly appreciated. In addition to what Einstein later called ``Mach's principle,'' I will argue that a thought experiment on falling bodies in Mach's Science of Mechanics also provided a point of inspiration for the happy thought that led Einstein to the equivalence principle.

Adaptive multilevel mesh refinement method for the solution of low Mach number reactive flows; Methode adaptative de raffinement local multi-niveaux pour le calcul d'ecoulements reactifs a faible nombre de Mach

Energy Technology Data Exchange (ETDEWEB)

Core, X.

2002-02-01

The isobar approximation for the system of the balance equations of mass, momentum, energy and chemical species is a suitable approximation to represent low Mach number reactive flows. In this approximation, which neglects acoustics phenomena, the mixture is hydrodynamically incompressible and the thermodynamic effects lead to an uniform compression of the system. We present a novel numerical scheme for this approximation. An incremental projection method, which uses the original form of mass balance equation, discretizes in time the Navier-Stokes equations. Spatial discretization is achieved through a finite volume approach on MAC-type staggered mesh. A higher order de-centered scheme is used to compute the convective fluxes. We associate to this discretization a local mesh refinement method, based on Flux Interface Correction technique. A first application concerns a forced flow with variable density which mimics a combustion problem. The second application is natural convection with first small temperature variations and then beyond the limit of validity of the Boussinesq approximation. Finally, we treat a third application which is a laminar diffusion flame. For each of these test problems, we demonstrate the robustness of the proposed numerical scheme, notably for the density spatial variations. We analyze the gain in accuracy obtained with the local mesh refinement method. (author)

Pitot-Pressure Measurements in Flow Fields Behind a Rectangular Nozzle with Exhaust Jet for Free-Stream Mach Numbers of 0.00, 0.60, and 1.20

Science.gov (United States)

Putnam, L. E.; Mercer, C. E.

1986-01-01

An investigation has been conducted in the Langley 16-Foot Transonic Tunnel to measure the flow field in and around the jet exhaust from a nonaxisymmetric nozzle configuration. The nozzle had a rectangular exit with a width-to-height ratio of 2.38. Pitot-pressure measurements were made at five longitudinal locations downstream of the nozzle exit. The maximum distance downstream of the exit was about 5 nozzle heights. These measurements were made at free-stream Mach numbers of 0.00, 0.60, and 1.20 with the nozzle operating at a ratio of nozzle total pressure to free-stream static pressure of 4.0. The jet exhaust was simulated with high-pressure air that had an exit total temperature essentially equal to the free-stream total temperature.

Modeling Turbulent Combustion for Variable Prandtl and Schmidt Number

Science.gov (United States)

Hassan, H. A.

2004-01-01

This report consists of two abstracts submitted for possible presentation at the AIAA Aerospace Science Meeting to be held in January 2005. Since the submittal of these abstracts we are continuing refinement of the model coefficients derived for the case of a variable Turbulent Prandtl number. The test cases being investigated are a Mach 9.2 flow over a degree ramp and a Mach 8.2 3-D calculation of crossing shocks. We have developed an axisymmetric code for treating axisymmetric flows. In addition the variable Schmidt number formulation was incorporated in the code and we are in the process of determining the model constants.

Hadron Azimuthal Correlations and Mach-like Structures in a Partonic/Hadronic Transport Model

International Nuclear Information System (INIS)

Ma, G.L.; Zhang, S.; Ma, Y.G.; Cai, X.Z.; Chen, J.H.; He, Z.J.; Huang, H.Z.; Long, J.L.; Shen, W.Q.; Shi, X.H.; Zhong, C.; Zuo, J.X.

2007-01-01

With a multi-phase transport model (AMPT) with both partonic and hadronic interactions, two- and three-particle azimuthal correlations in Au + Au collisions at s NN =200 GeV have been studied by the mixing-event technique. A Mach-like structure has been observed in two- and three-particle correlations in central collisions. It has been found that both partonic and hadronic dynamical mechanisms contribute to the Mach-like structure. However, only hadronic rescattering is unable to reproduce experimental amplitude of Mach-like structure, and parton cascade process is indispensable. The results of three-particle correlation indicate a partonic Mach-like shock wave can be produced by strong parton cascade in central Au+Au collisions

A Preliminary Analysis of the Flying Qualities of the Consolidated Vultee MX-813 Delta-Wing Airplane Configuration at Transonic and Low Supersonic Speeds as Determined from Flights of Rocket-Powered Models

Science.gov (United States)

Mitcham, Grady L.

1949-01-01

A preliminary analysis of the flying qualities of the Consolidated Vultee MX-813 delta-wing airplane configuration has been made based on the results obtained from the first two 1/8 scale models flown at the NACA Pilotless Aircraft Research Station, Wallop's Island, VA. The Mach number range covered in the tests was from 0.9 to 1.2. The analysis indicates adequate elevator control for trim in level flight over the speed range investigated. Through the transonic range there is a mild trim change with a slight tucking-under tendency. The elevator control effectiveness in the supersonic range is reduced to about one-half the subsonic value although sufficient control for maneuvering is available as indicated by the fact that 10 deg elevator deflection produced 5g acceleration at Mach number of 1.2 at 40,000 feet.The elevator control forces are high and indicate the power required of the boost system. The damping. of the short-period oscillation is adequate at sea-level but is reduced at 40,000 feet. The directional stability appears adequate for the speed range and angles of attack covered.

Computation of Mach reflection from rigid and yielding surfaces

International Nuclear Information System (INIS)

Buckingham, A.C.; Wilson, S.S.

1976-01-01

The present discussion centers on a theoretical description of one aspect of the irregular or Mach reflection from solid surfaces. The discussion is restricted to analytical considerations and some preliminary results using model approximations to the surface interaction phenomena. Currently, full numerical simulations of the irregular reflection surface interaction dynamics have not been obtained since the method is still under development. Discussion of the numerical method is, therefore, restricted to some special procedures for the gas-solid surface boundary dynamics. The discussion is divided into an introductory section briefly describing a particular Mach reflection process. Subsequently, some of the considerations on boundary conditions are submitted for numerical treatment of the gas-solid interface. Analysis and discussion of a yielding solid surface subjected to impulsive loading from an intense gas shock wave follows. This is used as a guide for the development of the numerical procedure. Mach reflection processes are then briefly reviewed with special attention for similitude and singular perturbation features

Longitudinal Aerodynamic Characteristics and Wing Pressure Distributions of a Blended-Wing-Body Configuration at Low and High Reynolds Numbers

Science.gov (United States)

Re, Richard J.

2005-01-01

Force balance and wing pressure data were obtained on a 0.017-Scale Model of a blended-wing-body configuration (without a simulated propulsion system installation) to validate the capability of computational fluid dynamic codes to predict the performance of such thick sectioned subsonic transport configurations. The tests were conducted in the National Transonic Facility of the Langley Research Center at Reynolds numbers from 3.5 to 25.0 million at Mach numbers from 0.25 to 0.86. Data were obtained in the pitch plane only at angles of attack from -1 to 8 deg at Mach numbers greater than 0.25. A configuration with winglets was tested at a Reynolds number of 25.0 million at Mach numbers from 0.83 to 0.86.

Estimation of energetic efficiency of heat supply in front of the aircraft at supersonic accelerated flight. Part II. Mathematical model of the trajectory boost part and computational results

Science.gov (United States)

Latypov, A. F.

2009-03-01

The fuel economy was estimated at boost trajectory of aerospace plane during energy supply to the free stream. Initial and final velocities of the flight were given. A model of planning flight above cold air in infinite isobaric thermal wake was used. The comparison of fuel consumption was done at optimal trajectories. The calculations were done using a combined power plant consisting of ramjet and liquid-propellant engine. An exergy model was constructed in the first part of the paper for estimating the ramjet thrust and specific impulse. To estimate the aerodynamic drag of aircraft a quadratic dependence on aerodynamic lift is used. The energy for flow heating is obtained at the sacrifice of an equivalent decrease of exergy of combustion products. The dependencies are obtained for increasing the range coefficient of cruise flight at different Mach numbers. In the second part of the paper, a mathematical model is presented for the boost part of the flight trajectory of the flying vehicle and computational results for reducing the fuel expenses at the boost trajectory at a given value of the energy supplied in front of the aircraft.

First light of an external occulter testbed at flight Fresnel numbers

Science.gov (United States)

Kim, Yunjong; Sirbu, Dan; Hu, Mia; Kasdin, Jeremy; Vanderbei, Robert J.; Harness, Anthony; Shaklan, Stuart

2017-01-01

Many approaches have been suggested over the last couple of decades for imaging Earth-like planets. One of the main candidates for creating high-contrast for future Earth-like planets detection is an external occulter. The external occulter is a spacecraft flown along the line-of-sight of a space telescope to suppress starlight and enable high-contrast direct imaging of exoplanets. The occulter is typically tens of meters in diameter and the separation from the telescope is of the order of tens of thousands of kilometers. Optical testing of a full-scale external occulter on the ground is impossible because of the long separations. Therefore, laboratory verification of occulter designs is necessary to validate the optical models used to design and predict occulter performance. At Princeton, we have designed and built a testbed that allows verification of scaled occulter designs whose suppressed shadow is mathematically identical to that of space occulters. The goal of this experiment is to demonstrate a pupil plane suppression of better than 1e-9 with a corresponding image plane contrast of better than 1e-11. The occulter testbed uses a 77.2 m optical propagation distance to realize the flight Fresnel number of 14.5. The scaled mask is placed at 27.2 m from the artificial source and the camera is located 50.0 m from the scaled mask. We will use an etched silicon mask, manufactured by the Microdevices Lab(MDL) of the Jet Propulsion Laboratory(JPL), as the occulter. Based on conversations with MDL, we expect that 0.5 μm feature size is an achievable resolution in the mask manufacturing process and is therefore likely the indicator of the best possible performance. The occulter is illuminated by a diverging laser beam to reduce the aberrations from the optics before the occulter. Here, we present first light result of a sample design operating at a flight Fresnel number and the experimental setup of the testbed. We compare the experimental results with simulations

Effect of nose bluntness and afterbody shape on aerodynamic characteristics of a monoplanar missile concept with bodies of circular and elliptical cross sections at a Mach number of 2.50

Science.gov (United States)

Graves, E. B.; Fournier, R. H.

1979-01-01

The tests were performed at a Mach number of 2.50 and at angles of attack from about -4 deg to 32 deg. The results indicate that increasing nose bluntness increases zero lift drag and decreases both the maximum lift-drag ratio and the level of directional stability. The center of pressure generally moves forward with increasing nose size; however, small nose radii on the modified elliptical configurations move the center of pressure rearward. The circular bodied configurations exhibit the greatest longitudinal stability and the least directional stability. Concepts with the variable geometry afterbody contour display the most directional stability and the greatest zero lift drag.

Results of an air data probe investigation utilizing a 0.10 scale orbiter forebody (model 57-0) in the Ames Research Center 14-foot wind tunnel (OA220)

Science.gov (United States)

Esparza, V.; Thornton, D. E.

1976-01-01

Results are presented of a 0.10 scale orbiter forebody test with left and right mounted air data probes (ADP) as well as a flight test probe (nose boom). Left and right ADP data were obtained at Mach numbers of .3, .4, .5, .6, .7, .8, .85, .9, .95, .98, 1.05 and 1.1 through a Reynolds number range of 1.3 to 4.4 million. Nose boom data were obtained at Mach numbers of .3, .4, .5, .6, .7, .9 and .98.

Rayleigh Scattering Density Measurements, Cluster Theory, and Nucleation Calculations at Mach 10

Science.gov (United States)

Balla, R. Jeffrey; Everhart, Joel L.

2012-01-01

In an exploratory investigation, quantitative unclustered laser Rayleigh scattering measurements of density were performed in the air in the NASA Langley Research Center's 31 in. Mach 10 wind tunnel. A review of 20 previous years of data in supersonic and Mach 6 hypersonic flows is presented where clustered signals typically overwhelmed molecular signals. A review of nucleation theory and accompanying nucleation calculations are also provided to interpret the current observed lack of clustering. Data were acquired at a fixed stagnation temperature near 990Kat five stagnation pressures spanning 2.41 to 10.0 MPa (350 to 1454 psi) using a pulsed argon fluoride excimer laser and double-intensified charge-coupled device camera. Data averaged over 371 images and 210 pixels along a 36.7mmline measured freestream densities that agree with computed isentropic-expansion densities to less than 2% and less than 6% at the highest and lowest densities, respectively. Cluster-free Mach 10 results are compared with previous clustered Mach 6 and condensation-free Mach 14 results. Evidence is presented indicating vibrationally excited oxygen and nitrogen molecules are absorbed as the clusters form, release their excess energy, and inhibit or possibly reverse the clustering process. Implications for delaying clustering and condensation onset in hypersonic and hypervelocity facilities are discussed.

Changes in the number of eggs loaded in Pantala flavescens females with age from mass flights (Odonata: Libellulidae).

Science.gov (United States)

Ichikawa, Yuta; Watanabe, Mamoru

2014-11-01

The wandering glider dragonfly Pantala flavescens migrates to Japan every spring, where the population increases until autumn, in which mass flights often occur, followed by death in the winter. There have been no reports to date on the maturation process of this species throughout its lifespan in Japan. We collected females from mass flights when the flight height was low, and classified them into seven age stages by examining their wing condition. Very few females of the older stage were collected from the mass flights. The wing condition corresponded with the change in body color and with the egg production process in the ovaries. While pre-reproductive-stage females did not release eggs when treated with our artificial oviposition technique, each reproductive-stage female released about 640 eggs. Nearly all eggs released were fertilized. The ovaries developed with the stage, and reproductive-stage females had about 1100 ovarioles. The estimated maximum fecundity was about 29,000 eggs. The lifetime number of eggs laid of P. flavescens should be revealed by dissection.

MACH MIT: Deutsches Wochenende am Karlsfluss (MACH MIT: a German Week-End on the Charles River).

Science.gov (United States)

Reizes, Sonia; Kramsch, Claire J.

1980-01-01

Describes a joint high school/college pilot program planned by Massachusetts foreign language teachers and hosted by M.I.T. The success of the program dubbed "MACH MIT Total Immersion German Weekend" is attributed to the concept of active involvement, which was implemented through games, seminars, shows, cooking and other activities.…

Optimization of OT-MACH Filter Generation for Target Recognition

Science.gov (United States)

Johnson, Oliver C.; Edens, Weston; Lu, Thomas T.; Chao, Tien-Hsin

2009-01-01

An automatic Optimum Trade-off Maximum Average Correlation Height (OT-MACH) filter generator for use in a gray-scale optical correlator (GOC) has been developed for improved target detection at JPL. While the OT-MACH filter has been shown to be an optimal filter for target detection, actually solving for the optimum is too computationally intensive for multiple targets. Instead, an adaptive step gradient descent method was tested to iteratively optimize the three OT-MACH parameters, alpha, beta, and gamma. The feedback for the gradient descent method was a composite of the performance measures, correlation peak height and peak to side lobe ratio. The automated method generated and tested multiple filters in order to approach the optimal filter quicker and more reliably than the current manual method. Initial usage and testing has shown preliminary success at finding an approximation of the optimal filter, in terms of alpha, beta, gamma values. This corresponded to a substantial improvement in detection performance where the true positive rate increased for the same average false positives per image.

Heat transfer to surface and gaps of RSI tile arrays in turbulent flow at Mach 10.3

Science.gov (United States)

Throckmorton, D. A.

1974-01-01

Heat transfer to gap walls and surface of a simulated reusable surface insulation (RSI) tile array are presented. The data were obtained in the thick, turbulent tunnel wall boundary layer of the Langley Continuous Flow Hypersonic Tunnel at a freestream Mach number of 10.3 and a freestream unit Reynolds number of one million. Pertinent test variables were: (1) tile array orientation (staggered and in-line), (2) gap width, (3) flow angularity, and (4) tile mismatch.

Nonlinear theory of nonstationary low Mach number channel flows of freely cooling nearly elastic granular gases.

Science.gov (United States)

Meerson, Baruch; Fouxon, Itzhak; Vilenkin, Arkady

2008-02-01

We employ hydrodynamic equations to investigate nonstationary channel flows of freely cooling dilute gases of hard and smooth spheres with nearly elastic particle collisions. This work focuses on the regime where the sound travel time through the channel is much shorter than the characteristic cooling time of the gas. As a result, the gas pressure rapidly becomes almost homogeneous, while the typical Mach number of the flow drops well below unity. Eliminating the acoustic modes and employing Lagrangian coordinates, we reduce the hydrodynamic equations to a single nonlinear and nonlocal equation of a reaction-diffusion type. This equation describes a broad class of channel flows and, in particular, can follow the development of the clustering instability from a weakly perturbed homogeneous cooling state to strongly nonlinear states. If the heat diffusion is neglected, the reduced equation becomes exactly soluble, and the solution develops a finite-time density blowup. The blowup has the same local features at singularity as those exhibited by the recently found family of exact solutions of the full set of ideal hydrodynamic equations [I. Fouxon, Phys. Rev. E 75, 050301(R) (2007); I. Fouxon,Phys. Fluids 19, 093303 (2007)]. The heat diffusion, however, always becomes important near the attempted singularity. It arrests the density blowup and brings about previously unknown inhomogeneous cooling states (ICSs) of the gas, where the pressure continues to decay with time, while the density profile becomes time-independent. The ICSs represent exact solutions of the full set of granular hydrodynamic equations. Both the density profile of an ICS and the characteristic relaxation time toward it are determined by a single dimensionless parameter L that describes the relative role of the inelastic energy loss and heat diffusion. At L>1 the intermediate cooling dynamics proceeds as a competition between "holes": low-density regions of the gas. This competition resembles Ostwald

Mach's principle in spatially homogeneous spacetimes

International Nuclear Information System (INIS)

Tipler, F.J.

1978-01-01

On the basis of Mach's Principle it is concluded that the only singularity-free solution to the empty space Einstein equations is flat space. It is shown that the only singularity-free solution to the empty space Einstein equations which is spatially homogeneous and globally hyperbolic is in fact suitably identified Minkowski space. (Auth.)

Flight tests of a supersonic natural laminar flow airfoil

International Nuclear Information System (INIS)

Frederick, M A; Banks, D W; Garzon, G A; Matisheck, J R

2015-01-01

A flight test campaign of a supersonic natural laminar flow airfoil has been recently completed. The test surface was an 80 inch (203 cm) chord and 40 inch (102 cm) span article mounted on the centerline store location of an F-15B airplane. The test article was designed with a leading edge sweep of effectively 0° to minimize boundary layer crossflow. The test article surface was coated with an insulating material to avoid significant heat transfer to and from the test article structure to maintain a quasi-adiabatic wall. An aircraft-mounted infrared camera system was used to determine boundary layer transition and the extent of laminar flow. The tests were flown up to Mach 2.0 and chord Reynolds numbers in excess of 30 million. The objectives of the tests were to determine the extent of laminar flow at high Reynolds numbers and to determine the sensitivity of the flow to disturbances. Both discrete (trip dots) and 2D disturbances (forward-facing steps) were tested. A series of oblique shocks, of yet unknown origin, appeared on the surface, which generated sufficient crossflow to affect transition. Despite the unwanted crossflow, the airfoil performed well. The results indicate that the sensitivity of the flow to the disturbances, which can translate into manufacturing tolerances, was similar to that of subsonic natural laminar flow wings. (paper)

Generation of sub-Poissonian photon number distribution

DEFF Research Database (Denmark)

Grønbech-Jensen, N.; Ramanujam, P. S.

1990-01-01

An optimization of a nonlinear Mach-Zehnder interferometer to produce sub-Poissonian photon number distribution is proposed. We treat the system quantum mechanically and estimate the mirror parameters, the nonlinearity of the medium in the interferometer, and the input power to obtain minimal...... output uncertainty in the photon number. The power efficiency of the system is shown to be high....

Ernst Mach, George Sarton and the Empiry of Teaching Science Part I

Science.gov (United States)

Siemsen, Hayo

2012-01-01

George Sarton had a strong influence on modern history of science. The method he pursued throughout his life was the method he had discovered in Ernst Mach's "Mechanics" when he was a student in Ghent. Sarton was in fact throughout his life implementing a research program inspired by the epistemology of Mach. Sarton in turn inspired many…

Coherence of Mach fronts during heterogeneous supershear earthquake rupture propagation: Simulations and comparison with observations

Science.gov (United States)

Bizzarri, A.; Dunham, Eric M.; Spudich, P.

2010-01-01

We study how heterogeneous rupture propagation affects the coherence of shear and Rayleigh Mach wavefronts radiated by supershear earthquakes. We address this question using numerical simulations of ruptures on a planar, vertical strike-slip fault embedded in a three-dimensional, homogeneous, linear elastic half-space. Ruptures propagate spontaneously in accordance with a linear slip-weakening friction law through both homogeneous and heterogeneous initial shear stress fields. In the 3-D homogeneous case, rupture fronts are curved owing to interactions with the free surface and the finite fault width; however, this curvature does not greatly diminish the coherence of Mach fronts relative to cases in which the rupture front is constrained to be straight, as studied by Dunham and Bhat (2008a). Introducing heterogeneity in the initial shear stress distribution causes ruptures to propagate at speeds that locally fluctuate above and below the shear wave speed. Calculations of the Fourier amplitude spectra (FAS) of ground velocity time histories corroborate the kinematic results of Bizzarri and Spudich (2008a): (1) The ground motion of a supershear rupture is richer in high frequency with respect to a subshear one. (2) When a Mach pulse is present, its high frequency content overwhelms that arising from stress heterogeneity. Present numerical experiments indicate that a Mach pulse causes approximately an ω−1.7 high frequency falloff in the FAS of ground displacement. Moreover, within the context of the employed representation of heterogeneities and over the range of parameter space that is accessible with current computational resources, our simulations suggest that while heterogeneities reduce peak ground velocity and diminish the coherence of the Mach fronts, ground motion at stations experiencing Mach pulses should be richer in high frequencies compared to stations without Mach pulses. In contrast to the foregoing theoretical results, we find no average elevation

Airfoil shape for flight at subsonic speeds

Science.gov (United States)

Whitcomb, Richard T.

1976-01-01

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

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (0A148), volume 1

Science.gov (United States)

Hawthorne, P. J.

1976-01-01

Data obtained in wind tunnel tests are presented. The objectives of the tests were to: (1) obtain pressure distributions, forces and moments over the vehicle 5 Orbiter in the terminal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes. Testing was conducted over a Mach number range from 0.6 to 1.4 with Reynolds number variations from 4.57 million to 2.74 million per foot. Model angle-of-attack was varied from -4 to 16 degrees and angles of side slip ranged from -8 to 8 degrees.

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (OH/48)

Science.gov (United States)

Hawthorne, P. J.

1976-01-01

Data obtained in a wind tunnel test were examined to: (1) obtain pressure distributions, forces and moments over the vehicle 5 Orbiter in the terminal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes. Testing was conducted over a Mach number range from 0.6 to 1.4 with Reynolds number variations from 7.57 x 1 million to 2.74 x 1 million per foot. Model angle of attack was varied from -4 to 16 degrees and angles of sideslip ranged from -8 to 8 degrees.

Development and test results of a flight management algorithm for fuel conservative descents in a time-based metered traffic environment

Science.gov (United States)

Knox, C. E.; Cannon, D. G.

1980-01-01

A simple flight management descent algorithm designed to improve the accuracy of delivering an airplane in a fuel-conservative manner to a metering fix at a time designated by air traffic control was developed and flight tested. This algorithm provides a three dimensional path with terminal area time constraints (four dimensional) for an airplane to make an idle thrust, clean configured (landing gear up, flaps zero, and speed brakes retracted) descent to arrive at the metering fix at a predetermined time, altitude, and airspeed. The descent path was calculated for a constant Mach/airspeed schedule from linear approximations of airplane performance with considerations given for gross weight, wind, and nonstandard pressure and temperature effects. The flight management descent algorithm is described. The results of the flight tests flown with the Terminal Configured Vehicle airplane are presented.

Experimental Investigation of Brazilian 14-X B Hypersonic Scramjet Aerospace Vehicle

Directory of Open Access Journals (Sweden)

João Felipe de Araujo Martos

2017-01-01

Full Text Available The Brazilian hypersonic scramjet aerospace vehicle 14-X B is a technological demonstrator of a hypersonic airbreathing propulsion system based on the supersonic combustion (scramjet to be tested in flight into the Earth’s atmosphere at an altitude of 30 km and Mach number 7. The 14-X B has been designed at the Prof. Henry T. Nagamatsu Laboratory of Aerothermodynamics and Hypersonics, Institute for Advanced Studies (IEAv, Brazil. The IEAv T3 Hypersonic Shock Tunnel is a ground-test facility able to produce high Mach number and high enthalpy flows in the test section close to those encountered during the flight of the 14-X B into the Earth’s atmosphere at hypersonic flight speeds. A 1 m long stainless steel 14-X B model was experimentally investigated at T3 Hypersonic Shock Tunnel, for freestream Mach numbers ranging from 7 to 8. Static pressure measurements along the lower surface of the 14-X B, as well as high-speed Schlieren photographs taken from the 5.5° leading edge and the 14.5° deflection compression ramp, provided experimental data. Experimental data was compared to the analytical theoretical solutions and the computational fluid dynamics (CFD simulations, showing good qualitative agreement and in consequence demonstrating the importance of these methods in the project of the 14-X B hypersonic scramjet aerospace vehicle.

Wing Tip Drag Reduction at Nominal Take-Off Mach Number: An Approach to Local Active Flow Control with a Highly Robust Actuator System

Directory of Open Access Journals (Sweden)

Matthias Bauer

2016-10-01

Full Text Available This paper discusses wind tunnel test results aimed at advancing active flow control technology to increase the aerodynamic efficiency of an aircraft during take-off. A model of the outer section of a representative civil airliner wing was equipped with two-stage fluidic actuators between the slat edge and wing tip, where mechanical high-lift devices fail to integrate. The experiments were conducted at a nominal take-off Mach number of M = 0.2. At this incidence velocity, separation on the wing section, accompanied by increased drag, is triggered by the strong slat edge vortex at high angles of attack. On the basis of global force measurements and local static pressure data, the effect of pulsed blowing on the complex flow is evaluated, considering various momentum coefficients and spanwise distributions of the actuation effort. It is shown that through local intensification of forcing, a momentum coefficient of less than c μ = 0.6 % suffices to offset the stall by 2.4°, increase the maximum lift by more than 10% and reduce the drag by 37% compared to the uncontrolled flow.

Thrust characteristics of a series of convergent-divergent exhaust nozzles at subsonic and supersonic flight speeds

Science.gov (United States)

Fradenburgh, Evan A; Gorton, Gerald C; Beke, Andrew

1954-01-01

An experimental investigation of a series of four convergent-divergent exhaust nozzles was conducted in the Lewis 8-by-6 foot supersonic wind tunnel at Mach numbers of 0.1, 0.6, 1.6, and 2.0 over a range of nozzle pressure ratios. The thrust characteristics of these nozzles were determined by a pressure-integration technique. From a thrust standpoint, a nozzle designed to give uniform parallel flow at the exit had no advantage over the simple geometric design with conical convergent and divergent sections. The rapid-divergent nozzles might be competitive with the more gradual-divergent nozzles since the relatively short length of these nozzles would be advantageous from a weight standpoint and might result in smaller thrust losses due to friction. The thrusts, with friction losses neglected, were predicted satisfactorily by one-dimensional theory for the nozzles with relatively gradual divergence. The thrusts of the rapid-divergent designs were several percentages below the theoretical values at the design pressure ratio or above, while at low pressure ratios there was a considerable effect of free-stream Mach number, with thrusts considerably above theoretical values at subsonic speeds and somewhat above theoretical values at supersonic speeds. This Mach numb effect appeared to be related to the variation of the model base pressure with free-stream Mach number.

Shuttle Return-to-Flight IH-108 Aerothermal Test at CUBRC - Flow Field Calibration and CFD

Science.gov (United States)

Lau, Kei Y.; Holden, M. S.

2011-01-01

This paper discusses one specific aspect of the Shuttle Retrun-To-Flight IH-108 Aerothermal Test at Calspan-University of Buffalo Research Center (CUBRC), the test flow field calibration. It showed the versatility of the CUBRC Large Energy National Shock Tunnel (LENS) II wind tunnel for an aerothermal test with unique and demanding requirements. CFD analyses were used effectively to extend the test range at the low end of the Mach range. It demonstrated how ground test facility and CFD synergy can be utilitzed iteratively to enhance the confidence in the fedility of both tools. It addressed the lingering concerns of the aerothermal community on use of inpulse facility and CFD analysis. At the conclusion of the test program, members from the NASA Marshall (MSFC), CUBRC and USA (United Space Alliance) Consultants (The Grey Beards) were asked to independently verify the flight scaling data generated by Boeing for flight certification of the re-designed external tank (ET) components. The blind test comparison showed very good results.

Digital integrated control of a Mach 2.5 mixed-compression supersonic inlet and an augmented mixed-flow turbofan engine

Science.gov (United States)

Batterton, P. G.; Arpasi, D. J.; Baumbick, R. J.

1974-01-01

A digitally implemented integrated inlet-engine control system was designed and tested on a mixed-compression, axisymmetric, Mach 2.5, supersonic inlet with 45 percent internal supersonic area contraction and a TF30-P-3 augmented turbofan engine. The control matched engine airflow to available inlet airflow. By monitoring inlet terminal shock position and over-board bypass door command, the control adjusted engine speed so that in steady state, the shock would be at the desired location and the overboard bypass doors would be closed. During engine-induced transients, such as augmentor light-off and cutoff, the inlet operating point was momentarily changed to a more supercritical point to minimize unstarts. The digital control also provided automatic inlet restart. A variable inlet throat bleed control, based on throat Mach number, provided additional inlet stability margin.

New reference trajectory optimization algorithm for a flight management system inspired in beam search

Directory of Open Access Journals (Sweden)

Alejandro MURRIETA-MENDOZA

2017-08-01

Full Text Available With the objective of reducing the flight cost and the amount of polluting emissions released in the atmosphere, a new optimization algorithm considering the climb, cruise and descent phases is presented for the reference vertical flight trajectory. The selection of the reference vertical navigation speeds and altitudes was solved as a discrete combinatory problem by means of a graph-tree passing through nodes using the beam search optimization technique. To achieve a compromise between the execution time and the algorithm’s ability to find the global optimal solution, a heuristic methodology introducing a parameter called “optimism coefficient was used in order to estimate the trajectory’s flight cost at every node. The optimal trajectory cost obtained with the developed algorithm was compared with the cost of the optimal trajectory provided by a commercial flight management system(FMS. The global optimal solution was validated against an exhaustive search algorithm(ESA, other than the proposed algorithm. The developed algorithm takes into account weather effects, step climbs during cruise and air traffic management constraints such as constant altitude segments, constant cruise Mach, and a pre-defined reference lateral navigation route. The aircraft fuel burn was computed using a numerical performance model which was created and validated using flight test experimental data.

Arc Heated Scramjet Test Facility

Data.gov (United States)

Federal Laboratory Consortium — The Arc Heated Scramjet Test Facility is an arc heated facility which simulates the true enthalpy of flight over the Mach number range of about 4.7 to 8 for free-jet...

Rotating detectors and Mach's principle

International Nuclear Information System (INIS)

Paola, R.D.M. de; Svaiter, N.F.

2000-08-01

In this work we consider a quantum version of Newton s bucket experiment in a fl;at spacetime: we take an Unruh-DeWitt detector in interaction with a real massless scalar field. We calculate the detector's excitation rate when it is uniformly rotating around some fixed point and the field is prepared in the Minkowski vacuum and also when the detector is inertial and the field is in the Trocheries-Takeno vacuum state. These results are compared and the relations with Mach's principle are discussed. (author)

Di-hadron azimuthal correlation and Mach-like cone structure in a parton/hadron transport model

International Nuclear Information System (INIS)

Ma, G.L.; Zhang, S.; Ma, Y.G.; Huang, H.Z.; Cai, X.Z.; Chen, J.H.; He, Z.J.; Long, J.L.; Shen, W.Q.; Shi, X.H.; Zuo, J.X.

2006-01-01

In the framework of a multi-phase transport model (AMPT) with both partonic and hadronic interactions, azimuthal correlations between trigger particles and associated scattering particles have been studied by the mixing-event technique. The momentum ranges of these particles are 3 T trig T assoc T trig T assoc NN =200 GeV. A Mach-like structure has been observed in correlation functions for central collisions. By comparing scenarios with and without parton cascade and hadronic rescattering, we show that both partonic and hadronic dynamical mechanisms contribute to the Mach-like structure of the associated particle azimuthal correlations. The contribution of hadronic dynamical process cannot be ignored in the emergence of Mach-like correlations of the soft scattered associated hadrons. However, hadronic rescattering alone cannot reproduce experimental amplitude of Mach-like cone on away-side, and the parton cascade process is essential to describe experimental amplitude of Mach-like cone on away-side. In addition, both the associated multiplicity and the sum of p T decrease, while the T > increases, with the impact parameter in the AMPT model including partonic dynamics from string melting scenario

Mini-Sniffer II in Flight

Science.gov (United States)

1976-01-01

This photograph shows the second Mini-Sniffer undergoing flight testing over Rogers Dry Lake in Edwards, California. This version of the Mini-Sniffer lacked the canard of the original version and had wing tips and tail booms added. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

Base pressure and heat transfer tests of the 0.0225-scale space shuttle plume simulation model (19-OTS) in yawed flight conditions in the NASA-Lewis 10x10-foot supersonic wind tunnel (test IH83)

Science.gov (United States)

Foust, J. W.

1979-01-01

Wind tunnel tests were performed to determine pressures, heat transfer rates, and gas recovery temperatures in the base region of a rocket firing model of the space shuttle integrated vehicle during simulated yawed flight conditions. First and second stage flight of the space shuttle were simulated by firing the main engines in conjunction with the SRB rocket motors or only the SSME's into the continuous tunnel airstream. For the correct rocket plume environment, the simulated altitude pressures were halved to maintain the rocket chamber/altitude pressure ratio. Tunnel freestream Mach numbers from 2.2 to 3.5 were simulated over an altitude range of 60 to 130 thousand feet with varying angle of attack, yaw angle, nozzle gimbal angle and SRB chamber pressure. Gas recovery temperature data derived from nine gas temperature probe runs are presented. The model configuration, instrumentation, test procedures, and data reduction are described.

Planning fuel-conservative descents in an airline environmental using a small programmable calculator: algorithm development and flight test results

Energy Technology Data Exchange (ETDEWEB)

Knox, C.E.; Vicroy, D.D.; Simmon, D.A.

1985-05-01

A simple, airborne, flight-management descent algorithm was developed and programmed into a small programmable calculator. The algorithm may be operated in either a time mode or speed mode. The time mode was designed to aid the pilot in planning and executing a fuel-conservative descent to arrive at a metering fix at a time designated by the air traffic control system. The speed model was designed for planning fuel-conservative descents when time is not a consideration. The descent path for both modes was calculated for a constant with considerations given for the descent Mach/airspeed schedule, gross weight, wind, wind gradient, and nonstandard temperature effects. Flight tests, using the algorithm on the programmable calculator, showed that the open-loop guidance could be useful to airline flight crews for planning and executing fuel-conservative descents.

Flight and full-scale wind-tunnel comparison of pressure distributions from an F-18 aircraft at high angles of attack. [Conducted in NASA Ames Research Center's 80 by 120 ft wind tunnel

Science.gov (United States)

Fisher, David F.; Lanser, Wendy R.

1994-01-01

Pressure distributions were obtained at nearly identical fuselage stations and wing chord butt lines in flight on the F-18 HARV at NASA Dryden Flight Research Center and in the NASA Ames Research Center's 80 by 120 ft wind tunnel on a full-scale F/A-18 aircraft. The static pressures were measured at the identical five stations on the forebody, three stations on the left and right leading-edge extensions, and three spanwise stations on the wing. Comparisons of the flight and wind-tunnel pressure distributions were made at alpha = 30 deg, 45 deg, and 60 deg/59 deg. In general, very good agreement was found. Minor differences were noted at the forebody at alpha = 45 deg and 60 deg in the magnitude of the vortex footprints and a Mach number effect was noted at the leading-edge extension at alpha = 30 deg. The inboard leading edge flap data from the wind tunnel at alpha = 59 deg showed a suction peak that did not appear in the flight data. This was the result of a vortex from the corner of the leading edge flap whose path was altered by the lack of an engine simulation in the wind tunnel.

Experimental study of a laminar premixed LFG/air flame in a slot burner using Mach-Zehnder interferometry

Directory of Open Access Journals (Sweden)

Najafian Ashrafi Zabihollah

2016-01-01

Full Text Available An experimental study was conducted to investigate the influence of Reynolds number and equivalence ratio on flame temperature field and thermal flame height of laminar premixed LFG fuel. Mach-Zehnder interferometry technique is used to obtain an insight to the overall temperature field. The slot burner with large aspect ratio (L/W, length of L=60 mm and width of W=6 mm was used to eliminate the three- dimensional effect of temperature field. Two kinds of mixed fuels, LFG70 (70%CH4- 30%CO2 on volume basis and LFG50 (50%CH4- 50%CO2 were used to investigate flame characteristics under the test conditions of 100 ≤ Re ≤ 600 and 0.7 ≤ φ ≤ 1.3. The present measurement reveals that the variation of maximum flame temperature with increment of Reynolds number is mainly due to heat transfer effects and is negligible. On the other hand, the equivalence ratio and fuel composition have a noticeable effect on flame temperature. In addition, the results show that the LFG flames compared to the CH4 ones have a lower flame temperature. With increment of CO2 volume fraction at lean combustion, thermal flame height is augmented while at stoichiometric and rich combustion, its value reduced. Thermal flame height augments linearly by Reynolds number increase, while its increment at rich mixture is higher and the effect of Reynolds number at lean mixtures is insignificant. For validation of experimental results from Mach-Zehnder Interferometry, K-type thermocouples are used at peripherally low and moderate isotherm lines.

Heat transfer measurements on an incidence-tolerant low pressure turbine blade in a high speed linear cascade at low to moderate Reynolds numbers

Science.gov (United States)

Moualeu, Leolein Patrick Gouemeni

Runway-independent aircraft are expected to be the future for short-haul flights by improving air transportation and reducing area congestion encountered in airports. The Vehicle Systems Program of NASA identified a Large Civil Tilt-Rotor, equipped with variable-speed power-turbine engines, as the best concept. At cruise altitude, the engine rotor-speed will be reduced by as much as the 50% of take-off speed. The large incidence variation in the low pressure turbine associated with the change in speed can be detrimental to the engine performance. Low pressure turbine blades in cruise altitude are more predisposed to develop regions of boundary layer separation. Typical phenomenon such as impinging wakes on downstream blades and mainstream turbulences enhance the complexity of the flow in low pressure turbines. It is therefore important to be able to understand the flow behavior to accurately predict the losses. Research facilities are seldom able to experimentally reproduce low Reynolds numbers at relevant engine Mach number. Having large incidence swing as an additional parameter in the investigation of the boundary layer development, on a low pressure turbine blade, makes this topic unique and as a consequence requires a unique facility to conduct the experimental research. The compressible flow wind tunnel facility at the University of North Dakota had been updated to perform steady state experiments on a modular-cascade, designed to replicate a large variation of the incidence angles. The high speed and low Reynolds number facility maintained a sealed and closed loop configuration for each incidence angle. The updated facility is capable to produce experimental Reynolds numbers as low as 45,000 and as high as 570,000 at an exit Mach number of 0.72. Pressure and surface temperature measurements were performed at these low pressure turbine conditions. The present thesis investigates the boundary layer development on the surface of an Incidence-tolerant blade. The

Quantum Anatomy of the Classical Interference of n-Photon States in a Mach-Zehnder Interferometer

International Nuclear Information System (INIS)

Ramírez-Cruz, N; Velázquez, V; Bastarrachea-Magnani, M A

2016-01-01

In this work we present the theory for the quantum interference of states with an arbitrary number of photons in a Mach-Zehnder interferometer. We express the mathematical description of the interference in an algebraic way. We show the interference pattern of an average of a n photons input state corresponds to the classical interference pattern, which tells us the last comes from a quantum interference statistical average. Then, we propose to use this scheme to study the statistical transition from quantum to classical interference. (paper)

X-2 on ramp with B-50 mothership and support crew

Science.gov (United States)

1956-01-01

Air Force test pilot Capt. Iven Kincheloe stands in front of the Bell X-2 (46-674) on the ramp at Edwards Air Force Base, California. Behind the X-2 are ground support personnel, the B-50 launch aircraft and crew, chase planes, and support vehicles. Kincheloe had flown nearly 100 combat missions in Korea in an F-86 and was credited with shooting down 10 enemy aircraft. He then graduated from the Empire Test Pilot's School in Great Britain in December 1954, whereupon he was assigned to Edwards Air Force Base. He made four powered flights in the X-2. On September 7, 1956, he reached an altitude of 126,200 feet. After the death of Capt. Mel Apt and the loss of the X-2 #1 on September 27, 1956, in the first Mach 3 flight, Kincheloe was assigned as the Air Force project pilot for the X-15. Before he had a chance to fly that rocket-powered aircraft, Kincheloe himself lost his life on July 26, 1958, in an F-104 accident. The X-2 was a swept-wing, rocket-powered aircraft designed to fly faster than Mach 3 (three times the speed of sound). It was built for the U.S. Air Force by the Bell Aircraft Company, Buffalo, New York. The X-2 was flown to investigate the problems of aerodynamic heating as well as stability and control effectiveness at high altitudes and high speeds (in excess of Mach 3). Bell aircraft built two X-2 aircraft. These were constructed of K-monel (a copper and nickel alloy) for the fuselage and stainless steel for the swept wings and control surfaces. The aircraft had ejectable nose capsules instead of ejection seats because the development of ejection seats had not reached maturity at the time the X-2 was conceived. The X-2 ejection canopy was successfully tested using a German V-2 rocket. The X-2 used a skid-type landing gear to make room for more fuel. The airplane was air launched from a modified Boeing B-50 Superfortress Bomber. X-2 Number 1 made its first unpowered glide flight on Aug. 5, 1954, and made a total of 17 (4 glide and 13 powered) flights

Low-Reynolds number compressible flow around a triangular airfoil

Science.gov (United States)

Munday, Phillip; Taira, Kunihiko; Suwa, Tetsuya; Numata, Daiju; Asai, Keisuke

2013-11-01

We report on the combined numerical and experimental effort to analyze the nonlinear aerodynamics of a triangular airfoil in low-Reynolds number compressible flow that is representative of wings on future Martian air vehicles. The flow field around this airfoil is examined for a wide range of angles of attack and Mach numbers with three-dimensional direct numerical simulations at Re = 3000 . Companion experiments are conducted in a unique Martian wind tunnel that is placed in a vacuum chamber to simulate the Martian atmosphere. Computational findings are compared with pressure sensitive paint and direct force measurements and are found to be in agreement. The separated flow from the leading edge is found to form a large leading-edge vortex that sits directly above the apex of the airfoil and provides enhanced lift at post stall angles of attack. For higher subsonic flows, the vortical structures elongate in the streamwise direction resulting in reduced lift enhancement. We also observe that the onset of spanwise instability for higher angles of attack is delayed at lower Mach numbers. Currently at Mitsubishi Heavy Industries, Ltd., Nagasaki.

Human vision model in relation to characteristics of shapes for the Mach band effect.

Science.gov (United States)

Wu, Bo-Wen; Fang, Yi-Chin

2015-10-01

For human vision to recognize the contours of objects means that, as the contrast variation at the object's edges increases, so will the Mach band effect of human vision. This paper more deeply investigates the relationship between changes in the contours of an object and the Mach band effect of human vision. Based on lateral inhibition and the Mach band effect, we studied subjects' eyes as they watched images of different shapes under a fixed brightness at 34  cd/m2, with changes of contrast and spatial frequency. Three types of display were used: a television, a computer monitor, and a projector. For each display used, we conducted a separate experiment for each shape. Although the maximum values for the contrast sensitivity function curves of the displays were different, their variations were minimal. As the spatial frequency changed, the diminishing effect of the different lines also was minimal. However, as the shapes at the contour intersections were modified by the Mach band effect, a greater degree of variation occurred. In addition, as the spatial frequency at a contour intersection increased, the Mach band effect became lower, along with changes in the corresponding contrast sensitivity function curve. Our experimental results on the characteristics of human vision have led to what we believe is a new vision model based on tests with different shapes. This new model may be used for future development and implementation of an artificial vision system.

Hyper-X Program Status

Science.gov (United States)

McClinton, Charles R.; Reubush, David E.; Sitz, Joel; Reukauf, Paul

2001-01-01

This paper provides an overview of the objectives and status of the Hyper-X program, which is tailored to move hypersonic, airbreathing vehicle technology from the laboratory environment to the flight environment. The first Hyper-X research vehicle (HXRV), designated X-43, is being prepared at the Dryden Flight Research Center for flight at Mach 7. Extensive risk reduction activities for the first flight are completed, and non-recurring design activities for the Mach 10 X-43 (third flight) are nearing completion. The Mach 7 flight of the X-43, in the spring of 2001, will be the first flight of an airframe-integrated scramjet-powered vehicle. The Hyper-X program is continuing to plan follow-on activities to focus an orderly continuation of hypersonic technology development through flight research.

Numerical Investigation of a Generic Scramjet Configuration

OpenAIRE

Karl, Sebastian

2011-01-01

A Supersonic Combustion Ramjet (scramjet) is, at least in theory, an efficient air-breathing propulsion system for sustained hypersonic flight at Mach numbers above approximately M=5. Important design issues for such hypersonic propulsion systems, are the lack of ground based facilities capable of testing a full-sized engine at cruise flight conditions and the absence of general scaling laws for the extrapolation of wind tunnel data to flight configurations. Therefore, there is a strong need ...

Development of Fast Deterministic Physically Accurate Solvers for Kinetic Collision Integral for Applications of Near Space Flight and Control Devices

Science.gov (United States)

2015-08-31

flow non-equilibrium is important, such as hypersonic flight at moderate to high altitudes and rocket propulsion with plume - atmosphere interaction...d2=1.8990E-4 kg/m 3 , v2 =281.098, in the case of the Mach 1.55 wave, and d1=1.0676E-4 kg/m 3 , v1=1225.851 m/s, T1=300 K and d2=3.35386E-4 kg/m 3 , v2

Ernst Mach, George Sarton and the Empiry of Teaching Science Part I

Science.gov (United States)

Siemsen, Hayo

2012-04-01

George Sarton had a strong influence on modern history of science. The method he pursued throughout his life was the method he had discovered in Ernst Mach's Mechanics when he was a student in Ghent. Sarton was in fact throughout his life implementing a research program inspired by the epistemology of Mach. Sarton in turn inspired many others (James Conant, Thomas Kuhn, Gerald Holton, etc.). What were the origins of these ideas in Mach and what can this origin tell us about the history of science and science education nowadays? Which ideas proved to be successful and which ones need to be improved upon? The following article will elaborate the epistemological questions, which Darwin's "Origin" raised concerning human knowledge and scientific knowledge and which led Mach to adapt the concept of what is "empirical" in contrast to metaphysical a priori assumptions a second time after Galileo. On this basis Sarton proposed "genesis and development" as the major goal of Isis. Mach had elaborated this epistemology in La Connaissance et l'Erreur ( Knowledge and Error), which Sarton read in 1913 (Hiebert 1905/1976; de Mey 1984). Accordingly for Sarton, history becomes not only a subject of science, but a method of science education. Culture—and science as part of culture—is a result of a genetic process. History of science shapes and is shaped by science and science education in a reciprocal process. Its epistemology needs to be adapted to scientific facts and the philosophy of science. Sarton was well aware of the need to develop the history of science and the philosophy of science along the lines of this reciprocal process. It was a very fruitful basis, but a specific part of it, Sarton did not elaborate further, namely the psychology of science education. This proved to be a crucial missing element for all of science education in Sarton's succession, especially in the US. Looking again at the origins of the central questions in the thinking of Mach, which provided

DAST in Flight Showing Diverging Wingtip Oscillations

Science.gov (United States)

1980-01-01

normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F

DAST Being Calibrated for Flight in Hangar

Science.gov (United States)

1982-01-01

improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each

Energy, Metaphysics, and Space: Ernst Mach's Interpretation of Energy Conservation as the Principle of Causality

Science.gov (United States)

Guzzardi, Luca

2014-06-01

This paper discusses Ernst Mach's interpretation of the principle of energy conservation (EC) in the context of the development of energy concepts and ideas about causality in nineteenth-century physics and theory of science. In doing this, it focuses on the close relationship between causality, energy conservation and space in Mach's antireductionist view of science. Mach expounds his thesis about EC in his first historical-epistemological essay, Die Geschichte und die Wurzel des Satzes von der Erhaltung der Arbeit (1872): far from being a new principle, it is used from the early beginnings of mechanics independently from other principles; in fact, EC is a pre-mechanical principle which is generally applied in investigating nature: it is, indeed, nothing but a form of the principle of causality. The paper focuses on the scientific-historical premises and philosophical underpinnings of Mach's thesis, beginning with the classic debate on the validity and limits of the notion of cause by Hume, Kant, and Helmholtz. Such reference also implies a discussion of the relationship between causality on the one hand and space and time on the other. This connection plays a major role for Mach, and in the final paragraphs its importance is argued in order to understand his antireductionist perspective, i.e. the rejection of any attempt to give an ultimate explanation of the world via reduction of nature to one fundamental set of phenomena.

On integral formulation of the Mach principle in a conformally flat space

International Nuclear Information System (INIS)

Mal'tsev, V.K.

1976-01-01

The integral formulation of the Mach principle represents a rather complicated mathematical formalism in which many aspects of the physical content of theory are not clear. Below an attempt is made to consider the integral representation for the most simple case of conformally flat spaces. The fact that this formalism there is only one scalar function makes it possible to analyse in more detail many physical peculiarities of this representation of the Mach principle: the absence of asymptotically flat spaces, problems of inertia and gravity, constraints on state equations, etc

Effect of myonuclear number and mitochondrial fusion on Drosophila indirect flight muscle organization and size

International Nuclear Information System (INIS)

Rai, Mamta; Nongthomba, Upendra

2013-01-01

Mechanisms involved in establishing the organization and numbers of fibres in a muscle are not completely understood. During Drosophila indirect flight muscle (IFM) formation, muscle growth is achieved by both incorporating hundreds of nuclei, and hypertrophy. As a result, IFMs provide a good model with which to understand the mechanisms that govern overall muscle organization and growth. We present a detailed analysis of the organization of dorsal longitudinal muscles (DLMs), a subset of the IFMs. We show that each DLM is similar to a vertebrate fascicle and consists of multiple muscle fibres. However, increased fascicle size does not necessarily change the number of constituent fibres, but does increase the number of myofibrils packed within the fibres. We also find that altering the number of myoblasts available for fusion changes DLM fascicle size and fibres are loosely packed with myofibrils. Additionally, we show that knock down of genes required for mitochondrial fusion causes a severe reduction in the size of DLM fascicles and fibres. Our results establish the organization levels of DLMs and highlight the importance of the appropriate number of nuclei and mitochondrial fusion in determining the overall organization, growth and size of DLMs. - Highlights: • Drosophila dorsal longitudinal muscles are similar to vertebrate skeletal muscles. • A threshold number of myoblasts governs the organization of a fibre and its size. • Mitochondrial fusion defect leads to abnormal fibre growth and organization

Effect of myonuclear number and mitochondrial fusion on Drosophila indirect flight muscle organization and size

Energy Technology Data Exchange (ETDEWEB)

Rai, Mamta; Nongthomba, Upendra, E-mail: upendra@mrdg.iisc.ernet.in

2013-10-15

Mechanisms involved in establishing the organization and numbers of fibres in a muscle are not completely understood. During Drosophila indirect flight muscle (IFM) formation, muscle growth is achieved by both incorporating hundreds of nuclei, and hypertrophy. As a result, IFMs provide a good model with which to understand the mechanisms that govern overall muscle organization and growth. We present a detailed analysis of the organization of dorsal longitudinal muscles (DLMs), a subset of the IFMs. We show that each DLM is similar to a vertebrate fascicle and consists of multiple muscle fibres. However, increased fascicle size does not necessarily change the number of constituent fibres, but does increase the number of myofibrils packed within the fibres. We also find that altering the number of myoblasts available for fusion changes DLM fascicle size and fibres are loosely packed with myofibrils. Additionally, we show that knock down of genes required for mitochondrial fusion causes a severe reduction in the size of DLM fascicles and fibres. Our results establish the organization levels of DLMs and highlight the importance of the appropriate number of nuclei and mitochondrial fusion in determining the overall organization, growth and size of DLMs. - Highlights: • Drosophila dorsal longitudinal muscles are similar to vertebrate skeletal muscles. • A threshold number of myoblasts governs the organization of a fibre and its size. • Mitochondrial fusion defect leads to abnormal fibre growth and organization.

SR-71B - in Flight with F-18 Chase Aircraft - View from Air Force Tanker

Science.gov (United States)

1996-01-01

for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844

The prediction of noise and installation effects of high-subsonic dual-stream jets in flight

Science.gov (United States)

Saxena, Swati

Both military and civil aircraft in service generate high levels of noise. One of the major contributors to this noise generated from the aircraft is the jet engine exhaust. This makes the study of jet noise and methods to reduce jet noise an active research area with the aim of designing quieter military and commercial aircraft. The current stringent aircraft noise regulations imposed by the Federal Aviation Administration (FAA) and other international agencies, have further raised the need to perform accurate jet noise calculations for more reliable estimation of the jet noise sources. The main aim of the present research is to perform jet noise simulations of single and dual-stream jets with engineering accuracy and assess forward flight effects on the jet noise. Installation effects such as caused by the pylon are also studied using a simplified pylon nozzle configuration. Due to advances in computational power, it has become possible to perform turbulent flow simulations of high speed jets, which leads to more accurate noise predictions. In the present research, a hybrid unsteady RANS-LES parallel multi-block structured grid solver called EAGLEJet is written to perform the nozzle flow calculations. The far-field noise calculation is performed using solutions to the Ffowcs Williams and Hawkings equation. The present calculations use meshes with 5 to 11 million grid points and require about three weeks of computing time with about 100 processors. A baseline single stream convergent nozzle and a dual-stream coaxial convergent nozzle are used for the flow and noise analysis. Calculations for the convergent nozzle are performed at a high subsonic jet Mach number of Mj = 0.9, which is similar to the operating conditions for commercial aircraft engines. A parallel flow gives the flight effect, which is simulated with a co-flow Mach number, Mcf varying from 0.0 to 0.28. The grid resolution effects, statistical properties of the turbulence and the heated jet effects

Iodine Tagging Velocimetry in a Mach 10 Wake

Science.gov (United States)

Balla, Robert Jeffrey

2013-01-01

A variation on molecular tagging velocimetry (MTV) [1] designated iodine tagging velocimetry (ITV) is demonstrated. Molecular iodine is tagged by two-photon absorption using an Argon Fluoride (ArF) excimer laser. A single camera measures fluid displacement using atomic iodine emission at 206 nm. Two examples ofMTVfor cold-flowmeasurements areN2OMTV [2] and Femtosecond Laser Electronic Excitation Tagging [3]. These, like most MTV methods, are designed for atmospheric pressure applications. Neither can be implemented at the low pressures (0.1- 1 Torr) in typical hypersonic wakes. Of all the single-laser/singlecamera MTV approaches, only Nitric-Oxide Planar Laser Induced Fluorescence-based MTV [4] has been successfully demonstrated in a Mach 10 wake. Oxygen quenching limits transit times to 500 ns and accuracy to typically 30%. The present note describes the photophysics of the ITV method. Off-body velocimetry along a line is demonstrated in the aerothermodynamically important and experimentally challenging region of a hypersonic low-pressure near-wake in a Mach 10 air wind tunnel. Transit times up to 10 µs are demonstrated with conservative errors of 10%.

MACHe3: A new generation detector for non-baryonic dark matter direct detection

International Nuclear Information System (INIS)

Santos, D.; Mayet, F.; Perrin, G.; Moulin, E.; Bunkov, Yu. M.; Godfrin, H.; Krusius, M.

2002-01-01

MACHe3 (MAtrix of Cells of superfluid 3 H e) is a project of a new detector for direct Dark Matter (DM) search, using superfluid 3 He as a sensitive medium. An experiment on a prototype cell has been performed and the st results reported here are encouraging to develop of a multicell prototype. In order to investigate the discovery potential of MACHe3, and its complementarity with other DM detectors, a phenomenological study done with the DarkSUSY code is shown. (authors)

Imaging and chemical surface analysis of biomolecular functionalization of monolithically integrated on silicon Mach-Zehnder interferometric immunosensors

International Nuclear Information System (INIS)

Gajos, Katarzyna; Angelopoulou, Michailia; Petrou, Panagiota; Awsiuk, Kamil; Kakabakos, Sotirios; Haasnoot, Willem; Bernasik, Andrzej; Rysz, Jakub; Marzec, Mateusz M.; Misiakos, Konstantinos; Raptis, Ioannis; Budkowski, Andrzej

2016-01-01

Highlights: • Optimization of probe immobilization with robotic spotter printing overlapping spots. • In-situ inspection of microstructured surfaces of biosensors integrated on silicon. • Imaging and chemical analysis of immobilization, surface blocking and immunoreaction. • Insight with molecular discrimination into step-by-step sensor surface modifications. • Optimized biofunctionalization improves sensor sensitivity and response repeatability. - Abstract: Time-of-flight secondary ion mass spectrometry (imaging, micro-analysis) has been employed to evaluate biofunctionalization of the sensing arm areas of Mach-Zehnder interferometers monolithically integrated on silicon chips for the immunochemical (competitive) detection of bovine κ-casein in goat milk. Biosensor surfaces are examined after: modification with (3-aminopropyl)triethoxysilane, application of multiple overlapping spots of κ-casein solutions, blocking with 100-times diluted goat milk, and reaction with monoclonal mouse anti-κ-casein antibodies in blocking solution. The areas spotted with κ-casein solutions of different concentrations are examined and optimum concentration providing homogeneous coverage is determined. Coverage of biosensor surfaces with biomolecules after each of the sequential steps employed in immunodetection is also evaluated with TOF-SIMS, supplemented by Atomic force microscopy and X-ray photoelectron spectroscopy. Uniform molecular distributions are observed on the sensing arm areas after spotting with optimum κ-casein concentration, blocking and immunoreaction. The corresponding biomolecular compositions are determined with a Principal Component Analysis that distinguished between protein amino acids and milk glycerides, as well as between amino acids characteristic for Mabs and κ-casein, respectively. Use of the optimum conditions (κ-casein concentration) for functionalization of chips with arrays of ten Mach-Zehnder interferometers provided on-chips assays

Imaging and chemical surface analysis of biomolecular functionalization of monolithically integrated on silicon Mach-Zehnder interferometric immunosensors

Energy Technology Data Exchange (ETDEWEB)

Gajos, Katarzyna, E-mail: kasia.fornal@uj.edu.pl [M. Smoluchowski Institute of Physics, Jagiellonian University, Łojasiewicza 11, 30-348 Kraków (Poland); Angelopoulou, Michailia; Petrou, Panagiota [Institute of Nuclear & Radiological Sciences & Technology, Energy & Safety, NCSR Demokritos, P. Grigoriou & Neapoleos St, Aghia Paraksevi 15310, Athens (Greece); Awsiuk, Kamil [M. Smoluchowski Institute of Physics, Jagiellonian University, Łojasiewicza 11, 30-348 Kraków (Poland); Kakabakos, Sotirios [Institute of Nuclear & Radiological Sciences & Technology, Energy & Safety, NCSR Demokritos, P. Grigoriou & Neapoleos St, Aghia Paraksevi 15310, Athens (Greece); Haasnoot, Willem [RIKILT Wageningen UR, Akkermaalsbos 2, 6708 WB Wageningen (Netherlands); Bernasik, Andrzej [Faculty of Physics and Applied Computer Science, AGH University of Science and Technology, Mickiewicza 30, 30-059 Kraków (Poland); Academic Centre for Materials and Nanotechnology, AGH University of Science and Technology, Mickiewicza 30, 30-059 Kraków (Poland); Rysz, Jakub [M. Smoluchowski Institute of Physics, Jagiellonian University, Łojasiewicza 11, 30-348 Kraków (Poland); Marzec, Mateusz M. [Academic Centre for Materials and Nanotechnology, AGH University of Science and Technology, Mickiewicza 30, 30-059 Kraków (Poland); Misiakos, Konstantinos; Raptis, Ioannis [Department of Microelectronics, Institute of Nanoscience and Nanotechnology, NCSR Demokritos, P. Grigoriou & Neapoleos St, Aghia Paraksevi 15310, Athens (Greece); Budkowski, Andrzej [M. Smoluchowski Institute of Physics, Jagiellonian University, Łojasiewicza 11, 30-348 Kraków (Poland)

2016-11-01

Highlights: • Optimization of probe immobilization with robotic spotter printing overlapping spots. • In-situ inspection of microstructured surfaces of biosensors integrated on silicon. • Imaging and chemical analysis of immobilization, surface blocking and immunoreaction. • Insight with molecular discrimination into step-by-step sensor surface modifications. • Optimized biofunctionalization improves sensor sensitivity and response repeatability. - Abstract: Time-of-flight secondary ion mass spectrometry (imaging, micro-analysis) has been employed to evaluate biofunctionalization of the sensing arm areas of Mach-Zehnder interferometers monolithically integrated on silicon chips for the immunochemical (competitive) detection of bovine κ-casein in goat milk. Biosensor surfaces are examined after: modification with (3-aminopropyl)triethoxysilane, application of multiple overlapping spots of κ-casein solutions, blocking with 100-times diluted goat milk, and reaction with monoclonal mouse anti-κ-casein antibodies in blocking solution. The areas spotted with κ-casein solutions of different concentrations are examined and optimum concentration providing homogeneous coverage is determined. Coverage of biosensor surfaces with biomolecules after each of the sequential steps employed in immunodetection is also evaluated with TOF-SIMS, supplemented by Atomic force microscopy and X-ray photoelectron spectroscopy. Uniform molecular distributions are observed on the sensing arm areas after spotting with optimum κ-casein concentration, blocking and immunoreaction. The corresponding biomolecular compositions are determined with a Principal Component Analysis that distinguished between protein amino acids and milk glycerides, as well as between amino acids characteristic for Mabs and κ-casein, respectively. Use of the optimum conditions (κ-casein concentration) for functionalization of chips with arrays of ten Mach-Zehnder interferometers provided on-chips assays

Wake Instabilities Behind Discrete Roughness Elements in High Speed Boundary Layers

Science.gov (United States)

Choudhari, Meelan; Li, Fei; Chang, Chau-Lyan; Norris, Andrew; Edwards, Jack

2013-01-01

Computations are performed to study the flow past an isolated, spanwise symmetric roughness element in zero pressure gradient boundary layers at Mach 3.5 and 5.9, with an emphasis on roughness heights of less than 55 percent of the local boundary layer thickness. The Mach 5.9 cases include flow conditions that are relevant to both ground facility experiments and high altitude flight ("cold wall" case). Regardless of the Mach number, the mean flow distortion due to the roughness element is characterized by long-lived streamwise streaks in the roughness wake, which can support instability modes that did not exist in the absence of the roughness element. The higher Mach number cases reveal a variety of instability mode shapes with velocity fluctuations concentrated in different localized regions of high base flow shear. The high shear regions vary from the top of a mushroom shaped structure characterizing the centerline streak to regions that are concentrated on the sides of the mushroom. Unlike the Mach 3.5 case with nearly same values of scaled roughness height k/delta and roughness height Reynolds number Re(sub kk), the odd wake modes in both Mach 5.9 cases are significantly more unstable than the even modes of instability. Additional computations for a Mach 3.5 boundary layer indicate that the presence of a roughness element can also enhance the amplification of first mode instabilities incident from upstream. Interactions between multiple roughness elements aligned along the flow direction are also explored.

Analytical and computational investigations of a magnetohydrodynamics (MHD) energy-bypass system for supersonic gas turbine engines to enable hypersonic flight

Science.gov (United States)

Benyo, Theresa Louise

Historically, the National Aeronautics and Space Administration (NASA) has used rocket-powered vehicles as launch vehicles for access to space. A familiar example is the Space Shuttle launch system. These vehicles carry both fuel and oxidizer onboard. If an external oxidizer (such as the Earth's atmosphere) is utilized, the need to carry an onboard oxidizer is eliminated, and future launch vehicles could carry a larger payload into orbit at a fraction of the total fuel expenditure. For this reason, NASA is currently researching the use of air-breathing engines to power the first stage of two-stage-to-orbit hypersonic launch systems. Removing the need to carry an onboard oxidizer leads also to reductions in total vehicle weight at liftoff. This in turn reduces the total mass of propellant required, and thus decreases the cost of carrying a specific payload into orbit or beyond. However, achieving hypersonic flight with air-breathing jet engines has several technical challenges. These challenges, such as the mode transition from supersonic to hypersonic engine operation, are under study in NASA's Fundamental Aeronautics Program. One propulsion concept that is being explored is a magnetohydrodynamic (MHD) energy- bypass generator coupled with an off-the-shelf turbojet/turbofan. It is anticipated that this engine will be capable of operation from takeoff to Mach 7 in a single flowpath without mode transition. The MHD energy bypass consists of an MHD generator placed directly upstream of the engine, and converts a portion of the enthalpy of the inlet flow through the engine into electrical current. This reduction in flow enthalpy corresponds to a reduced Mach number at the turbojet inlet so that the engine stays within its design constraints. Furthermore, the generated electrical current may then be used to power aircraft systems or an MHD accelerator positioned downstream of the turbojet. The MHD accelerator operates in reverse of the MHD generator, re-accelerating the

A Simple Flight Mill for the Study of Tethered Flight in Insects.

Science.gov (United States)

Attisano, Alfredo; Murphy, James T; Vickers, Andrew; Moore, Patricia J

2015-12-10

Flight in insects can be long-range migratory flights, intermediate-range dispersal flights, or short-range host-seeking flights. Previous studies have shown that flight mills are valuable tools for the experimental study of insect flight behavior, allowing researchers to examine how factors such as age, host plants, or population source can influence an insects' propensity to disperse. Flight mills allow researchers to measure components of flight such as speed and distance flown. Lack of detailed information about how to build such a device can make their construction appear to be prohibitively complex. We present a simple and relatively inexpensive flight mill for the study of tethered flight in insects. Experimental insects can be tethered with non-toxic adhesives and revolve around an axis by means of a very low friction magnetic bearing. The mill is designed for the study of flight in controlled conditions as it can be used inside an incubator or environmental chamber. The strongest points are the very simple electronic circuitry, the design that allows sixteen insects to fly simultaneously allowing the collection and analysis of a large number of samples in a short time and the potential to use the device in a very limited workspace. This design is extremely flexible, and we have adjusted the mill to accommodate different species of insects of various sizes.

Cost-effective evolution of research prototypes into end-user tools: The MACH case study

DEFF Research Database (Denmark)

Störrle, Harald

2017-01-01

's claim by fellow scientists, and (3) demonstrate the utility and value of the research contribution to any interested parties. However, turning an exploratory prototype into a “proper” tool for end-users often entails great effort. Heavyweight mainstream frameworks such as Eclipse do not address...... this issue; their steep learning curves constitute substantial entry barriers to such ecosystems. In this paper, we present the Model Analyzer/Checker (MACH), a stand-alone tool with a command-line interpreter. MACH integrates a set of research prototypes for analyzing UML models. By choosing a simple...... command line interpreter rather than (costly) graphical user interface, we achieved the core goal of quickly deploying research results to a broader audience while keeping the required effort to an absolute minimum. We analyze MACH as a case study of how requirements and constraints in an academic...

Implementation of a Single-Stage-To-Orbit (SSTO) model for stability and control analysis

Science.gov (United States)

Ingalls, Stephen A.

1995-07-01

Three NASA centers: Marshall Space Flight Center (MSFC), Langley Research Center (LaRC), and Johnson Space Center (JSC) are currently involved in studying a family of single-stage- and two-stage-to-orbit (SSTO/TSTO) vehicles to serve as the next generation space transportation system (STS). A rocketed winged-body is the current focus. The configuration (WB001) is a vertically-launched, horizontally-landing system with circular cross-section. Preliminary aerodynamic data was generated by LaRC and is a combination of wind-tunnel data, empirical methods, and Aerodynamic Preliminary Analysis System-(APAS) generated values. JSC's efforts involve descent trajectory design, stability analysis, and flight control system synthesis. Analysis of WB001's static stability indicates instability in 'tuck' (C(sub mu) less than 0: Mach = 0.30, alpha greater than 3.25 deg; Mach = 0.60, alpha greater than 8.04), an unstable dihedral effects (C(sub l(beta)) greater than 0: Mach = 30,alpha less than 12 deg.; Mach = 0.60, alpha less than 10.00 deg.), and, most significantly, an unstable weathercock stability derivative, C(sub n(beta)), at all angles of attack and subsonic Mach numbers. Longitudinal trim solutions for Mach = 0.30 and 0.60 indicate flight path angle possibilities ranging from around 12 (M = 0.30) to slightly over 20 degrees at Mach = 0.60. Trim angles of attack increase from 6.24 at Mach 0.60 and 10,000 feet to 17.7 deg. at Mach 0.30, sea-level. Lateral trim was attempted for a design cross-wind of 25.0 knots. The current vehicle aerodynamic and geometric characteristics will only yield a lateral trim solution at impractical tip-fin deflections (approximately equal to 43 deg.) and bank angles (21 deg.). A study of the lateral control surfaces, tip-fin controllers for WB001, indicate increased surface area would help address these instabilities, particularly the deficiency in C(sub n(beta)), but obviously at the expense of increased vehicle weight. Growth factors of

Final Phase Flight Performance and Touchdown Time Assessment of TDV in RLV-TD HEX-01 Mission

Science.gov (United States)

Yadav, Sandeep; Jayakumar, M.; Nizin, Aziya; Kesavabrahmaji, K.; Shyam Mohan, N.

2017-12-01

RLV-TD HEX-01 mission was configured as a precursor flight to actual two stages to orbit vehicle. In this mission RLV-TD was designed as a two stage vehicle for demonstrating the hypersonic flight of a winged body vehicle at Mach No. 5. One of the main objectives of this mission was to generate data for better understanding of new technologies required to design the future vehicle. In this mission, the RLV-TD vehicle was heavily instrumented to get data related to performance of different subsystems. As per the mission design, RLV-TD will land in sea after flight duration of 700 s and travelling a distance of nearly 500 km in Bay of Bengal from the launch site for a nominal trajectory. The visibility studies for telemetry data of vehicle for the nominal and off nominal trajectories were carried out. Based on that, three ground stations were proposed for the telemetry data reception (including one in sea). Even with this scheme it was seen that during the final phase of the flight there will not be any ground station visible to the flight due to low elevation. To have the mission critical data during final phase of the flight, telemetry through INSAT scheme was introduced. During the end of the mission RLV-TD will be landing in the sea on a hypothetical runway. To know the exact time of touchdown for the flight in sea, there was no direct measurement available. Simultaneously there were all chances of losing ground station visibility just before touchdown, making it difficult to assess flight performance during that phase. In this work, telemetry and instrumentation scheme of RLV-TD HEX-01 mission is discussed with an objective to determine the flight performance during the final phase. Further, using various flight sensor data the touchdown time of TDV is assessed for this mission.

The operational flight and multi-crew scheduling problem

Directory of Open Access Journals (Sweden)

Stojković Mirela

2005-01-01

Full Text Available This paper introduces a new kind of operational multi-crew scheduling problem which consists in simultaneously modifying, as necessary, the existing flight departure times and planned individual work days (duties for the set of crew members, while respecting predefined aircraft itineraries. The splitting of a planned crew is allowed during a day of operations, where it is more important to cover a flight than to keep planned crew members together. The objective is to cover a maximum number of flights from a day of operations while minimizing changes in both the flight schedule and the next-day planned duties for the considered crew members. A new type of the same flight departure time constraints is introduced. They ensure that a flight which belongs to several personalized duties, where the number of duties is equal to the number of crew members assigned to the flight, will have the same departure time in each of these duties. Two variants of the problem are considered. The first variant allows covering of flights by less than the planned number of crew members, while the second one requires covering of flights by a complete crew. The problem is mathematically formulated as an integer nonlinear multi-commodity network flow model with time windows and supplementary constraints. The optimal solution approach is based on Dantzig-Wolfe decomposition/column generation embedded into a branch-and-bound scheme. The resulting computational times on commercial-size problems are very good. Our new simultaneous approach produces solutions whose quality is far better than that of the traditional sequential approach where the flight schedule has been changed first and then input as a fixed data to the crew scheduling problem.

Exploring the MACH Model’s Potential as a Metacognitive Tool to Help Undergraduate Students Monitor Their Explanations of Biological Mechanisms

Science.gov (United States)

Trujillo, Caleb M.; Anderson, Trevor R.; Pelaez, Nancy J.

2016-01-01

When undergraduate biology students learn to explain biological mechanisms, they face many challenges and may overestimate their understanding of living systems. Previously, we developed the MACH model of four components used by expert biologists to explain mechanisms: Methods, Analogies, Context, and How. This study explores the implementation of the model in an undergraduate biology classroom as an educational tool to address some of the known challenges. To find out how well students’ written explanations represent components of the MACH model before and after they were taught about it and why students think the MACH model was useful, we conducted an exploratory multiple case study with four interview participants. We characterize how two students explained biological mechanisms before and after a teaching intervention that used the MACH components. Inductive analysis of written explanations and interviews showed that MACH acted as an effective metacognitive tool for all four students by helping them to monitor their understanding, communicate explanations, and identify explanatory gaps. Further research, though, is needed to more fully substantiate the general usefulness of MACH for promoting students’ metacognition about their understanding of biological mechanisms. PMID:27252295

Aeroheating Testing and Predictions for Project Orion CEV at Turbulent Conditions

Science.gov (United States)

Hollis, Brian R.; Berger, Karen T.; Horvath, Thomas J.; Coblish, Joseph J.; Norris, Joseph D.; Lillard, Randolph P.; Kirk, Benjamin S.

2009-01-01

An investigation of the aeroheating environment of the Project Orion Crew Exploration Vehicle was performed in the Arnold Engineering Development Center Hypervelocity Wind Tunnel No. 9 Mach 8 and Mach 10 nozzles and in the NASA Langley Research Center 20 - Inch Mach 6 Air Tunnel. Heating data were obtained using a thermocouple-instrumented approx.0.035-scale model (0.1778-m/7-inch diameter) of the flight vehicle. Runs were performed in the Tunnel 9 Mach 10 nozzle at free stream unit Reynolds numbers of 1x10(exp 6)/ft to 20x10(exp 6)/ft, in the Tunnel 9 Mach 8 nozzle at free stream unit Reynolds numbers of 8 x 10(exp 6)/ft to 48x10(exp 6)/ft, and in the 20-Inch Mach 6 Air Tunnel at free stream unit Reynolds numbers of 1x10(exp 6)/ft to 7x10(exp 6)/ft. In both facilities, enthalpy levels were low and the test gas (N2 in Tunnel 9 and air in the 20-Inch Mach 6) behaved as a perfect-gas. These test conditions produced laminar, transitional and turbulent data in the Tunnel 9 Mach 10 nozzle, transitional and turbulent data in the Tunnel 9 Mach 8 nozzle, and laminar and transitional data in the 20- Inch Mach 6 Air Tunnel. Laminar and turbulent predictions were generated for all wind tunnel test conditions and comparisons were performed with the experimental data to help define the accuracy of computational method. In general, it was found that both laminar data and predictions, and turbulent data and predictions, agreed to within less than the estimated 12% experimental uncertainty estimate. Laminar heating distributions from all three data sets were shown to correlate well and demonstrated Reynolds numbers independence when expressed in terms of the Stanton number based on adiabatic wall-recovery enthalpy. Transition onset locations on the leeside centerline were determined from the data and correlated in terms of boundary-layer parameters. Finally turbulent heating augmentation ratios were determined for several body-point locations and correlated in terms of the

Assessing public and crew exposure in commercial flights in Brazil

International Nuclear Information System (INIS)

Rochedo, E.R.R.; Alves, V.A.; Silva, D.N.G.

2015-01-01

The exposure to cosmic radiation in aircraft travel is significantly higher than at ground level and varies with the route due to the effect of latitude, the altitude of flight, the flight time, and the year according to the solar cycle effects in galactic cosmic ray flux. The computer program CARI-6, developed by the U.S. Federal Aviation Administration, calculates the effective dose of galactic cosmic radiation received by an individual in an aircraft flying the shortest route between two airports of the world. The program takes into account changes in altitude and geographic location during the course of a flight. The aim of this project is to estimate the contribution of cosmic radiation exposure on commercial flights to the Brazilian population. A database, including about 4,000 domestic flights in Brazil, was implemented in Excel spreadsheets based on data flights information for November 2011. Main fields included on the database are the origin and destination of flights, time of departure and arrival, plane type, number of passengers, flight times (take-off, landing and cruse altitude times) and number of flights per year. This information was used to estimate individual and collective doses for crew and passengers. Doses for domestic flights in Brazil range from 1.8 to 8.8 μSv. Considering the occupational limit of 850 h of flight per year for crew members and numbers of flights for each route, average occupational dose would be about 0.76 mSv/y. Collective doses, for the total number of flights per year and airplane types were estimated to be 214 and 11 manSv/y for passengers and crew members, respectively. (authors)

Experimental study on combustion modes and thrust performance of a staged-combustor of the scramjet with dual-strut

Science.gov (United States)

Yang, Qingchun; Chetehouna, Khaled; Gascoin, Nicolas; Bao, Wen

2016-05-01

To enable the scramjet operate in a wider flight Mach number, a staged-combustor with dual-strut is introduced to hold more heat release at low flight Mach conditions. The behavior of mode transition was examined using a direct-connect model scramjet experiment along with pressure measurements. The typical operating modes of the staged-combustor are analyzed. Fuel injection scheme has a significant effect on the combustor operating modes, particularly for the supersonic combustion mode. Thrust performances of the combustor with different combustion modes and fuel distributions are reported in this paper. The first-staged strut injection has a better engine performance in the operation of subsonic combustion mode. On the contrast, the second-staged strut injection has a better engine performance in the operation of supersonic combustion mode.

All-silicon thermal independent Mach-Zehnder interferometer with multimode waveguides

DEFF Research Database (Denmark)

Guan, Xiaowei; Frandsen, Lars Hagedorn

2016-01-01

A novel all-silicon thermal independent Mach-Zehnder interferometer consisting of two multimode waveguide arms having equal lengths and widths but transmitting different modes is proposed and experimentally demonstrated. The interferometer has a temperature sensitivity smaller than 8pm/°C in a wa...

Experimental investigation of drag reduction by forward facing high ...

Indian Academy of Sciences (India)

Substantial aerodynamic drag, while flying at hypersonic Mach number, due to the presence of strong ... atmospheric flight of hypersonic vehicles, large-angle blunt-cone configurations are preferred at the cost of .... This paper is dedicated to Dr P R Viswanath for his contributions to experimental research in aerodynamics.

Flight research and testing

Science.gov (United States)

Putnam, Terrill W.; Ayers, Theodore G.

1989-01-01

Flight research and testing form a critical link in the aeronautic research and development chain. Brilliant concepts, elegant theories, and even sophisticated ground tests of flight vehicles are not sufficient to prove beyond a doubt that an unproven aeronautical concept will actually perform as predicted. Flight research and testing provide the ultimate proof that an idea or concept performs as expected. Ever since the Wright brothers, flight research and testing were the crucible in which aeronautical concepts were advanced and proven to the point that engineers and companies are willing to stake their future to produce and design aircraft. This is still true today, as shown by the development of the experimental X-30 aerospace plane. The Dryden Flight Research Center (Ames-Dryden) continues to be involved in a number of flight research programs that require understanding and characterization of the total airplane in all the aeronautical disciplines, for example the X-29. Other programs such as the F-14 variable-sweep transition flight experiment have focused on a single concept or discipline. Ames-Dryden also continues to conduct flight and ground based experiments to improve and expand the ability to test and evaluate advanced aeronautical concepts. A review of significant aeronautical flight research programs and experiments is presented to illustrate both the progress being made and the challenges to come.

Quantitative Global Heat Transfer in a Mach-6 Quiet Tunnel

Science.gov (United States)

Sullivan, John P.; Schneider, Steven P.; Liu, Tianshu; Rubal, Justin; Ward, Chris; Dussling, Joseph; Rice, Cody; Foley, Ryan; Cai, Zeimin; Wang, Bo;

Stability Analysis for HIFiRE Experiments

Science.gov (United States)

Li, Fei; Choudhari, Meelan M.; Chang, Chau-Lyan; White, Jeffery A.; Kimmel, Roger; Adamczak, David; Borg, Matthew; Stanfield, Scott; Smith, Mark S.

2012-01-01

The HIFiRE-1 flight experiment provided a valuable database pertaining to boundary layer transition over a 7-degree half-angle, circular cone model from supersonic to hypersonic Mach numbers, and a range of Reynolds numbers and angles of attack. This paper reports selected findings from the ongoing computational analysis of the measured in-flight transition behavior. Transition during the ascent phase at nearly zero degree angle of attack is dominated by second mode instabilities except in the vicinity of the cone meridian where a roughness element was placed midway along the length of the cone. The growth of first mode instabilities is found to be weak at all trajectory points analyzed from the ascent phase. For times less than approximately 18.5 seconds into the flight, the peak amplification ratio for second mode disturbances is sufficiently small because of the lower Mach numbers at earlier times, so that the transition behavior inferred from the measurements is attributed to an unknown physical mechanism, potentially related to step discontinuities in surface height near the locations of a change in the surface material. Based on the time histories of temperature and/or heat flux at transducer locations within the aft portion of the cone, the onset of transition correlated with a linear N-factor, based on parabolized stability equations, of approximately 13.5. Due to the large angles of attack during the re-entry phase, crossflow instability may play a significant role in transition. Computations also indicate the presence of pronounced crossflow separation over a significant portion of the trajectory segment that is relevant to transition analysis. The transition behavior during this re-entry segment of HIFiRE-1 flight shares some common features with the predicted transition front along the elliptic cone shaped HIFiRE-5 flight article, which was designed to provide hypersonic transition data for a fully 3D geometric configuration. To compare and contrast the

Mach-Zehnder interferometer implementation for thermo-optical and Kerr effect study

Science.gov (United States)

Bundulis, Arturs; Nitiss, Edgars; Busenbergs, Janis; Rutkis, Martins

2018-04-01

In this paper, we propose the Mach-Zehnder interferometric method for third-order nonlinear optical and thermo-optical studies. Both effects manifest themselves as refractive index dependence on the incident light intensity and are widely employed for multiple opto-optical and thermo-optical applications. With the implemented method, we have measured the Kerr and thermo-optical coefficients of chloroform under CW, ns and ps laser irradiance. The application of lasers with different light wavelengths, pulse duration and energy allowed us to distinguish the processes responsible for refractive index changes in the investigated solution. Presented setup was also used for demonstration of opto-optical switching. Results from Mach-Zehnder experiment were compared to Z-scan data obtained in our previous studies. Based on this, a quality comparison of both methods was assessed and advantages and disadvantages of each method were analyzed.

Sub-shot-noise phase sensitivity with a Bose-Einstein condensate Mach-Zehnder interferometer

International Nuclear Information System (INIS)

Pezze, L.; Smerzi, A.; Collins, L.A.; Berman, G.P.; Bishop, A.R.

2005-01-01

Bose-Einstein condensates (BEC), with their coherence properties, have attracted wide interest for their possible application to ultraprecise interferometry and ultraweak force sensors. Since condensates, unlike photons, are interacting, they may permit the realization of specific quantum states needed as input of an interferometer to approach the Heisenberg limit, the supposed lower bound to precision phase measurements. To this end, we study the sensitivity to external weak perturbations of a representative matter-wave Mach-Zehnder interferometer whose input are two Bose-Einstein condensates created by splitting a single condensate in two parts. The interferometric phase sensitivity depends on the specific quantum state created with the two condensates, and, therefore, on the time scale of the splitting process. We identify three different regimes, characterized by a phase sensitivity Δθ scaling with the total number of condensate particles N as (i) the standard quantum limit Δθ∼1/N 1/2 (ii) the sub shot-noise Δθ∼1/N 3/4 , and the (iii) the Heisenberg limit Δθ∼1/N. However, in a realistic dynamical BEC splitting, the 1/N limit requires a long adiabaticity time scale, which is hardly reachable experimentally. On the other hand, the sub-shot-noise sensitivity Δθ∼1/N 3/4 can be reached in a realistic experimental setting. We also show that the 1/N 3/4 scaling is a rigorous upper bound in the limit N→∞, while keeping constant all different parameters of the bosonic Mach-Zehnder interferometer

Contribution to numerical methods for all Mach flow regimes and to fluid-porous coupling for the simulation of homogeneous two-phase flows in nuclear reactors

International Nuclear Information System (INIS)

Zaza, Chady

2015-01-01

The numerical simulation of steam generators of pressurized water reactors is a complex problem, involving different flow regimes and a wide range of length and time scales. An accidental scenario may be associated with very fast variations of the flow with an important Mach number. In contrast in the nominal regime the flow may be stationary, at low Mach number. Moreover whatever the regime under consideration, the array of U-tubes is modelled by a porous medium in order to avoid taking into account the complex geometry of the steam generator, which entails the issue of the coupling conditions at the interface with the free-fluid. We propose a new pressure-correction scheme for cell-centered finite volumes for solving the compressible Navier-Stokes and Euler equations at all Mach number. The existence of a discrete solution, the consistency of the scheme in the Lax sense and the positivity of the internal energy were proved. Then the scheme was extended to the homogeneous two-phase flow models of the GENEPI code developed at CEA. Lastly a multigrid-AMR algorithm was adapted for using our pressure-correction scheme on adaptive grids. Regarding the second issue addressed in this work, the numerical simulation of a fluid flow over a porous bed involves very different length scales. Macroscopic interface models - such as Ochoa-Tapia-Whitaker or Beavers-Joseph law for a viscous flow - represent the transition region between the free-fluid and the porous region by an interface of discontinuity associated with specific transmission conditions. An extension to the Beavers-Joseph law was proposed for the convective regime. By introducing a jump in the kinetic energy at the interface, we recover an interface condition close to the Beavers-Joseph law but with a non-linear slip coefficient, which depends on the free-fluid velocity at the interface and on the Darcy velocity. The validity of this new transmission condition was assessed with direct numerical simulations at

Highlights from a Mach 4 Experimental Demonstration of Inlet Mode Transition for Turbine-Based Combined Cycle Hypersonic Propulsion

Science.gov (United States)

Foster, Lancert E.; Saunders, John D., Jr.; Sanders, Bobby W.; Weir, Lois J.

2012-01-01

NASA is focused on technologies for combined cycle, air-breathing propulsion systems to enable reusable launch systems for access to space. Turbine Based Combined Cycle (TBCC) propulsion systems offer specific impulse (Isp) improvements over rocket-based propulsion systems in the subsonic takeoff and return mission segments along with improved safety. Among the most critical TBCC enabling technologies are: 1) mode transition from the low speed propulsion system to the high speed propulsion system, 2) high Mach turbine engine development and 3) innovative turbine based combined cycle integration. To address these challenges, NASA initiated an experimental mode transition task including analytical methods to assess the state-of-the-art of propulsion system performance and design codes. One effort has been the Combined-Cycle Engine Large Scale Inlet Mode Transition Experiment (CCE-LIMX) which is a fully integrated TBCC propulsion system with flowpath sizing consistent with previous NASA and DoD proposed Hypersonic experimental flight test plans. This experiment was tested in the NASA GRC 10 by 10-Foot Supersonic Wind Tunnel (SWT) Facility. The goal of this activity is to address key hypersonic combined-cycle engine issues including: (1) dual integrated inlet operability and performance issues-unstart constraints, distortion constraints, bleed requirements, and controls, (2) mode-transition sequence elements caused by switching between the turbine and the ramjet/scramjet flowpaths (imposed variable geometry requirements), and (3) turbine engine transients (and associated time scales) during transition. Testing of the initial inlet and dynamic characterization phases were completed and smooth mode transition was demonstrated. A database focused on a Mach 4 transition speed with limited off-design elements was developed and will serve to guide future TBCC system studies and to validate higher level analyses.

Rotating detectors and Mach's principle

Energy Technology Data Exchange (ETDEWEB)

Paola, R.D.M. de; Svaiter, N.F

2000-08-01

In this work we consider a quantum version of Newton{sup s} bucket experiment in a fl;at spacetime: we take an Unruh-DeWitt detector in interaction with a real massless scalar field. We calculate the detector's excitation rate when it is uniformly rotating around some fixed point and the field is prepared in the Minkowski vacuum and also when the detector is inertial and the field is in the Trocheries-Takeno vacuum state. These results are compared and the relations with Mach's principle are discussed. (author)

Practical computational aeroacoustics for compact surfaces in low mach number flows

DEFF Research Database (Denmark)

Pradera-Mallabiabarrena, Ainara; Keith, Graeme; Jacobsen, Finn

2011-01-01

compared to the wavelength of interest. This makes it possible to focus on the surface source term of the Ffowcs Williams-Hawkings equation. In this paper, in order to illustrate the basic method for storing and utilizing data from the CFD analysis, the flow past a circular cylinder at a Reynolds number...

Emergent gravity of fractons: Mach's principle revisited

Science.gov (United States)

Pretko, Michael

2017-07-01

Recent work has established the existence of stable quantum phases of matter described by symmetric tensor gauge fields, which naturally couple to particles of restricted mobility, such as fractons. We focus on a minimal toy model of a rank 2 tensor gauge field, consisting of fractons coupled to an emergent graviton (massless spin-2 excitation). We show how to reconcile the immobility of fractons with the expected gravitational behavior of the model. First, we reformulate the fracton phenomenon in terms of an emergent center of mass quantum number, and we show how an effective attraction arises from the principles of locality and conservation of center of mass. This interaction between fractons is always attractive and can be recast in geometric language, with a geodesiclike formulation, thereby satisfying the expected properties of a gravitational force. This force will generically be short-ranged, but we discuss how the power-law behavior of Newtonian gravity can arise under certain conditions. We then show that, while an isolated fracton is immobile, fractons are endowed with finite inertia by the presence of a large-scale distribution of other fractons, in a concrete manifestation of Mach's principle. Our formalism provides suggestive hints that matter plays a fundamental role, not only in perturbing, but in creating the background space in which it propagates.

Small-scale fixed wing airplane software verification flight test

Science.gov (United States)

Miller, Natasha R.

The increased demand for micro Unmanned Air Vehicles (UAV) driven by military requirements, commercial use, and academia is creating a need for the ability to quickly and accurately conduct low Reynolds Number aircraft design. There exist several open source software programs that are free or inexpensive that can be used for large scale aircraft design, but few software programs target the realm of low Reynolds Number flight. XFLR5 is an open source, free to download, software program that attempts to take into consideration viscous effects that occur at low Reynolds Number in airfoil design, 3D wing design, and 3D airplane design. An off the shelf, remote control airplane was used as a test bed to model in XFLR5 and then compared to flight test collected data. Flight test focused on the stability modes of the 3D plane, specifically the phugoid mode. Design and execution of the flight tests were accomplished for the RC airplane using methodology from full scale military airplane test procedures. Results from flight test were not conclusive in determining the accuracy of the XFLR5 software program. There were several sources of uncertainty that did not allow for a full analysis of the flight test results. An off the shelf drone autopilot was used as a data collection device for flight testing. The precision and accuracy of the autopilot is unknown. Potential future work should investigate flight test methods for small scale UAV flight.

The Orion Exploration Flight Test Post Flight Solid Particle Flight Environment Inspection and Analysis

Science.gov (United States)

Miller, Joshua E.

2016-01-01

Orbital debris in the millimeter size range can pose a hazard to current and planned spacecraft due to the high relative impact speeds in Earth orbit. Fortunately, orbital debris has a relatively short life at lower altitudes due to atmospheric effects; however, at higher altitudes orbital debris can survive much longer and has resulted in a band of high flux around 700 to 1,500 km above the surface of the Earth. While large orbital debris objects are tracked via ground based observation, little information can be gathered about small particles except by returned surfaces, which until the Orion Exploration Flight Test number one (EFT-1), has only been possible for lower altitudes (400 to 500 km). The EFT-1 crew module backshell, which used a porous, ceramic tile system with surface coatings, has been inspected post-flight for potential micrometeoroid and orbital debris (MMOD) damage. This paper describes the pre- and post-flight activities of inspection, identification and analysis of six candidate MMOD impact craters from the EFT-1 mission.

Mitigation of Autoignition Due to Premixing in a Hypervelocity Flow Using Active Wall Cooling

Science.gov (United States)

Axdahl, Erik; Kumar, Ajay; Wilhite, Alan

2013-01-01

Preinjection of fuel on the forebody of an airbreathing vehicle is a proposed method to gain access to hypervelocity flight Mach numbers. However, this creates the possibility of autoignition either near the wall or in the core of the flow, thereby consuming fuel prematurely as well as increasing the amount of pressure drag on the vehicle. The computational fluid dynamics code VULCAN was used to conduct three dimensional simulations of the reacting flow in the vicinity of hydrogen injectors on a flat plate at conditions relevant to a Mach 12 notional flight vehicle forebody to determine the location where autoignition occurs. Active wall cooling strategies were formulated and simulated in response to regions of autoignition. It was found that tangential film cooling using hydrogen or helium were both able to nearly or completely eliminate wall autoignition in the flow domain of interest.

Transonic Aerodynamic Loading Characteristics of a Wing-Body-Tail Combination Having a 52.5 deg. Sweptback Wing of Aspect Ratio 3 With Conical Wing Camber and Body Indentation for a Design Mach Number of Square Root of 2

Science.gov (United States)

Cassetti, Marlowe D.; Re, Richard J.; Igoe, William B.

1961-01-01

An investigation has been made of the effects of conical wing camber and body indentation according to the supersonic area rule on the aerodynamic wing loading characteristics of a wing-body-tail configuration at transonic speeds. The wing aspect ratio was 3, taper ratio was 0.1, and quarter-chord-line sweepback was 52.5 deg. with 3-percent-thick airfoil sections. The tests were conducted in the Langley 16-foot transonic tunnel at Mach numbers from 0.80 to 1.05 and at angles of attack from 0 deg. to 14 deg., with Reynolds numbers based on mean aerodynamic chord varying from 7 x 10(exp 6) to 8 x 10(exp 6). Conical camber delayed wing-tip stall and reduced the severity of the accompanying longitudinal instability but did not appreciably affect the spanwise load distribution at angles of attack below tip stall. Body indentation reduced the transonic chordwise center-of-pressure travel from about 8 percent to 5 percent of the mean aerodynamic chord.

Ramjet Nozzle Analysis for Transport Aircraft Configuration for Sustained Hypersonic Flight

Directory of Open Access Journals (Sweden)

Raman Baidya

2018-04-01

Full Text Available For the past several decades, research dealing with hypersonic flight regimes has been restricted mainly to military applications. Hypersonic transportation could be a possible and affordable solution to travel in the medium term and there is renewed interest from several private organisations for commercial exploitation in this direction. Various combined cycle propulsion configurations have been proposed and the present paper deals with implications for the nozzle component of a ramjet configuration as part of one such combined cycle propulsion configuration. An investigation was undertaken for a method of turbine-based propulsion which enables the hypersonic vehicle to take off under its own power and propel the aircraft under different mission profiles into ramjet operational Mach regimes. The present study details an optimal method of ramjet exhaust expansion to produce sufficient thrust to propel the vehicle into altitudes and Mach regimes where scramjet operation can be initiated. This aspect includes a Computational Fluid Dynamics (CFD-based geometric study to determine the optimal configuration to provide the best thrust values. The CFD parametric analysis investigated three candidate nozzles and indicated that the dual bell nozzle design produced the highest thrust values when compared to other nozzle geometries. The altitude adaptation study also validated the effectiveness of the nozzle thrust at various altitudes without compromising its thrust-producing capabilities. Computational data were validated against published experimental data, which indicated that the computed values correlated well with the experimental data.

Experimental study on axisymmetric air intake for the supersonic transport; choonsokukiyo jikutaishogata air intake no jikken kenkyu

Energy Technology Data Exchange (ETDEWEB)

Sato, T. [Institute of the Space and Astronautical Science,Tokyo (Japan); Takagi, I. [Kawasaki Heavy Industries, Ltd., Kobe (Japan); Kojima, T.; Kobayashi, H. [The University of Tokyo, Tokyo (Japan)

1998-12-05

Mixed-compression type axisymmetric air intakes for ATREX engine have been tested in the supersonic wind tunnel from Mach 0.5 to 4 since 1993. The throat area of the intake can be variable with a translating center spike to accomplish starting and off-design operation since the ATREX intake must work well over the wide flight Mach number up to 6. Here are presented effects of the intake design Mach number, the air bleed from a center spike and/or a cowl around the throat, an angle of attack and blunt nose of the spike on the intake performance characteristics, that is total pressure recovery and mass capture ratio. It is found that bleeding from the center spike and the cowl influences mainly on total pressure recovery and mass capture ratio respectively. The advantage of rounding properly off the spike nose is confirmed. Small center spike cone angle and/or blunt nose is sensitive to the angle of attack. (author)

Primary control of a Mach scale swashplateless rotor using brushless DC motor actuated trailing edge flaps

Science.gov (United States)

Saxena, Anand

The focus of this research was to demonstrate a four blade rotor trim in forward flight using integrated trailing edge flaps instead of using a swashplate controls. A compact brushless DC motor was evaluated as an on-blade actuator, with the possibility of achieving large trailing edge flap amplitudes. A control strategy to actuate the trailing edge flap at desired frequency and amplitude was developed and large trailing edge flap amplitudes from the motor (instead of rotational motion) were obtained. Once the actuator was tested on the bench-top, a lightweight mechanism was designed to incorporate the motor in the blade and actuate the trailing edge flaps. A six feet diameter, four bladed composite rotor with motor-flap system integrated into the NACA 0012 airfoil section was fabricated. Systematic testing was carried out for a range of load conditions, first in the vacuum chamber followed by hover tests. Large trailing edge flap deflections were observed during the hover testing, and a peak to peak trailing edge flap amplitude of 18 degree was achieved at 2000 rotor RPM with hover tip Mach number of 0.628. A closed loop controller was designed to demonstrate trailing edge flap mean position and the peak to peak amplitude control. Further, a soft pitch link was designed and fabricated, to replace the stiff pitch link and thereby reduce the torsional stiffness of the blade to 2/rev. This soft pitch link allowed for blade root pitch motion in response to the trailing edge flap inputs. Blade pitch response due to both steady as well as sinusoidal flap deflections were demonstrated. Finally, tests were performed in Glenn L. Martin wind tunnel using a model rotor rig to assess the performance of motor-flap system in forward flight. A swashplateless trim using brushless DC motor actuated trailing edge flaps was achieved for a rotor operating at 1200 RPM and an advance ratio of 0.28. Also, preliminary exploration was carried out to test the scalability of the motor

Penetration Characteristics of Air, Carbon Dioxide and Helium Transverse Sonic Jets in Mach 5 Cross Flow

Directory of Open Access Journals (Sweden)

Erinc Erdem

2014-12-01

Full Text Available An experimental investigation of sonic air, CO2 and Helium transverse jets in Mach 5 cross flow was carried out over a flat plate. The jet to freestream momentum flux ratio, J, was kept the same for all gases. The unsteady flow topology was examined using high speed schlieren visualisation and PIV. Schlieren visualisation provided information regarding oscillating jet shear layer structures and bow shock, Mach disc and barrel shocks. Two-component PIV measurements at the centreline, provided information regarding jet penetration trajectories. Barrel shocks and Mach disc forming the jet boundary were visualised/quantified also jet penetration boundaries were determined. Even though J is kept the same for all gases, the penetration patterns were found to be remarkably different both at the nearfield and the farfield. Air and CO2 jet resulted similar nearfield and farfield penetration pattern whereas Helium jet spread minimal in the nearfield.

Mach probe interpretation in the presence of supra-thermal electrons

Czech Academy of Sciences Publication Activity Database

Fuchs, Vladimír; Gunn, J. P.

2007-01-01

Roč. 14, č. 3 (2007), 032501-1 ISSN 1070-664X R&D Projects: GA ČR GA202/04/0360 Institutional research plan: CEZ:AV0Z20430508 Keywords : Mach probes * supra -thermal electrons * quasi-neutral PIC codes Subject RIV: BL - Plasma and Gas Discharge Physics Impact factor: 2.325, year: 2007

Asymptotic preserving and all-regime Lagrange-Projection like numerical schemes: application to two-phase flows in low mach regime

International Nuclear Information System (INIS)

Girardin, Mathieu

2014-01-01

Two-phase flows in Pressurized Water Reactors belong to a wide range of Mach number flows. Computing accurate approximate solutions of those flows may be challenging from a numerical point of view as classical finite volume methods are too diffusive in the low Mach regime. In this thesis, we are interested in designing and studying some robust numerical schemes that are stable for large time steps and accurate even on coarse meshes for a wide range of flow regimes. An important feature is the strategy to construct those schemes. We use a mixed implicit-explicit strategy based on an operator splitting to solve fast and slow phenomena separately. Then, we introduce a modification of a Suliciu type relaxation scheme to improve the accuracy of the numerical scheme in some regime of interest. Two approaches have been used to assess the ability of our numerical schemes to deal with a wide range of flow regimes. The first approach, based on the asymptotic preserving property, has been used for the gas dynamics equations with stiff source terms. The second approach, based on the all-regime property, has been used for the gas dynamics equations and the homogeneous two-phase flows models HRM and HEM in the low Mach regime. We obtained some robustness and stability properties for our numerical schemes. In particular, some discrete entropy inequalities are shown. Numerical evidences, in 1D and in 2D on unstructured meshes, assess the gain in term of accuracy and CPU time of those asymptotic preserving and all-regime numerical schemes in comparison with classical finite volume methods. (author) [fr

Software-aided discussion about classical picture of Mach-Zehnder interferometer

Science.gov (United States)

Cavalcanti, C. J. H.; Ostermann, F.; Lima, N. W.; Netto, J. S.

2017-11-01

The Mach-Zehnder interferometer has played an important role both in quantum and classical physics research over the years. In physics education, it has been used as a didactic tool for quantum physics teaching, allowing fundamental concepts, such as particle-wave duality, to be addressed from the very beginning. For a student to understand the novelties of the quantum scenario, it is first worth introducing the classical picture. In this paper, we introduce a new version of the software developed by our research group to deepen the discussion on the classical picture of the Mach-Zehnder interferometer. We present its equivalence with the double slit experiment and we derive the mathematical expressions relating to the interference pattern. We also explore the concept of visibility (which is very important for understanding wave-particle complementarity in quantum physics) to help students become familiar with this experiment and to enhance their knowledge of its counterintuitive aspects. We use the software articulated by the mathematical formalism and phenomenological features. We also present excerpts of the discursive interactions of students using the software in didactic situations.

Reflected rarefactions, double regular reflection, and mach waves in aluminum and beryllium

International Nuclear Information System (INIS)

Neal, T.

1975-01-01

A number of shock techniques which can be used to obtain high-pressure equation-of-state information between the principal Hugoniot and the principal adiabat are illustrated. A rarefaction wave in aluminum shocked to 27.7 GPa [277 kbar] is examined with radiographic techniques and the bulk sound speed is determined. The two stage compression which occurs in a double shock may be attained by colliding two shocks and observing regular reflection. A radiographic method which uses this phenomenon to measure a three-stage compression of aluminum to a density of 4.7 Mg/m 3 and beryllium to a density of 3.1 Mg/m 3 is presented. The results of a Mach reflection experiment in aluminum are found to disagree substantially with the simple three-shock model. A modified model, consistent with observations, is discussed. In all cases the Gruneisen parameter is determined. (U.S.)

Preliminary Design of the Low Speed Propulsion Air Intake of the LAPCAT-MR2 Aircraft

Science.gov (United States)

Meerts, C.; Steelant, J.; Hendrick, P.

2011-08-01

A supersonic air intake has been designed for the low speed propulsion system of the LAPCAT-MR2 aircraft. Development has been based on the XB-70 aircraft air intake which achieves extremely high performances over a wide operation range through the combined use of variable geometry and porous wall suction for boundary layer control. Design of the LAPCAT-MR2 intake has been operated through CFD simulations using DLR TAU-Code (perfect gas model - Menter SST turbulence model). First, a new boundary condition has been validated into the DLR TAU-Code (perfect gas model) for porous wall suction modelling. Standard test cases have shown surprisingly good agreement with both theoretical predictions and experimental results. Based upon this validation, XB-70 air intake performances have been assessed through CFD simulations over the subsonic, transonic and supersonic operation regions and compared to available flight data. A new simulation strategy was deployed avoiding numerical instabilities when initiating the flow in both transonic and supersonic operation modes. First, the flow must be initiated with a far field Mach number higher than the target flight Mach number. Additionally, the inlet backpressure may only be increased to its target value once the oblique shock pattern downstream the intake compression ramps is converged. Simulations using that strategy have shown excellent agreement with in-flight measurements for both total pressure recovery ratio and variable geometry schedule prediction. The demarcation between stable and unstable operation could be well reproduced. Finally, a modified version of the XB-70 air intake has been integrated in the elliptical intake on the LAPCAT vehicle. Operation of this intake in the LAPCAT-MR2 environment is under evaluation using the same simulation strategy as the one developed for the XB-70. Performances are assessed at several key operation points to assess viability of this design. This information will allow in a next

Flowfield computations over the Space Shuttle Orbiter with a proposed canard at a Mach number of 5.8 and 50 degrees angle of attack

Science.gov (United States)

Reuter, William H.; Buning, Pieter G.; Hobson, Garth V.

1993-01-01

An effective control canard design to provide enhanced controllability throughout the flight regime is described which uses a 3D, Navier-Stokes computational solution. The use of canard by the Space Shuttle Orbiter in both hypersonic and subsonic flight regimes can enhance its usefullness by expanding its payload carrying capability and improving its static stability. The canard produces an additional nose-up pitching moment to relax center-of-gravity constraint and alleviates the need for large, lift-destroying elevon deflections required to maintain the high angles of attack for effective hypersonic flight.

A versatile all-optical modulator based on nonlinear Mach-Zehnder interferometers

NARCIS (Netherlands)

Krijnen, Gijsbertus J.M.; Villeneuve, A.; Stegeman, G.I.; Lambeck, Paul; Hoekstra, Hugo

1994-01-01

A device based on a Nonlinear Mach-Zehnder interferometer (NMI) which exploits cross-phase modulation of two co-propagating modes in bimodal branches has been described in this paper. The advantage of this device is that it becomes polarisation independent while keeping phase insensitive by using

Experiments on a hot plume base flow interaction at Mach 2

NARCIS (Netherlands)

Blinde, P.L.; Schrijer, F.F.J.; Powell, S.J.; Werner, R.M.; Van Oudheusden, B.W.

2015-01-01

A wind tunnel model containing a solid rocket motor was tested at Mach 2 to assess the feasibility of investigating the interaction between a hot plume and a high-speed outer stream. In addition to Schlieren visualisation, the feasibility of applying PIV was explored. Recorded particle images

38 CFR 21.4263 - Approval of flight training courses.

Science.gov (United States)

2010-07-01

..., and aircraft identification number; (xi) An accounts receivable ledger; (xii) Individual instructor... higher learning are the only entities that can offer flight courses. A State approving agency may approve a flight course only if a flight school or an institution of higher learning offers the course. A...

Hypervelocity Wind Tunnel No. 9 Mach 7 Thermal Structural Facility Verification and Calibration

National Research Council Canada - National Science Library

Lafferty, John

1996-01-01

This report summarizes the verification and calibration of the new Mach 7 Thermal Structural Facility located at the White Oak, Maryland, site of the Dahlgren Division, Naval Surface Warfare Center...

DAST Mated to B-52 in Flight - Close-up from Below

Science.gov (United States)

1977-01-01

conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones

Comparative performance analysis of combined-cycle pulse detonation turbofan engines (PDTEs

Directory of Open Access Journals (Sweden)

Sudip Bhattrai

2013-09-01

Full Text Available Combined-cycle pulse detonation engines are promising contenders for hypersonic propulsion systems. In the present study, design and propulsive performance analysis of combined-cycle pulse detonation turbofan engines (PDTEs is presented. Analysis is done with respect to Mach number at two consecutive modes of operation: (1 Combined-cycle PDTE using a pulse detonation afterburner mode (PDA-mode and (2 combined-cycle PDTE in pulse detonation ramjet engine mode (PDRE-mode. The performance of combined-cycle PDTEs is compared with baseline afterburning turbofan and ramjet engines. The comparison of afterburning modes is done for Mach numbers from 0 to 3 at 15.24 km altitude conditions, while that of pulse detonation ramjet engine (PDRE is done for Mach 1.5 to Mach 6 at 18.3 km altitude conditions. The analysis shows that the propulsive performance of a turbine engine can be greatly improved by replacing the conventional afterburner with a pulse detonation afterburner (PDA. The PDRE also outperforms its ramjet counterpart at all flight conditions considered herein. The gains obtained are outstanding for both the combined-cycle PDTE modes compared to baseline turbofan and ramjet engines.

The association between airline flight and sinonasal symptoms.

Science.gov (United States)

Shargorodsky, Josef; Zheng, Laura; Stillman, Frances; Soong, Andrea; Navas-Acien, Ana; Reh, Douglas

2016-04-01

Airplane cabin supply air has been shown to contain multiple possible respiratory irritants. In addition, changes in barometric pressure in flight may contribute to specific respiratory conditions. Therefore, there may be an association between commercial airline flight and sinus disease. Participants of the Secondhand-Smoke, Air Quality and Respiratory Health Among Flight Attendants Study were administered an online questionnaire pertaining to their flight experience and respiratory health. Working years, working days per month, and number of trips per month were quantified, as well as smoking exposure and self-reported physician diagnoses of sinusitis, asthma, and rhinitis. The sinonasal outcomes were quantified using a Respiratory Questionnaire Survey (RQS) score. Multivariable analyses were performed to evaluate the associations between flight time and sinus disease. A total of 579 participants met the inclusion criteria for this study, with cohort prevalence of sinusitis, asthma, and rhinitis of 25.3%, 14.4%, and 20.5%, respectively. Tertiles 2 and 3 of working days per month were associated with higher RQS scores compared to tertile 1 (p for trend <0.01). Individual symptoms significantly associated with increasing number of working days per month included "need to blow nose," "sneezing," and "thick nasal discharge," and the number of international trips per month was significantly associated with "coughing" and "facial pain and pressure," among other symptoms. This is the largest study to analyze the relations between airline flight time and sinonasal disease. The results suggest a possible association between sinusitis diagnosis, symptom scores, and specific sinonasal symptoms, and airline flight time. © 2016 ARS-AAOA, LLC.

Flight and Stability of a Laser Inertial Fusion Energy Target in the Drift Region between Injection and the Reaction Chamber with Computational Fluid Dynamics

Energy Technology Data Exchange (ETDEWEB)

Mitori, T. [California Polytechnic State Univ. (CalPoly), San Luis Obispo, CA (United States)

2013-12-01

A Laser Inertial Fusion Energy (LIFE) target’s flight through a low Reynolds number and high Mach number regime was analyzed with computational fluid dynamics software. This regime consisted of xenon gas at 1,050 K and approximately 6,670 Pa. Simulations with similar flow conditions were performed with a sphere and compared with experimental data and published correlations for validation purposes. Transient considerations of the developing flow around the target were explored. Simulations of the target at different velocities were used to determine correlations for the drag coefficient and Nusselt number as functions of the Reynolds number. Simulations with different angles of attack were used to determine the aerodynamic coefficients of drag, lift, Magnus moment, and overturning moment as well as target stability. The drag force, lift force, and overturning moment changed minimally with spin. Above an angle of attack of 15°, the overturning moment would be destabilizing. At low angles of attack (less than 15°), the overturning moment would tend to decrease the target’s angle of attack, indicating the lack of a need for spin for stability at small angles. This stabilizing moment would cause the target to move in a mildly damped oscillation about the axis parallel to the free-stream velocity vector through the target’s center of gravity.

A piloted evaluation of an oblique-wing research aircraft motion simulation with decoupling control laws

Science.gov (United States)

Kempel, Robert W.; Mcneill, Walter E.; Gilyard, Glenn B.; Maine, Trindel A.

1988-01-01

The NASA Ames Research Center developed an oblique-wing research plane from NASA's digital fly-by-wire airplane. Oblique-wing airplanes show large cross-coupling in control and dynamic behavior which is not present on conventional symmetric airplanes and must be compensated for to obtain acceptable handling qualities. The large vertical motion simulator at NASA Ames-Moffett was used in the piloted evaluation of a proposed flight control system designed to provide decoupled handling qualities. Five discrete flight conditions were evaluated ranging from low altitude subsonic Mach numbers to moderate altitude supersonic Mach numbers. The flight control system was effective in generally decoupling the airplane. However, all participating pilots objected to the high levels of lateral acceleration encountered in pitch maneuvers. In addition, the pilots were more critical of left turns (in the direction of the trailing wingtip when skewed) than they were of right turns due to the tendency to be rolled into the left turns and out of the right turns. Asymmetric side force as a function of angle of attack was the primary cause of lateral acceleration in pitch. Along with the lateral acceleration in pitch, variation of rolling and yawing moments as functions of angle of attack caused the tendency to roll into left turns and out of right turns.

Epstein-Barr virus shedding by astronauts during space flight

Science.gov (United States)

Pierson, D. L.; Stowe, R. P.; Phillips, T. M.; Lugg, D. J.; Mehta, S. K.

2005-01-01

Patterns of Epstein-Barr virus (EBV) reactivation in 32 astronauts and 18 healthy age-matched control subjects were characterized by quantifying EBV shedding. Saliva samples were collected from astronauts before, during, and after 10 space shuttle missions of 5-14 days duration. At one time point or another, EBV was detected in saliva from each of the astronauts. Of 1398 saliva specimens from 32 astronauts, polymerase chain reaction analysis showed that 314 (23%) were positive for EBV DNA. Examination by flight phase showed that 29% of the saliva specimens collected from 28 astronauts before flight were positive for EBV DNA, as were 16% of those collected from 25 astronauts during flight and 16% of those collected after flight from 23 astronauts. The mean number of EBV copies from samples taken during the flights was 417 per mL, significantly greater (p<.05) than the number of viral copies from the preflight (40) and postflight (44) phases. In contrast, the control subjects shed EBV DNA with a frequency of 3.7% and mean number of EBV copies of 40 per mL of saliva. Ten days before flight and on landing day, titers of antibody to EBV viral capsid antigen were significantly (p<.05) greater than baseline levels. On landing day, urinary levels of cortisol and catecholamines were greater than their preflight values. In a limited study (n=5), plasma levels of substance P and other neuropeptides were also greater on landing day. Increases in the number of viral copies and in the amount of EBV-specific antibody were consistent with EBV reactivation before, during, and after space flight.

Data Mining of NASA Boeing 737 Flight Data: Frequency Analysis of In-Flight Recorded Data

Science.gov (United States)

Butterfield, Ansel J.

2001-01-01

Data recorded during flights of the NASA Trailblazer Boeing 737 have been analyzed to ascertain the presence of aircraft structural responses from various excitations such as the engine, aerodynamic effects, wind gusts, and control system operations. The NASA Trailblazer Boeing 737 was chosen as a focus of the study because of a large quantity of its flight data records. The goal of this study was to determine if any aircraft structural characteristics could be identified from flight data collected for measuring non-structural phenomena. A number of such data were examined for spatial and frequency correlation as a means of discovering hidden knowledge of the dynamic behavior of the aircraft. Data recorded from on-board dynamic sensors over a range of flight conditions showed consistently appearing frequencies. Those frequencies were attributed to aircraft structural vibrations.

Design of an Optical OR Gate using Mach-Zehnder Interferometers

Science.gov (United States)

Choudhary, Kuldeep; Kumar, Santosh

2018-04-01

The optical switching phenomenon enhances the speed of optical communication systems. It is widely used in the wavelength division multiplexing (WDM). In this work, an optical OR gate is proposed using the Mach-Zehnder interferometer (MZI) structure. The detailed derivation of mathematical expression have been shown. The analysis is carried out by simulating the proposed device with MATLAB and Beam propagation method.

Ernst Mach and George Sarton's Successors: The Implicit Role Model of Teaching Science in USA and Elsewhere, Part II

Science.gov (United States)

Siemsen, Hayo

2013-01-01

George Sarton had a strong influence on modern history of science. The method he pursued throughout his life was the method he had discovered in Ernst Mach's "Mechanics" when he was a student in Ghent. Sarton was in fact throughout his life implementing a research program inspired by the epistemology of Mach. Sarton in turn inspired many…

Dark matter versus Mach's principle.

Science.gov (United States)

von Borzeszkowski, H.-H.; Treder, H.-J.

1998-02-01

Empirical and theoretical evidence show that the astrophysical problem of dark matter might be solved by a theory of Einstein-Mayer type. In this theory up to global Lorentz rotations the reference system is determined by the motion of cosmic matter. Thus one is led to a "Riemannian space with teleparallelism" realizing a geometric version of the Mach-Einstein doctrine. The field equations of this gravitational theory contain hidden matter terms where the existence of hidden matter is inferred safely from its gravitational effects. It is argued that in the nonrelativistic mechanical approximation they provide an inertia-free mechanics where the inertial mass of a body is induced by the gravitational action of the comic masses. Interpreted form the Newtonian point of view this mechanics shows that the effective gravitational mass of astrophysical objects depends on r such that one expects the existence of dark matter.

Analisis Perbandingan Kinerja Mach-Zehnder berdasarkan Ragam Format Modulasi pada Jaringan FTTH

Directory of Open Access Journals (Sweden)

ZULIA NURUL KARIMAH

2017-06-01

Full Text Available ABSTRAKPada jurnal ini dibuat pemodelan link FTTH pada software Optisystem 7.0 untuk mengetahui pengaruh dari Kerr effect dengan membandingkan performansi serat optik kaca dan serat optik plastik berdasarkan format modulasi berupa NRZ, RZ, RZ-DPSK, RZ-DQPSK dan CSRZ. Terdapat dua skenario, dengan skenario pertama, variabel input yang diubah adalah format modulasi pada Mach-zehnder, sedangkan pada skenario kedua, variabel yang diubah adalah pemakaian serat optik yang dipakai, yaitu serat optik bahan kaca, plastik dan hybrid kaca plastik. Hasil simulasi menunjukkan dengan efek linier dan non-linier pada kabel kaca yang menghasilkan performansi jaringan dari yang terbaik, dengan Q factor di atas 6 dan BER di bawah 10-9 adalah NRZ, RZ, RZ-DPSK, CSRZ dan RZ-DQPSK. Sedangkan dengan penggunaan kabel PMMA, yang menunjukkan performansi jaringan yang baik adalah dengan konfigurasi G652D-G652D-PMMA pada format modulasi NRZ, RZ, RZ-DPSK dan RZ-DQPSK. Efek non-linier yang terjadi pada jaringan ini hanya SPM dan XPM.Kata kunci: FTTH, mach-zehnder, format modulasi, efek non-linier, GOF, POF.ABSTRACTIn this journal is creating a FTTH link on Optisystem software 7.0 to determine the effect of Kerr effect by comparing the performance of fiber optic glass and plastic optical fiber based on modulation formats such as NRZ, RZ, RZ-DPSK, RZ-DQPSK and CSRZ. There are two scenarios, first, input variables are changed based on format in Mach-zehnder modulator, while in the second scenario, the changed variable is the material of optical fiber, the materials are optical fiber glass, plastic and hybrid plastic and glass. The simulation results based on comparison with linear and nonlinear effects on glass optical fiber, which produce Q factor above 6 and BER below 10-9 are NRZ, RZ, RZ-DPSK, CSRZ and RZ-DQPSK. While the use of PMMA cable, which indicates good network performance is the configuration G652D-G652D-PMMA on the modulation format NRZ, RZ, RZ-DPSK and RZ

Analisis Perbandingan Kinerja Mach-Zehnder berdasarkan Ragam Format Modulasi pada Jaringan FTTH

Directory of Open Access Journals (Sweden)

ZULIA NURUL KARIMAH

2018-03-01

Full Text Available ABSTRAK Pada jurnal ini dibuat pemodelan link FTTH pada software Optisystem 7.0 untuk mengetahui pengaruh dari Kerr effect dengan membandingkan performansi serat optik kaca dan serat optik plastik berdasarkan format modulasi berupa NRZ, RZ, RZ-DPSK, RZ-DQPSK dan CSRZ. Terdapat dua skenario, dengan skenario pertama, variabel input yang diubah adalah format modulasi pada Mach-zehnder, sedangkan pada skenario kedua, variabel yang diubah adalah pemakaian serat optik yang dipakai, yaitu serat optik bahan kaca, plastik dan hybrid kaca plastik. Hasil simulasi menunjukkan dengan efek linier dan non-linier pada kabel kaca yang menghasilkan performansi jaringan dari yang terbaik, dengan Q factor di atas 6 dan BER di bawah 10-9 adalah NRZ, RZ, RZ-DPSK, CSRZ dan RZ-DQPSK. Sedangkan dengan penggunaan kabel PMMA, yang menunjukkan performansi jaringan yang baik adalah dengan konfigurasi G652D-G652D-PMMA pada format modulasi NRZ, RZ, RZ-DPSK dan RZ-DQPSK. Efek non-linier yang terjadi pada jaringan ini hanya SPM dan XPM. Kata kunci: FTTH, mach-zehnder, format modulasi, efek non-linier, GOF, POF. ABSTRACT In this journal is creating a FTTH link on Optisystem software 7.0 to determine the effect of Kerr effect by comparing the performance of fiber optic glass and plastic optical fiber based on modulation formats such as NRZ, RZ, RZ-DPSK, RZ-DQPSK and CSRZ. There are two scenarios, first, input variables are changed based on format in Mach-zehnder modulator, while in the second scenario, the changed variable is the material of optical fiber, the materials are optical fiber glass, plastic and hybrid plastic and glass. The simulation results based on comparison with linear and nonlinear effects on glass optical fiber, which produce Q factor above 6 and BER below 10-9 are NRZ, RZ, RZ-DPSK, CSRZ and RZ-DQPSK. While the use of PMMA cable, which indicates good network performance is the configuration G652D-G652D-PMMA on the modulation format NRZ, RZ, RZ-DPSK and RZ

Flight Investigation at High Mach Numbers of Several Methods of Measuring Static Pressure on an Airplane Wing

Science.gov (United States)

1944-11-01

SS SUBJECT HEADIN6S: Pressure distribution - Flow research - Methods (40950) Wings (74500); DMiion, Intolilfjonco Air Kkrtcricl Command AIQ TECHNICAL INDGK Wrl0ht- Patto *son Air Forco ( Dayton, Ohio ///¥

The three-grating Mach-Zehnder optical interferometer: a tutorial approach using particle optics

International Nuclear Information System (INIS)

Miffre, A; Delhuille, R; Viaris Lesegno, B de; Buechner, M; Rizzo, C; Vigue, J

2002-01-01

In this paper, we present a tutorial set-up based on an optical three-grating Mach-Zehnder interferometer. As this apparatus is very similar in its principle to the Mach-Zehnder interferometers used with matter waves (neutrons, atoms and molecules), it can be used to familiarize students with particle optics, and in our explanations, we use the complementary points of view of wave optics and particle optics. Finally, we have used this interferometer to measure the index of refraction of BK7 glass for red light at 633 nm, with a technique equivalent to the one used to measure the index of refraction of solid matter for thermal neutrons. The dimensions of this interferometer and its cost make it very interesting for laboratory courses and the experiment described here can be reproduced by students

Comparison of Engine Cycle Codes for Rocket-Based Combined Cycle Engines

Science.gov (United States)

Waltrup, Paul J.; Auslender, Aaron H.; Bradford, John E.; Carreiro, Louis R.; Gettinger, Christopher; Komar, D. R.; McDonald, J.; Snyder, Christopher A.

2002-01-01

This paper summarizes the results from a one day workshop on Rocket-Based Combined Cycle (RBCC) Engine Cycle Codes held in Monterey CA in November of 2000 at the 2000 JANNAF JPM with the authors as primary participants. The objectives of the workshop were to discuss and compare the merits of existing Rocket-Based Combined Cycle (RBCC) engine cycle codes being used by government and industry to predict RBCC engine performance and interpret experimental results. These merits included physical and chemical modeling, accuracy and user friendliness. The ultimate purpose of the workshop was to identify the best codes for analyzing RBCC engines and to document any potential shortcomings, not to demonstrate the merits or deficiencies of any particular engine design. Five cases representative of the operating regimes of typical RBCC engines were used as the basis of these comparisons. These included Mach 0 sea level static and Mach 1.0 and Mach 2.5 Air-Augmented-Rocket (AAR), Mach 4 subsonic combustion ramjet or dual-mode scramjet, and Mach 8 scramjet operating modes. Specification of a generic RBCC engine geometry and concomitant component operating efficiencies, bypass ratios, fuel/oxidizer/air equivalence ratios and flight dynamic pressures were provided. The engine included an air inlet, isolator duct, axial rocket motor/injector, axial wall fuel injectors, diverging combustor, and exit nozzle. Gaseous hydrogen was used as the fuel with the rocket portion of the system using a gaseous H2/O2 propellant system to avoid cryogenic issues. The results of the workshop, even after post-workshop adjudication of differences, were surprising. They showed that the codes predicted essentially the same performance at the Mach 0 and I conditions, but progressively diverged from a common value (for example, for fuel specific impulse, Isp) as the flight Mach number increased, with the largest differences at Mach 8. The example cases and results are compared and discussed in this paper.

Column Number Density Expressions Through M = 0 and M = 1 Point Source Plumes Along Any Straight Path

Science.gov (United States)

Woronowicz, Michael

2016-01-01

Analytical expressions for column number density (CND) are developed for optical line of sight paths through a variety of steady free molecule point source models including directionally-constrained effusion (Mach number M = 0) and flow from a sonic orifice (M = 1). Sonic orifice solutions are approximate, developed using a fair simulacrum fitted to the free molecule solution. Expressions are also developed for a spherically-symmetric thermal expansion (M = 0). CND solutions are found for the most general paths relative to these sources and briefly explored. It is determined that the maximum CND from a distant location through directed effusion and sonic orifice cases occurs along the path parallel to the source plane that intersects the plume axis. For the effusive case this value is exactly twice the CND found along the ray originating from that point of intersection and extending to infinity along the plume's axis. For sonic plumes this ratio is reduced to about 4/3. For high Mach number cases the maximum CND will be found along the axial centerline path. Keywords: column number density, plume flows, outgassing, free molecule flow.

DAST in Flight just after Structural Failure of Right Wing

Science.gov (United States)

1980-01-01

conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones

Electrical crosstalk in integrated Mach-Zehnder modulators caused by a shared ground path

NARCIS (Netherlands)

Yao, W.; Gilardi, G.; Smit, M.K.; Wale, M.J.

2015-01-01

We show that the majority of electrical crosstalk between integrated Mach-Zehnder modulators can be caused by a shared ground path and demonstrate that in its absence crosstalk and related transmission penalty is greatly reduced.

HUMAN CAPITAL FLIGHT - ROMANIA’S CASE

Directory of Open Access Journals (Sweden)

Magdalena VELCIU

2016-12-01

Full Text Available Knowledge, qualifications of workforce and human capital became key factors for progress. Human capital flight transfers not only people but work, knowledge, tangible and intangible capital and development potential. In this article, trying to answer whether Romania is a source country for emigration of highly skilled or well-educated individuals (ie human capital flight I flew over those two dimensions that have traditionally characterized human capital flight namely: shrinking work resource and lossing high educated peoples. Therefore, Romania was faced with decreasing the number of resident population due to the evolution of demographic phenomena with negative projections and declining number of working age population and young educated and highly skilled workers and professionals. This will generate complex problems for economy, labour market, difficulty in finding highly skilled workers, talent shortages etc so it’s critical to monitor the labour migration or brain drain phenomenon.

Boundary-Layer Instability Measurements in a Mach-6 Quiet Tunnel

Science.gov (United States)

Berridge, Dennis C.; Ward, Christopher, A. C.; Luersen, Ryan P. K.; Chou, Amanda; Abney, Andrew D.; Schneider, Steven P.

2012-01-01

Several experiments have been performed in the Boeing/AFOSR Mach-6 Quiet Tunnel at Purdue University. A 7 degree half angle cone at 6 degree angle of attack with temperature-sensitive paint (TSP) and PCB pressure transducers was tested under quiet flow. The stationary crossflow vortices appear to break down to turbulence near the lee ray for sufficiently high Reynolds numbers. Attempts to use roughness elements to control the spacing of hot streaks on a flared cone in quiet flow did not succeed. Roughness was observed to damp the second-mode waves in areas influenced by the roughness, and wide roughness spacing allowed hot streaks to form between the roughness elements. A forward-facing cavity was used for proof-of-concept studies for a laser perturber. The lowest density at which the freestream laser perturbations could be detected was 1.07 x 10(exp -2) kilograms per cubic meter. Experiments were conducted to determine the transition characteristics of a streamwise corner flow at hypersonic velocities. Quiet flow resulted in a delayed onset of hot streak spreading. Under low Reynolds number flow hot streak spreading did not occur along the model. A new shock tube has been built at Purdue. The shock tube is designed to create weak shocks suitable for calibrating sensors, particularly PCB-132 sensors. PCB-132 measurements in another shock tube show the shock response and a linear calibration over a moderate pressure range.

Forelimb posture in dinosaurs and the evolution of the avian flapping flight-stroke.

Science.gov (United States)

Nudds, Robert L; Dyke, Gareth J

2009-04-01

Ontogenetic and behavioral studies using birds currently do not document the early evolution of flight because birds (including juveniles) used in such studies employ forelimb oscillation frequencies over 10 Hz, forelimb stroke-angles in excess of 130 degrees , and possess uniquely avian flight musculatures. Living birds are an advanced morphological stage in the development of flapping flight. To gain insight into the early stages of flight evolution (i.e., prebird), in the absence of a living analogue, a new approach using Strouhal number was used. Strouhal number is a nondimensional number that describes the relationship between wing-stroke amplitude (A), wing-beat frequency (f), and flight speed (U). Calculations indicated that even moderate wing movements are enough to generate rudimentary thrust and that a propulsive flapping flight-stroke could have evolved via gradual incremental changes in wing movement and wing morphology. More fundamental to the origin of the avian flapping flight-stroke is the question of how a symmetrical forelimb posture-required for gliding and flapping flight-evolved from an alternating forelimb motion, evident in all extant bipeds when running except birds.

Experiments on a smooth wall hypersonic boundary layer at Mach 6

Science.gov (United States)

Neeb, Dominik; Saile, Dominik; Gülhan, Ali

2018-04-01

The turbulent boundary layer along the surface of high-speed vehicles drives shear stress and heat flux. Although essential to the vehicle design, the understanding of compressible turbulent boundary layers at high Mach numbers is limited due to the lack of available data. This is particularly true if the surface is rough, which is typically the case for all technical surfaces. To validate a methodological approach, as initial step, smooth wall experiments were performed. A hypersonic turbulent boundary layer at Ma = 6 (Ma_e=5.4) along a 7{}° sharp cone model at low Reynolds numbers Re_{θ } ≈ 3000 was characterized. The mean velocities in the boundary layer were acquired by means of Pitot pressure and particle image velocimetry (PIV) measurements. Furthermore, the PIV data were used to extract turbulent intensities along the profile. The mean velocities in the boundary layer agree with numerical data, independent of the measurement technique. Based on the profile data, three different approaches to extract the skin friction velocity were applied and show favorable comparison to literature and numerical data. The extracted values were used for inner and outer scaling of the van Driest transformed velocity profiles which are in good agreement to incompressible theoretical data. Morkovin scaled turbulent intensities show ambiguous results compared to literature data which may be influenced by inflow turbulence level, particle lag and other measurement uncertainties.

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot Transonic wind tunnel (IA613A), volume 1

Science.gov (United States)

Marroquin, J.; Lemoine, P.

1992-01-01

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e. top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Results of wind tunnel tests of an ASRM configured 0.03 scale Space Shuttle integrated vehicle model (47-OTS) in the AEDC 16-foot transonic wind tunnel, volume 2

Science.gov (United States)

Marroquin, J.; Lemoine, P.

1992-01-01

An experimental Aerodynamic and Aero-Acoustic loads data base was obtained at transonic Mach numbers for the Space Shuttle Launch Vehicle configured with the ASRM Solid Rocket Boosters as an increment to the current flight configuration (RSRB). These data were obtained during transonic wind tunnel tests (IA 613A) conducted in the Arnold Engineering Development Center 16-Foot transonic propulsion wind tunnel from March 27, 1991 through April 12, 1991. This test is the first of a series of two tests covering the Mach range from 0.6 to 3.5. Steady state surface static and fluctuating pressure distributions over the Orbiter, External Tank and Solid Rocket Boosters of the Shuttle Integrated Vehicle were measured. Total Orbiter forces, Wing forces and Elevon hinge moments were directly measured as well from force balances. Two configurations of Solid Rocket Boosters were tested, the Redesigned Solid Rocket Booster (RSRB) and the Advanced Solid Rocket Motor (ASRM). The effects of the position (i.e., top, bottom, top and bottom) of the Integrated Electronics Assembly (IEA) box, mounted on the SRB attach ring, were obtained on the ASRM configured model. These data were obtained with and without Solid Plume Simulators which, when used, matched as close as possible the flight derived pressures on the Orbiter and External Tank base. Data were obtained at Mach numbers ranging from 0.6 to 1.55 at a Unit Reynolds Number of 2.5 million per foot through model angles of attack from -8 to +4 degrees at sideslip angles of 0, +4 and -4 degrees.

Sub-scale Direct Connect Supersonic Combustion Facility (Research Cell 18)

Data.gov (United States)

Federal Laboratory Consortium — Description: RC18 is a continuous-flow, direct-connect, supersonic-combustion research facility that is capable of simulating flight conditions from Mach 3.0 to Mach...

Direct Connect Supersonic Combustion Facility (Research Cell 22)

Data.gov (United States)

Federal Laboratory Consortium — Description: RC22 is a continuous-flow, direct-connect supersonic-combustion research facility that is capable of simulating flight conditions from Mach 3.0 to Mach...

Integrating Space Flight Resource Management Skills into Technical Lessons for International Space Station Flight Controller Training

Science.gov (United States)

Baldwin, Evelyn

2008-01-01

The Johnson Space Center s (JSC) International Space Station (ISS) Space Flight Resource Management (SFRM) training program is designed to teach the team skills required to be an effective flight controller. It was adapted from the SFRM training given to Shuttle flight controllers to fit the needs of a "24 hours a day/365 days a year" flight controller. More recently, the length reduction of technical training flows for ISS flight controllers impacted the number of opportunities for fully integrated team scenario based training, where most SFRM training occurred. Thus, the ISS SFRM training program is evolving yet again, using a new approach of teaching and evaluating SFRM alongside of technical materials. Because there are very few models in other industries that have successfully tied team and technical skills together, challenges are arising. Despite this, the Mission Operations Directorate of NASA s JSC is committed to implementing this integrated training approach because of the anticipated benefits.

X-51A Scramjet Demonstrator Program: Waverider Ground and Flight Test

Science.gov (United States)

2013-11-01

identification NASA National Aeronautics and Space Administration Scramjet supersonic ramjet (scramjet) TM telemetry 3 INTRODUCTION The fourth and final...aerodynamic parameter identification (PID) maneuvers were to be performed at Mach numbers 5, 4, 3, and 2. After almost 5 minutes of descent, the X-51A...resolve the issue and lineup for a second attempt. The F-15 successfully took off without major impact to the mission timing. As noted earlier, with the

Dual-Pump CARS Development and Application to Supersonic Combustion

Science.gov (United States)

Magnotti, Gaetano

Successful design of hypersonic air-breathing engines requires new computational fluid dynamics (CFD) models for turbulence and turbulence-chemistry interaction in supersonic combustion. Unfortunately, not enough data are available to the modelers to develop and validate their codes, due to difficulties in taking measurements in such a harsh environment. Dual-pump coherent anti-Stokes Raman spectroscopy (CARS) is a non-intrusive, non-linear, laser-based technique that provides temporally and spatially resolved measurements of temperature and absolute mole fractions of N2, O2 and H2 in H2-air flames. A dual-pump CARS instrument has been developed to obtain measurements in supersonic combustion and generate databases for the CFD community. Issues that compromised previous attempts, such as beam steering and high irradiance perturbation effects, have been alleviated or avoided. Improvements in instrument precision and accuracy have been achieved. An axis-symmetric supersonic combusting coaxial jet facility has been developed to provide a simple, yet suitable flow to CFD modelers. The facility provides a central jet of hot "vitiated air" simulating the hot air entering the engine of a hypersonic vehicle flying at Mach numbers between 5 and 7. Three different silicon carbide nozzles, with exit Mach number 1, 1.6 and 2, are used to provide flows with the effects of varying compressibility. H2 co-flow is available in order to generate a supersonic combusting free jet. Dual-pump CARS measurements have been obtained for varying values of flight and exit Mach numbers at several locations. Approximately one million Dual-pump CARS single shots have been collected in the supersonic jet for varying values of flight and exit Mach numbers at several locations. Data have been acquired with a H2 co-flow (combustion case) or a N 2 co-flow (mixing case). Results are presented and the effects of the compressibility and of the heat release are discussed.

Laser produced plasma density measurement by Mach-Zehnder interferometry

International Nuclear Information System (INIS)

Vaziri, A.; Kohanzadeh, Y.; Mosavi, R.K.

1976-06-01

This report describes an optical interferometric method of measuring the refractive index of the laser-produced plasma, giving estimates of its electron density. The plasma is produced by the interaction of a high power pulsed CO 2 laser beam with a solid target in the vacuum. The time varying plasma has a transient electron density. This transient electron density gives rise to a changing plasma refractive index. A Mach-Zehnder ruby laser interferometer is used to measure this refractive index change

Dynamic effects on the transition between two-dimensional regular and Mach reflection of shock waves in an ideal, steady supersonic free stream

CSIR Research Space (South Africa)

Naidoo, K

2011-06-01

Full Text Available research by Ernst Mach in 1878. The steady, two-dimensional transition criteria between regular and Mach reflection are well established. There has been little done to consider the dynamic effect of a rapidly rotating wedge on the transition between regular...

Terminal area energy management regime investigations utilizing an 0.030-scale model (47-0) of the space shuttle vehicle orbiter configuration 140A/B/C/R in the Ames Research Center 11 x 11 foot transonic wind tunnel (OA148), volume 5

Science.gov (United States)

Hawthorne, P. J.

1976-01-01

Data obtained in wind tunnel test OA148 are presented. The objectives of the test series were to: (1) obtain pressure distributions, forces and moments over the vehicle 5 orbiter in the thermal area energy management (TAEM) and approach phases of flight; (2) obtain elevon and rudder hinge moments in the TAEM and approach phases of flight; (3) obtain body flap and elevon loads for verification of loads balancing with integrated pressure distributions; and (4) obtain pressure distributions near the short OMS pods in the high subsonic, transonic and low supersonic Mach number regimes.

Analysis of compressible light dynamic stall flow at transitional Reynolds numbers

DEFF Research Database (Denmark)

Dyken, R.D. Van; Ekaterinaris, John A.; Chandrasekhara, M.S.

1996-01-01

Numerical and experimental results of steady and light dynamic stall flow over an oscillating NACA 0012 airfoil at a freestream Mach number of 0.3 and Reynolds number of 0.54 x 10(6) are compared, The experimental observation that dynamic stall is induced from the bursting of a laminar separation...... point is specified suitably and a simple transition length model is incorporated to determine the extent of the laminar separation bubble. The thin-layer approximations of compressible, Reynolds-averaged, Navier-Stokes equations are used for the numerical solution, with an implicit, upwind-biased, third...

Aging Enhances Indirect Flight Muscle Fiber Performance yet Decreases Flight Ability in Drosophila

Energy Technology Data Exchange (ETDEWEB)

Miller, Mark S.; Lekkas, Panagiotis; Braddock, Joan M.; Farman, Gerrie P.; Ballif, Bryan A.; Irving, Thomas C.; Maughan, David W.; Vigoreaux, Jim O. (IIT); (Vermont)

2008-10-02

We investigated the effects of aging on Drosophila melanogaster indirect flight muscle from the whole organism to the actomyosin cross-bridge. Median-aged (49-day-old) flies were flight impaired, had normal myofilament number and packing, barely longer sarcomeres, and slight mitochondrial deterioration compared with young (3-day-old) flies. Old (56-day-old) flies were unable to beat their wings, had deteriorated ultrastructure with severe mitochondrial damage, and their skinned fibers failed to activate with calcium. Small-amplitude sinusoidal length perturbation analysis showed median-aged indirect flight muscle fibers developed greater than twice the isometric force and power output of young fibers, yet cross-bridge kinetics were similar. Large increases in elastic and viscous moduli amplitude under active, passive, and rigor conditions suggest that median-aged fibers become stiffer longitudinally. Small-angle x-ray diffraction indicates that myosin heads move increasingly toward the thin filament with age, accounting for the increased transverse stiffness via cross-bridge formation. We propose that the observed protein composition changes in the connecting filaments, which anchor the thick filaments to the Z-disk, produce compensatory increases in longitudinal stiffness, isometric tension, power and actomyosin interaction in aging indirect flight muscle. We also speculate that a lack of MgATP due to damaged mitochondria accounts for the decreased flight performance.

Radiation Hard Silicon Photonics Mach-Zehnder Modulator for HEP applications: all-Synopsys SentaurusTM Pre-Irradiation Simulation

CERN Document Server

Cammarata, Simone

2017-01-01

Silicon Photonics may well provide the opportunity for new levels of integration between detectors and their readout electronics. This technology is thus being evaluated at CERN in order to assess its suitability for use in particle physics experiments. In order to check the agreement with measurements and the validity of previous device simulations, a pure Synopsys SentaurusTM simulation of an un-irradiated Mach-Zehnder silicon modulator has been carried out during the Summer Student project. Index Terms—Silicon Photonics, Mach-Zehnder modulator, electro-optic simulation, Synopsys SentaurusTM, electro-optic measurement, HEP.

The ASAC Flight Segment and Network Cost Models

Science.gov (United States)

Kaplan, Bruce J.; Lee, David A.; Retina, Nusrat; Wingrove, Earl R., III; Malone, Brett; Hall, Stephen G.; Houser, Scott A.

1997-01-01

To assist NASA in identifying research art, with the greatest potential for improving the air transportation system, two models were developed as part of its Aviation System Analysis Capability (ASAC). The ASAC Flight Segment Cost Model (FSCM) is used to predict aircraft trajectories, resource consumption, and variable operating costs for one or more flight segments. The Network Cost Model can either summarize the costs for a network of flight segments processed by the FSCM or can be used to independently estimate the variable operating costs of flying a fleet of equipment given the number of departures and average flight stage lengths.

Quantum nonlocality of photon pairs in interference in a Mach-Zehnder interferometer

Czech Academy of Sciences Publication Activity Database

Trojek, P.; Peřina ml., Jan

2003-01-01

Roč. 53, č. 4 (2003), s. 335-349 ISSN 0011-4626 R&D Projects: GA MŠk LN00A015 Institutional research plan: CEZ:AV0Z1010921 Keywords : entangled photon pairs * nonlocal interference * Mach-Zehender interferometer Subject RIV: BH - Optics, Masers, Lasers Impact factor: 0.263, year: 2003

Flight time and flight age in the sweet potato weevil, Cylas formicarius (Fabricius)(Coleoptera: Brentidae)

International Nuclear Information System (INIS)

Shimizu, T.; Moriya, S.

1996-01-01

We examined daily flight patterns and the correlation between adult age and flight in Cylas formicarius in the laboratory at 25 ± 1 ℃ under a 14L10D photoregime by a simple method of counting the number of adults flying out of a cup. The flight activity of males peaked just after the onset of darkness and gradually decreased toward the onset of light. Only a small proportion of them flew during the photophase. More than 90% of male adults flow at least once within 2 weeks after exodus from the sweet potato tuber. The proportion of males flying per day increased to a maximum 1 week after the exodus, and about 10% of them flow even 30 days after the exodus. On the other hand, flight activity of females was low and the proportion of females flying at least once was about 25%. Females flow from 7 to 24 days after the exodus

Hypersonic research engine project. Phase 2: Preliminary report on the performance of the HRE/AIM at Mach 6

Science.gov (United States)

Sun, Y. H.; Sainio, W. C.

1975-01-01

Test results of the Aerothermodynamic Integration Model are presented. A program was initiated to develop a hydrogen-fueled research-oriented scramjet for operation between Mach 3 and 8. The primary objectives were to investigate the internal aerothermodynamic characteristics of the engine, to provide realistic design parameters for future hypersonic engine development as well as to evaluate the ground test facility and testing techniques. The engine was tested at the NASA hypersonic tunnel facility with synthetic air at Mach 5, 6, and 7. The hydrogen fuel was heated up to 1500 R prior to injection to simulate a regeneratively cooled system. The engine and component performance at Mach 6 is reported. Inlet performance compared very well both with theory and with subscale model tests. Combustor efficiencies up to 95 percent were attained at an equivalence ratio of unity. Nozzle performance was lower than expected. The overall engine performance was computed using two different methods. The performance was also compared with test data from other sources.

A finite element method with a high order L{sup 2} decomposition devoted to the simulation of diphasic low Mach number flows; Une methode elements finis a decomposition L{sup 2} d'ordre eleve motivee par la simulation d'ecoulement diphasique bas mach

Energy Technology Data Exchange (ETDEWEB)

Fortin, T

2006-05-15

This work deals with the discretization of Navier-Stokes equations using different finite element methods adapted to the problem of two-phase flows. These methods must be of high order to limit the presence of spurious flows (which contradict the establishment of a physical equilibrium) and to verify energy conservation properties. Several solutions are proposed which seem to fulfill these expectations. A reformulation of the six-equation system adapted to low Mach two-phase flows has been also proposed. These methods have been implemented into the Trio-U code of CEA Grenoble, but have been tested only on simple 'academic' configurations. (J.S.)

The realization of an integrated Mach-Zehnder waveguide immunosensor in silicon technology

NARCIS (Netherlands)

Schipper, E.F.; Schipper, E.F.; Brugman, A.M.; Lechuga, L.M.; Lechuga, L.M.; Kooyman, R.P.H.; Greve, Jan; Dominguez, C.

1997-01-01

We describe the realization of a symmetric integrated channel waveguide Mach-Zehnder sensor which uses the evanescent field to detect small refractive-index changes (¿nmin ¿ 1 × 10¿4) near the guiding-layer surface. This guiding layer consists of ridge structures with a height of 3 nm and a width of

Preliminary Results Obtained from Flight Test of a 1/7-Scale Rocket-Powered Model of the Grumman XF10F Airplane Configuration in the Swept-Wing Condition, TED No. NACA DE 354

Science.gov (United States)

Gardner, William N.

1951-01-01

A flight investigation of a 1/7-scale rocket-powered model of the XF10F Grumman XFl0F airplane in the swept-wing configuration has been made. The purpose of this test was to determine the static longitudinal stability, damping in pitch, and longitudinal control effectiveness of the airplane with the center of gravity at 20 percent of the wing mean aerodynamic chord. Only a small amount of data was obtained from the test because, immediately after booster separation at a Mach number of 0.88, the configuration was directionally unstable and diverged in sideslip. Simultaneous with the sideslip divergence, the model became longitudinally unstable at 3 degree angle of attack and -6 degree sideslip and diverged in pitch to a high angle of attack. During the pitch-up the free-floating horizontal tail became unstable at 5 degree angle of attack and the tail drifted against its positive deflection limit.

Patterned Roughness for Cross-flow Transition Control at Mach 6

Science.gov (United States)

Arndt, Alexander; Matlis, Eric; Semper, Michael; Corke, Thomas

2017-11-01

Experiments are performed to investigate patterned discrete roughness for transition control on a sharp right-circular cone at an angle of attack at Mach 6.0. The approach to transition control is based on exciting less-amplified (subcritical) stationary cross-flow (CF) modes that suppress the growth of the more-amplified (critical) CF modes, and thereby delay transition. The experiments were performed in the Air Force Academy Ludwieg Tube which is a conventional (noisy) design. The cone model is equipped with a motorized 3-D traversing mechanism that mounts on the support sting. The traversing mechanism held a closely-spaced pair of fast-response total pressure Pitot probes. The model utilized a removable tip to exchange between different tip-roughness conditions. Mean flow distortion x-development indicated that the transition Reynolds number increased by 25% with the addition of the subcritical roughness. The energy in traveling disturbances was centered in the band of most amplified traveling CF modes predicted by linear theory. The spatial pattern in the amplitude of the traveling CF modes indicated a nonlinear (sum and difference) interaction between the stationary and traveling CF modes that might explain differences in Retrans between noisy and quiet environments. Air Force Grant FA9550-15-1-0278.

Cosmic radiation algorithm utilizing flight time tables

International Nuclear Information System (INIS)

Katja Kojo, M.Sc.; Mika Helminen, M.Sc.; Anssi Auvinen, M.D.Ph.D.; Katja Kojo, M.Sc.; Anssi Auvinen, M.D.Ph.D.; Gerhard Leuthold, D.Sc.

2006-01-01

Cosmic radiation is considerably higher on cruising altitudes used in aviation than at ground level. Exposure to cosmic radiation may increase cancer risk among pilots and cabin crew. The International Commission on Radiation Protection (ICRP) has recommended that air crew should be classified as radiation workers. Quantification of cosmic radiation doses is necessary for assessment of potential health effects of such occupational exposure. For Finnair cabin crew (cabin attendants and stewards), flight history is not available for years prior to 1991 and therefore, other sources of information on number and type of flights have to be used. The lack of systematically recorded information is a problem for dose estimation for many other flight companies personnel as well. Several cosmic radiation dose estimations for cabin crew have been performed using different methods (e.g. 2-5), but they have suffered from various shortcomings. Retrospective exposure estimation is not possible with personal portable dosimeters. Methods that employ survey data for occupational dose assessment are prone to non-differential measurement error i.e. the cabin attendants do not remember correctly the number of past flights. Assessment procedures that utilize surrogate measurement methods i.e. the duration of employment, lack precision. The aim of the present study was to develop an assessment method for individual occupational exposure to cosmic radiation based on flight time tables. Our method provides an assessment method that does not require survey data or systematic recording of flight history, and it is rather quick, inexpensive, and possible to carry out in all other flight companies whose past time tables for the past periods exist. Dose assessment methods that employ survey data are prone to random error i.e. the cabin attendants do not remember correctly the number or types of routes that they have flown during the past. Our method avoids this since survey data are not needed

The Interaction of Boltzmann with Mach, Ostwald and Planck, and his influence on Nernst and Einstein

International Nuclear Information System (INIS)

Broda, E.

1981-01-01

Boltzmann esteemed both Mach and Ostwald personally and as experimentalists, but consistently fought them in epistemology. He represented atomism and realism against energism and positivism. In the early period Boltzmann also had to struggle against Planck as a phenomenologist, but he welcomed his quantum hypothesis. As a scientist Nernst was also under Boltzmann's influence. Einstein learned atomism from (Maxwell and) Boltzmann. After Einstein had overcome Mach's positivist influence, he unknowingly approached Boltzmann's philosophical views. Some sociopolitlcal aspects of the lives of the great physicists will be discussed. It will be shown how they all, and many of Boltzmann's most eminent students, in one way or other conflicted with evil tendencies and developments in existing society. (author)

Cytogenic Investigations in Flight Personnel

International Nuclear Information System (INIS)

Wolf, G.; Obe, G.; Bergau, L.

1999-01-01

During long-distance flights at high altitudes flight personnel are exposed to cosmic radiation. In order to determine whether there are biological effects of such low dose radiation exposure in aircrew, chromosomal aberrations were investigated in 59 female cabin attendants and a matched control group of 31 members of station personnel. The mean number of dicentric chromosomes amounts to 1.3 (95% CI 1.0-1.6) per 1,000 cells in cabin attendants and 1.4 (95% CI 1.0-1.9) per 1,000 cells in controls. In an additional control group of 56 female clerks from Berlin the mean frequency of dicentric chromosomes was 1.3 (95% CI 1.0-1.6). Neither in dicentric frequency and distribution nor in other aberrations was a significant difference between the groups of flight and station personnel found. The high frequency of multi-aberrant cells was remarkable in flight personnel as well as in station personnel. The reason for this phenomenon is unknown and needs further investigation. (author)

Evaluation of a flow direction probe and a pitot-static probe on the F-14 airplane at high angles of attack and sideslip

Science.gov (United States)

Larson, T. J.

1984-01-01

The measurement performance of a hemispherical flow-angularity probe and a fuselage-mounted pitot-static probe was evaluated at high flow angles as part of a test program on an F-14 airplane. These evaluations were performed using a calibrated pitot-static noseboom equipped with vanes for reference flow direction measurements, and another probe incorporating vanes but mounted on a pod under the fuselage nose. Data are presented for angles of attack up to 63, angles of sideslip from -22 deg to 22 deg, and for Mach numbers from approximately 0.3 to 1.3. During maneuvering flight, the hemispherical flow-angularity probe exhibited flow angle errors that exceeded 2 deg. Pressure measurements with the pitot-static probe resulted in very inaccurate data above a Mach number of 0.87 and exhibited large sensitivities with flow angle.

Initial Flight Test of the Production Support Flight Control Computers at NASA Dryden Flight Research Center

Science.gov (United States)

Carter, John; Stephenson, Mark

1999-01-01

The NASA Dryden Flight Research Center has completed the initial flight test of a modified set of F/A-18 flight control computers that gives the aircraft a research control law capability. The production support flight control computers (PSFCC) provide an increased capability for flight research in the control law, handling qualities, and flight systems areas. The PSFCC feature a research flight control processor that is "piggybacked" onto the baseline F/A-18 flight control system. This research processor allows for pilot selection of research control law operation in flight. To validate flight operation, a replication of a standard F/A-18 control law was programmed into the research processor and flight-tested over a limited envelope. This paper provides a brief description of the system, summarizes the initial flight test of the PSFCC, and describes future experiments for the PSFCC.

АSSESSMENT AND FORECASTING OF FLIGHT SAFETY LEVEL OF AIRLINE

Directory of Open Access Journals (Sweden)

E. S. Prozorov

2015-01-01

Full Text Available The article presents methods based on probability theory and mathematical statistics for solving a number of basic problems: formation and evaluation of the current flight safety level; forecasting the level of flight safety; ranking the objects (planes, pilots in terms of flight safety; evaluation of the presence (or absence of control actions arising in the context of the organization of corporate safety management system. At the same time as the main source of information are considered forward-looking events received from flight data.

The Penguin: a Low Reynolds Number Powered Glider for Station Keeping Missions

Science.gov (United States)

Costello, J. K.; Greene, D. W.; Lee, T. T.; Matier, P. T.; Mccarthy, T. R.; Mcguire, R. J.; Schuette, M. J.

1990-01-01

The Penguin is a low Reynolds number (approx. 100,000) remotely piloted vehicle (RPV). It was designed to fly three laps indoors around two pylons in a figure-eight course while maximizing loiter time. The Penguin's low Reynolds number mission is an important one currently being studied for possible future flights in the atmospheres of other planets and for specialized military missions. Although the Penguin's mission seemed quite simple at first, the challenges of such low Reynolds number flight have proven to be quite unique. In addition to the constraint of low Reynolds number flight, the aircraft had to be robust in its control, highly durable, and it had to carry a small instrument package. The Penguin's flight plan, concept, performance, aerodynamic design, weight estimation, structural design, propulsion, stability and control, and cost estimate is detailed.

Ernst Mach and George Sarton's Successors: The Implicit Role Model of Teaching Science in USA and Elsewhere, Part II

Science.gov (United States)

Siemsen, Hayo

2013-05-01

George Sarton had a strong influence on modern history of science. The method he pursued throughout his life was the method he had discovered in Ernst Mach's Mechanics when he was a student in Ghent. Sarton was in fact throughout his life implementing a research program inspired by the epistemology of Mach. Sarton in turn inspired many others in several generations (James Conant, Thomas Kuhn, Gerald Holton, etc.). What were the origins of these ideas in Mach and what can this origin tell us about the history of science and science education nowadays? Which ideas proved to be successful and which ones need to be improved upon? The following article will elaborate the epistemological questions, which Charles Darwin's "Origin" raised concerning human knowledge and scientific knowledge and which led Mach to adapt the concept of what is "empirical" in contrast to metaphysical a priori assumptions a second time after Galileo. On this basis Sarton proposed "genesis and development" as the major goal of his journal Isis. Mach had elaborated this epistemology in La Connaissance et l'Erreur ( Knowledge and Error), which Sarton read in 1911 (Hiebert in Knowledge and error. Reidel, Dordrecht, 1976; de Mey in George Sarton centennial. Communication & Cognition, Ghent, pp. 3-6, 1984). Accordingly for Sarton, history becomes not only a subject of science, but a method of science education. Culture—and science as part of culture—is a result of a genetic process. History of science shapes and is shaped by science and science education in a reciprocal process. Its epistemology needs to be adapted to scientific facts and the philosophy of science. Sarton was well aware of the need to develop the history of science and the philosophy of science along the lines of this reciprocal process. It was a very fruitful basis, but a specific part of it Sarton did not elaborate further, namely the erkenntnis-theory and psychology of science education. This proved to be a crucial missing

Air Density Measurements in a Mach 10 Wake Using Iodine Cordes Bands

Science.gov (United States)

Balla, Robert J.; Everhart, Joel L.

2012-01-01

An exploratory study designed to examine the viability of making air density measurements in a Mach 10 flow using laser-induced fluorescence of the iodine Cordes bands is presented. Experiments are performed in the NASA Langley Research Center 31 in. Mach 10 air wind tunnel in the hypersonic near wake of a multipurpose crew vehicle model. To introduce iodine into the wake, a 0.5% iodine/nitrogen mixture is seeded using a pressure tap at the rear of the model. Air density was measured at 56 points along a 7 mm line and three stagnation pressures of 6.21, 8.62, and 10.0 MPa (900, 1250, and 1450 psi). Average results over time and space show rho(sub wake)/rho(sub freestream) of 0.145 plus or minus 0.010, independent of freestream air density. Average off-body results over time and space agree to better than 7.5% with computed densities from onbody pressure measurements. Densities measured during a single 60 s run at 10.0 MPa are time-dependent and steadily decrease by 15%. This decrease is attributed to model forebody heating by the flow.

Daedalus - Last Dryden flight

Science.gov (United States)

1988-01-01

The Daedalus 88, with Glenn Tremml piloting, is seen here on its last flight for the NASA Dryden Flight Research Center, Edwards, California. The Light Eagle and Daedalus human powered aircraft were testbeds for flight research conducted at Dryden between January 1987 and March 1988. These unique aircraft were designed and constructed by a group of students, professors, and alumni of the Massachusetts Institute of Technology within the context of the Daedalus project. The construction of the Light Eagle and Daedalus aircraft was funded primarily by the Anheuser Busch and United Technologies Corporations, respectively, with additional support from the Smithsonian Air and Space Museum, MIT, and a number of other sponsors. To celebrate the Greek myth of Daedalus, the man who constructed wings of wax and feathers to escape King Minos, the Daedalus project began with the goal of designing, building and testing a human-powered aircraft that could fly the mythical distance, 115 km. To achieve this goal, three aircraft were constructed. The Light Eagle was the prototype aircraft, weighing 92 pounds. On January 22, 1987, it set a closed course distance record of 59 km, which still stands. Also in January of 1987, the Light Eagle was powered by Lois McCallin to set the straight distance, the distance around a closed circuit, and the duration world records for the female division in human powered vehicles. Following this success, two more aircraft were built, the Daedalus 87 and Daedalus 88. Each aircraft weighed approximately 69 pounds. The Daedalus 88 aircraft was the ship that flew the 199 km from the Iraklion Air Force Base on Crete in the Mediterranean Sea, to the island of Santorini in 3 hours, 54 minutes. In the process, the aircraft set new records in distance and endurance for a human powered aircraft. The specific areas of flight research conducted at Dryden included characterizing the rigid body and flexible dynamics of the Light Eagle, investigating sensors for an

Influence of Mach Number and Dynamic Pressure on Cavity Tones and Freedrop Trajectories

Science.gov (United States)

2014-03-27

18 LU-SGS Lower Upper-Symmetric Gauss Seidel . . . . . . . . . . . . . . . . . . 18 SSOR Successive Symmetric Over...complexity, the number of iterations necessary to gain convergence causes the simulation to be too expensive. The modern CFD method of overset or...solvers are Alternating Direction Implicit (ADI) Beam-Warming, Steger- Warming, Lower Upper-Symmetric Gauss Seidel (LU-SGS), and Successive Symmetric

Simple flight time calibration generator in PLL technique

International Nuclear Information System (INIS)

Lauch, J.

1975-01-01

Calibration and routine check-ups of flight time measuring systems can be carried out with the aid of defined flight time calibration spectra. This paper describes a simple flight time calibration generator capable of generating such calibration spectra in the form of line spectra or of a white spectrum. The flight time of the generator is adjustable in steps from 100 to 3,200 ns. The number of calibration lines can be set to 10 or to 20, resulting in line spacings ranging from 5 to 320 ns. The stop signals are generated by a crystal oscillator, the start signals are generated by a voltage-controlled oscillator locked in a phase control circuit. The start and stop rates can be adjusted in steps. (orig.) [de

A Scramjet Compression System for Hypersonic Air Transportation Vehicle Combined Cycle Engines

Directory of Open Access Journals (Sweden)

Devendra Sen

2018-06-01

Full Text Available This paper proposes a compression system for a scramjet, to be used as part of a combined cycle engine on a hypersonic transport vehicle that can achieve sustained flight at 8 Mach 8. Initially research into scramjet compression system and shock wave interaction was conducted to establish the foundation of the scramjet inlet and isolator sections. A Computational Fluid Dynamics (CFD campaign was conducted, where the shock structure and flow characteristics was analysed between Mach 4.5–8. The compression system of a scramjet is of crucial importance in providing air at suitable Mach number, pressure and temperature to the combustion chamber. The use of turbojet engines in over-under configuration with the scramjet was investigated as well as the study of a combined cycle scramjet-ramjet configuration. It was identified that locating the scramjet in the centre with a rotated ramjet on either side, where its ramps make up the scramjet wall was the most optimal configuration, as it mitigated the effect of the oblique shocks propagating from the scramjet walls into the adjacent ramjet. Furthermore, this meant that the forebody of the vehicle could solely be used as the compression surface by the scramjet. In this paper, the sizing of the scramjet combustion chamber and nozzle were modified to match the flow properties of the oncoming flow with the purpose of producing the most optimum scramjet configuration for the cruise speed of Mach 8. CFD simulations showed that the scramjet inlet did not provide the levels of compression and stagnation pressure recovery initially required. However, it was found that the scramjet provided significantly more thrust than the drag of the aircraft at sustained Mach 8 flight, due to its utilisation of a very aerodynamic vehicle design.

Adaptive Flight Control Research at NASA

Science.gov (United States)

Motter, Mark A.

2008-01-01

A broad overview of current adaptive flight control research efforts at NASA is presented, as well as some more detailed discussion of selected specific approaches. The stated objective of the Integrated Resilient Aircraft Control Project, one of NASA s Aviation Safety programs, is to advance the state-of-the-art of adaptive controls as a design option to provide enhanced stability and maneuverability margins for safe landing in the presence of adverse conditions such as actuator or sensor failures. Under this project, a number of adaptive control approaches are being pursued, including neural networks and multiple models. Validation of all the adaptive control approaches will use not only traditional methods such as simulation, wind tunnel testing and manned flight tests, but will be augmented with recently developed capabilities in unmanned flight testing.

Results of investigations on the 0.004-scale model 74-0 of the configuration 4 (modified) space shuttle vehicle orbiter in the NASA/MSFC 14-by-14-inch trisonic wind tunnel (oa131)

Science.gov (United States)

Nichols, M. E.

1975-01-01

The results of an oil flow boundary-layer visualization wind tunnel test of an 0.004-scale model of the Space Shuttle Vehicle Orbiter in the NASA/Marshall Space Flight Center 14-by-14-inch Trisonic Wind Tunnel are presented. The model was tested at Mach numbers from 0.60 through 2.75, at angles-of-attack from 0 through 25 degrees, and at unit Reynolds numbers from 5.0 to 7.0 million per foot. The test program involved still and motion picture photography of oil-paint flow patterns on the orbiter, during and immediately after tunnel flow, to determine areas of boundary layer separation and regions of potential auxiliary power unit exhaust recirculation during transonic and low supersonic re-entry flight.

Optimization Study for Hovering Flapping Flight

Science.gov (United States)

Bocanegra Evans, Humberto; Allen, James J.; Balakumar, B. J.

2009-11-01

A scaled robotic hummingbird model was used to perform a flow analysis of hovering flight at a range of Reynolds numbers (1,750hummingbird hovers (Re 3600), which suggests that hummingbirds hover in a highly efficient manner.

Use of Vortex Generators to Reduce Distortion for Mach 1.6 Streamline-Traced Supersonic Inlets

Science.gov (United States)

Baydar, Ezgihan; Lu, Frank; Slater, John W.; Trefny, Chuck

2016-01-01

Reduce the total pressure distortion at the engine-fan face due to low-momentum flow caused by the interaction of an external terminal shock at the turbulent boundary layer along a streamline-traced external-compression (STEX) inlet for Mach 1.6.

Performance, Stability, and Control Investigation at Mach Numbers from 0.4 to 0.9 of a Model of the "Swallow" with Outer Wing Panels Swept 25 degree with and without Power Simulation

Science.gov (United States)

Runckel, Jack F.; Schmeer, James W.; Cassetti, Marlowe D.

1960-01-01

An investigation of the performance, stability, and control characteristics of a variable-sweep arrow-wing model (the "Swallow") with the outer wing panels swept 25 deg has been conducted in the Langley 16-foot transonic tunnel. The wing was uncambered and untwisted and had RAE 102 airfoil sections with a thickness-to-chord ratio of 0.14 normal to the leading edge. Four outboard engines located above and below the wing provided propulsive thrust, and, by deflecting in the pitch direction and rotating in the lateral plane, also produced control forces. A pair of swept lateral fins and a single vertical fin were mounted on each engine nacelle to provide aerodynamic stability and control. Jets-off data were obtained with flow-through nacelles, stimulating the effects of inlet flow; jet thrust and hot-jet interference effects were obtained with faired-nose nacelles housing hydrogen peroxide gas generators. Six-component force and moment data were obtained through a Mach number range of 0.40 to 0.90 at angles of attack and angles of sideslip from 0 deg to 15 deg. Longitudinal, directional, and lateral control were obtained by deflecting the nacelle-fin combinations as elevators, rudders, and ailerons at several fixed angles for each control.

Airline Schedule Disruption Management. The impact of flight delays on connection loss

Directory of Open Access Journals (Sweden)

Rahil Hicham

2017-01-01

Full Text Available Air travel demand is important and many travellers choose to drive to larger airports instead of flying from a small airport for many reasons, especially availability of non-stop flights. Another reason is perceived reliability of service. Consultants have pointed to a large number of delays and cancellations as reasons for low passenger. However, the effect of these flight delays on actual travel times is less clear. Because connections are usually necessary when traveling from small airports, departure delays may lead to missed connections. In the case of a cancellation, need to wait several hours (often overnight for the next flight due to the small number of daily departures. This paper evaluate the impact of delays and cancellations on the profit earned through the seats captured on new opened routes. This aspect of decision-making comes in the form of multi-objective problem by testing the impact of a new opened route in terms of flight delays costs, financial gain and the quality of the service provided to a target customer. The NSGA-II algorithm is adopted to generate a front of Pareto-optimal compound of a number of optimal departure times to the new destination while ensuring the best fill rate, and a minimum flight delays. The experiences are based on the flights of the Royal Air Maroc Company on the Casablanca hub.

On-chip Mach-Zehnder interferometer for OCT systems

Science.gov (United States)

van Leeuwen, Ton G.; Akca, Imran B.; Angelou, Nikolaos; Weiss, Nicolas; Hoekman, Marcel; Leinse, Arne; Heideman, Rene G.

2018-04-01

By using integrated optics, it is possible to reduce the size and cost of a bulky optical coherence tomography (OCT) system. One of the OCT components that can be implemented on-chip is the interferometer. In this work, we present the design and characterization of a Mach-Zehnder interferometer consisting of the wavelength-independent splitters and an on-chip reference arm. The Si3N4 was chosen as the material platform as it can provide low losses while keeping the device size small. The device was characterized by using a home-built swept source OCT system. A sensitivity value of 83 dB, an axial resolution of 15.2 μm (in air) and a depth range of 2.5 mm (in air) were all obtained.

Flight Test of an Intelligent Flight-Control System

Science.gov (United States)

Davidson, Ron; Bosworth, John T.; Jacobson, Steven R.; Thomson, Michael Pl; Jorgensen, Charles C.

2003-01-01

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data

Comparing future options for human space flight

Science.gov (United States)

Sherwood, Brent

2011-09-01

The paper analyzes the "value proposition" for government-funded human space flight, a vexing question that persistently dogs efforts to justify its $10 10/year expense in the US. The original Mercury/Gemini/Apollo value proposition is not valid today. Neither was it the value proposition actually promoted by von Braun, which the post-Apollo 80% of human space flight history has persistently attempted to fulfill. Divergent potential objectives for human space flight are captured in four strategic options— Explore Mars; accelerate Space Passenger Travel; enable Space Power for Earth; and Settle the Moon—which are then analyzed for their purpose, societal myth, legacy benefits, core needs, and result as measured by the number and type of humans they would fly in space. This simple framework is proposed as a way to support productive dialog with public and other stakeholders, to determine a sustainable value proposition for human space flight.

Density Measurement of Compact Toroid with Mach-Zehnder Interferometer

Science.gov (United States)

Laufman-Wollitzer, Lauren; Endrizzi, Doug; Brookhart, Matt; Flanagan, Ken; Forest, Cary

2016-10-01

Utilizing a magnetized coaxial plasma gun (MCPG) built by Tri Alpha Energy, a dense compact toroid (CT) is created and injected at high speed into the Wisconsin Plasma Astrophysics Laboratory (WiPAL) vessel. A modified Mach-Zehnder interferometer from the Line-Tied Reconnection Experiment (LTRX) provides an absolute measurement of electron density. The interferometer is located such that the beam intersects the plasma across the diameter of the MCPG drift region before the CT enters the vessel. This placement ensures that the measurement is taken before the CT expand. Results presented will be used to further analyze characteristics of the CT. Funding provided by DoE, NSF, and WISE Summer Research.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

Science.gov (United States)

1998-01-01

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

Human tolerance to space flight

Science.gov (United States)

Huntoon, C. L.

1989-01-01

Medical studies of astronauts and cosmonauts before, during, and after space missions have identified several effects of weightlessness and other factors that influence the ability of humans to tolerate space flight. Weightlessness effects include space motion sickness, cardiovascular abnormalities, reduction in immune system function, loss of red blood cells, loss of bone mass, and muscle atrophy. Extravehicular activity (EVA) increases the likelihood that decompression sickness may occur. Radiation also gives reason for concern about health of crewmembers, and psychological factors are important on long-term flights. Countermeasures that have been used include sensory preadaptation, prebreathing and use of various air mixtures for EVA, loading with water and electrolytes, exercise, use of pharmacological agents and special diets, and psychological support. It appears that humans can tolerate and recover satisfactorily from at least one year of space flight, but a number of conditions must be further ameliorated before long-duration missions can be considered routine.

Calibration of the 7—Equation Transition Model for High Reynolds Flows at Low Mach

Science.gov (United States)

Colonia, S.; Leble, V.; Steijl, R.; Barakos, G.

2016-09-01

The numerical simulation of flows over large-scale wind turbine blades without considering the transition from laminar to fully turbulent flow may result in incorrect estimates of the blade loads and performance. Thanks to its relative simplicity and promising results, the Local-Correlation based Transition Modelling concept represents a valid way to include transitional effects into practical CFD simulations. However, the model involves coefficients that need tuning. In this paper, the γ—equation transition model is assessed and calibrated, for a wide range of Reynolds numbers at low Mach, as needed for wind turbine applications. An aerofoil is used to evaluate the original model and calibrate it; while a large scale wind turbine blade is employed to show that the calibrated model can lead to reliable solutions for complex three-dimensional flows. The calibrated model shows promising results for both two-dimensional and three-dimensional flows, even if cross-flow instabilities are neglected.

Mach-Zehnder interferometry with interacting Bose-Einstein condensates in a double-well potential

International Nuclear Information System (INIS)

Berrada, T.

2014-01-01

Mach-Zehnder interferometry with interacting Bose-Einstein condensates in a double-well potential Particle-wave duality has enabled the construction of interferometers for massive particles such as electrons, neutrons, atoms or molecules. Implementing atom interferometry has required the development of analogues to the optical beam-splitters, phase shifters or recombiners to enable the coherent, i.e. phase-preserving manipulation of quantum superpositions. While initially demonstrating the wave nature of particles, atom interferometers have evolved into some of the most advanced devices for precision measurement, both for technological applications and tests of the fundamental laws of nature. Bose- Einstein condensates (BEC) of ultracold atoms are particular matter waves: they exhibit a collective many-body wave function and macroscopic coherence properties. As such, they have often been considered as an analogue to optical laser elds and it is natural to wonder whether BECs can provide to atom interferometry a similar boost as the laser brought to optical interferometry. One fundamental dierence between atomic BECs and lasers elds is the presence of atomic interactions, yielding an intrinsic non-linearity. On one hand, interactions can lead to eects destroying the phase coherence and limiting the interrogation time of trapped BEC interferometers. On the other hand, they can be used to generate nonclassical (e.g. squeezed) states to improve the sensitivity of interferometric measurements beyond the standard quantum limit (SQL). In this thesis, we present the realization of a full Mach-Zehnder interferometric sequence with trapped, interacting BECs con ned on an atom chip. Our interferometer relies on the coherent manipulation of a BEC in a magnetic double-well potential. For this purpose, we developed a novel type of matter-wave recombiner, an element which so far was missing in BEC atom optics. We have been able to exploit interactions to generate a squeezed

Receptivity of Boundary Layer over a Blunt Wedge due to Freestream Pulse Disturbances at Mach 6

Directory of Open Access Journals (Sweden)

Jianqiang Shi

2016-01-01

Full Text Available Direct numerical simulation (DNS of a hypersonic compressible flow over a blunt wedge with fast acoustic disturbances in freestream is performed. The receptivity characteristics of boundary layer to freestream pulse acoustic disturbances are numerically investigated at Mach 6, and the frequency effects of freestream pulse wave on boundary layer receptivity are discussed. Results show that there are several main disturbance mode clusters in boundary layer under acoustic pulse wave, and the number of main disturbance clusters decreases along the streamwise. As disturbance wave propagates from upstream to downstream direction, the component of the modes below fundamental frequency decreases, and the component of the modes above second harmonic components increases quickly in general. There are competition and disturbance energy transfer between different boundary layer modes. The nose boundary layer is dominated by the nearby mode of fundamental frequency. The number of the main disturbance mode clusters decreases as the freestream disturbance frequency increases. The frequency range with larger growth narrows along the streamwise. In general, the amplitudes of both fundamental mode and harmonics become larger with the decreasing of freestream disturbance frequency. High frequency freestream disturbance accelerates the decay of disturbance wave in downstream boundary layer.

Biochemical and hematologic changes after short-term space flight

Science.gov (United States)

Leach, C. S.

1992-01-01

Clinical laboratory data from blood samples obtained from astronauts before and after 28 flights (average duration = 6 days) of the Space Shuttle were analyzed by the paired t-test and the Wilcoxon signed-rank test and compared with data from the Skylab flights (duration approximately 28, 59, and 84 days). Angiotensin I and aldosterone were elevated immediately after short-term space flights, but the response of angiotensin I was delayed after Skylab flights. Serum calcium was not elevated after Shuttle flights, but magnesium and uric acid decreased after both Shuttle and Skylab. Creatine phosphokinase in serum was reduced after Shuttle but not Skylab flights, probably because exercises to prevent deconditioning were not performed on the Shuttle. Total cholesterol was unchanged after Shuttle flights, but low density lipoprotein cholesterol increased and high density lipoprotein cholesterol decreased. The concentration of red blood cells was elevated after Shuttle flights and reduced after Skylab flights. Reticulocyte count was decreased after both short- and long-term flights, indicating that a reduction in red blood cell mass is probably more closely related to suppression of red cell production than to an increase in destruction of erythrocytes. Serum ferritin and number of platelets were also elevated after Shuttle flights. In determining the reasons for postflight differences between the shorter and longer flights, it is important to consider not only duration but also countermeasures, differences between spacecraft, and procedures for landing and egress.

In-Flight Sleep of Flight Crew During a 7-hour Rest Break: Implications for Research and Flight Safety

Science.gov (United States)

Signal, T. Leigh; Gander, Philippa H.; van den Berg, Margo J.; Graeber, R. Curtis

2013-01-01

Study Objectives: To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Design: Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Setting: Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Participants: Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). Interventions: N/A. Measurements and Results: Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. Conclusions: This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated. Citation: Signal TL; Gander PH; van den Berg MJ; Graeber RC. In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety. SLEEP 2013;36(1):109–115. PMID:23288977

Asymmetric Mach-Zehnder Interferometer Based Biosensors for Aflatoxin M1 Detection.

Science.gov (United States)

Chalyan, Tatevik; Guider, Romain; Pasquardini, Laura; Zanetti, Manuela; Falke, Floris; Schreuder, Erik; Heideman, Rene G; Pederzolli, Cecilia; Pavesi, Lorenzo

2016-01-06

In this work, we present a study of Aflatoxin M1 detection by photonic biosensors based on Si₃N₄ Asymmetric Mach-Zehnder Interferometer (aMZI) functionalized with antibodies fragments (Fab'). We measured a best volumetric sensitivity of 10⁴ rad/RIU, leading to a Limit of Detection below 5 × 10(-7) RIU. On sensors functionalized with Fab', we performed specific and non-specific sensing measurements at various toxin concentrations. Reproducibility of the measurements and re-usability of the sensor were also investigated.

Perseus Post-flight

Science.gov (United States)

1991-01-01

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

Experimental results of a Mach 10 conical-flow derived waverider to 14-X hypersonic aerospace vehicle

Directory of Open Access Journals (Sweden)

Tiago Cavalcanti Rolim

2011-05-01

Full Text Available This paper presents a research in the development of the 14-X hypersonic airspace vehicle at Institute for Advanced Studies (IEAv from Department of Science and Aerospace Technology (DCTA of the Brazilian Air Force (FAB. The 14-X project objective is to develop a higher efficient satellite launch alternative, using a Supersonic Combustion Ramjet (SCRAMJET engine and waverider aerodynamics. For this development, the waverider technology is under investigation in Prof. Henry T. Nagamatsu Aerothermodynamics and Hypersonics Laboratory (LHTN, in IEAv/DCTA. The investigation has been conducted through ground test campaigns in Hypersonic Shock Tunnel T3. The 14-X Waverider Vehicle characteristic was verified in shock tunnel T3 where surface static pressures and pitot pressure for Mach number 10 were measured and, using Schlieren photographs Diagnostic Method, it was possible to identify a leading-edge attached shock wave in 14-X lower surface.

Aeroacoustic computation of low mach number flow

Energy Technology Data Exchange (ETDEWEB)

Skriver Dahl, K. [Risoe National Laboratory, Roskilde (Denmark)

1997-12-31

The possibilities of applying a recently developed numerical technique to predict aerodynamically generated sound from wind turbines is explored. The technique is a perturbation technique that has the advantage that the underlying flow field and the sound field are computed separately. Solution of the incompressible, time dependent flow field yields a hydrodynamic density correction to the incompressible constant density. The sound field is calculated from a set of equations governing the inviscid perturbations about the corrected flow field. Here, the emphasis is placed on the computation of the sound field. The nonlinear partial differential equations governing the sound fields are solved numerically using an explicit MacCormack scheme. Two types of non-reflecting boundary conditions are applied; one based on the asymptotic solution of the governing equations and the other based on a characteristic analysis of the governing equations. The former condition is easy to use and it performs slightly better than the charcteristic based condition. The technique is applied to the problems of the sound generation of a co-rotating vortex pair, which is a quadrupole, and the viscous flow over a circular cylinder, which is a dipole. Numerical results agree very well with the analytical solution for the problem of the co-rotating vortex pair. Numerical results for the viscous flow over a cylinder are presented and evaluated qualitatively. (au)

Consistency of the Mach principle and the gravitational-to-inertial mass equivalence principle

International Nuclear Information System (INIS)

Granada, Kh.K.; Chubykalo, A.E.

1990-01-01

Kinematics of the system, composed of two bodies, interacting with each other according to inverse-square law, was investigated. It is shown that the Mach principle, earlier rejected by the general relativity theory, can be used as an alternative for the absolute space concept, if it is proposed, that distant star background dictates both inertial and gravitational mass of a body

Tunable microwave photonic filter free from baseband and carrier suppression effect not requiring single sideband modulation using a Mach-Zenhder configuration.

Science.gov (United States)

Mora, José; Ortigosa-Blanch, Arturo; Pastor, Daniel; Capmany, José

2006-08-21

We present a full theoretical and experimental analysis of a novel all-optical microwave photonic filter combining a mode-locked fiber laser and a Mach-Zenhder structure in cascade to a 2x1 electro-optic modulator. The filter is free from the carrier suppression effect and thus it does not require single sideband modulation. Positive and negative coefficients are obtained inherently in the system and the tunability is achieved by controlling the optical path difference of the Mach-Zenhder structure.

In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety.

Science.gov (United States)

Signal, T Leigh; Gander, Philippa H; van den Berg, Margo J; Graeber, R Curtis

2013-01-01

To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). N/A. Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated.

Defense Horizons. Number 79, April 2015

Science.gov (United States)

2015-04-01

law , no person shall be subject to a penalty for failing to comply with a collection of information if it does not display a currently valid OMB...79, April 2015 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) 5d. PROJECT NUMBER 5e. TASK NUMBER 5f. WORK UNIT...aggression. Even more issues emerged following the downing of Malaysian Airlines Flight 17 over Ukraine in July 2014, and cross-border ar- tillery renewed

One-state vector formalism for the evolution of a quantum state through nested Mach-Zehnder interferometers

Czech Academy of Sciences Publication Activity Database

Bartkiewicz, K.; Černoch, A.; Javůrek, D.; Lemr, K.; Soubusta, Jan; Svozilík, J.

2015-01-01

Roč. 91, č. 1 (2015), "012103-1"-"012103-4" ISSN 1050-2947 Institutional support: RVO:68378271 Keywords : one-state vector * quantum state * Mach-Zehnder interferometer Subject RIV: BH - Optics, Masers, Lasers Impact factor: 2.808, year: 2014

Flight-vehicle structures education in the US: Assessment and recommendations

Science.gov (United States)

Noor, Ahmed K.

1987-01-01

An assessment is made of the technical contents of flight-vehicle structures curricula at 41 U.S. universities with accredited aerospace engineering programs. The assessment is based on the technical needs for new and projected aeronautical and space systems as well as on the likely characteristics of the aerospace engineering work environment. A number of deficiencies and areas of concern are identified and recommendations are presented for enhancing the effectiveness of flight-vehicle structures education. A number of government supported programs that can help aerospace engineering education are listed in the appendix.

Body-surface pressure data on two monoplane-wing missile configurations with elliptical cross sections at Mach 2.50

Science.gov (United States)

Allen, J. M.; Hernandez, G.; Lamb, M.

1983-01-01

Tabulated body surface pressure data for two monoplane-wing missile configurations are presented and analyzed. Body pressure data are presented for body-alone, body-tail, and body-wing-tail combinations. For the lost combination, data are presented for tail-fin deflection angles of 0 deg and 30 deg to simulate pitch, yaw, and roll control for both configurations. The data cover angles of attack from -5 deg to 25 deg and angles of roll from 0 deg to 90 deg at a Mach number of 2.50 and a Reynolds number of 6.56 x 1,000,000 per meter. Very consistent, systematic trends with angle of attack and angle of roll were observed in the data, and very good symmetry was found at a roll angle of 0 deg. Body pressures depended strongly on the local body cross-section shape, with very little dependence on the upstream shape. Undeflected fins had only a small influence on the pressures on the aft end of the body; however, tail-fin deflections caused large changes in the pressures.

Airfoil shape for flight at subsonic speeds. [design analysis and aerodynamic characteristics of the GAW-1 airfoil

Science.gov (United States)

Whitcomb, R. T. (Inventor)

1976-01-01

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

The Red Rectangle: An Astronomical Example of Mach Bands?

Science.gov (United States)

Brecher, K.

2005-12-01

Recently, the Hubble Space Telescope (HST) produced spectacular images of the "Red Rectangle". This appears to be a binary star system undergoing recurrent mass loss episodes. The image-processed HST photographs display distinctive diagonal lightness enhancements. Some of the visual appearance undoubtedly arises from actual variations in the luminosity distribution of the light of the nebula itself, i.e., due to limb brightening. Psychophysical enhancement similar to the Vasarely or pyramid effect also seems to be involved in the visual impression conveyed by the HST images. This effect is related to Mach bands (as well as to the Chevreul and Craik-O'Brien-Cornsweet effects). The effect can be produced by stacking concentric squares (or other geometrical figures such as rectangles or hexagons) of linearly increasing or decreasing size and lightness, one on top of another. We have constructed controllable Flash applets of this effect as part of the NSF supported "Project LITE: Light Inquiry Through Experiments". They can be found in the vision section of the LITE web site at http://lite.bu.edu. Mach band effects have previously been seen in medical x-ray images. Here we report for the first time the possibility that such effects play a role in the interpretation of astronomical images. Specifically, we examine to what extent the visual impressions of the Red Rectangle and other extended astronomical objects are purely physical (photometric) in origin and to what degree they are enhanced by psychophysical processes. To help assess the relative physical and psychophysical contributions to the perceived lightness effects, we have made use of a center-surround (Difference of Gaussians) filter we developed for MatLab. We conclude that local (lateral inhibition) and longer range human visual perception effects probably do contribute to the lightness features seen in astronomical objects like the Red Rectangle. Project LITE is supported by NSF Grant # DUE-0125992.

Perseus in Flight

Science.gov (United States)

1991-01-01

) 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

Single Mode SU8 Polymer Based Mach-Zehnder Interferometer for Bio-Sensing Application

Science.gov (United States)

Boiragi, Indrajit; Kundu, Sushanta; Makkar, Roshan; Chalapathi, Krishnamurthy

2011-10-01

This paper explains the influence of different parameters to the sensitivity of an optical waveguide Mach-Zehnder Interferometer (MZI) for real time detection of biomolecules. The sensing principle is based on the interaction of evanescence field with the biomolecules that get immobilized on sensing arm. The sensitivity has been calculated by varying the sensing window length, wavelength and concentration of bio-analyte. The maximum attainable sensitivity for the preferred design is the order of 10-8 RIU at 840 nm wavelength with a sensing window length of 1cm. All the simulation work has been carried out with Opti-BPMCAD for the optimization of MZI device parameters. The SU8 polymers are used as a core and clad material to fabricate the waveguide. The refractive index of cladding layer is optimized by varying the curing temperature for a fixed time period and the achieved index difference between core and clad is Δn = 0.0151. The fabricated MZI device has been characterized with LASER beam profiler at 840 nm wavelength. This study demonstrates the effectiveness of the different parameter to the sensitivity of a single mode optical waveguide Mach-Zehnder Interferometer for bio-sensing application.

DRE-Enhanced Swept-Wing Natural Laminar Flow at High Reynolds Numbers

Science.gov (United States)

Malik, Mujeeb; Liao, Wei; Li, Fe; Choudhari, Meelan

2013-01-01

Nonlinear parabolized stability equations and secondary instability analyses are used to provide a computational assessment of the potential use of the discrete roughness elements (DRE) technology for extending swept-wing natural laminar flow at chord Reynolds numbers relevant to transport aircraft. Computations performed for the boundary layer on a natural laminar flow airfoil with a leading-edge sweep angle of 34.6deg, free-stream Mach number of 0.75 and chord Reynolds numbers of 17 x 10(exp 6), 24 x 10(exp 6) and 30 x 10(exp 6) suggest that DRE could delay laminar-turbulent transition by about 20% when transition is caused by stationary crossflow disturbances. Computations show that the introduction of small wavelength stationary crossflow disturbances (i.e., DRE) also suppresses the growth of most amplified traveling crossflow disturbances.

Aerodynamic efficiency of flapping flight: analysis of a two-stroke model.

Science.gov (United States)

Wang, Z Jane

2008-01-01

To seek the simplest efficient flapping wing motions and understand their relation to steady flight, a two-stroke model in the quasi-steady limit was analyzed. It was found that a family of two-stroke flapping motions have aerodynamic efficiency close to, but slightly lower than, the optimal steady flight. These two-stroke motions share two common features: the downstroke is a gliding motion and the upstroke has an angle of attack close to the optimal of the steady flight of the same wing. With the reduced number of parameters, the aerodynamic cost function in the parameter space can be visualized. This was examined for wings of different lift and drag characteristics at Reynolds numbers between 10(2) and 10(6). The iso-surfaces of the cost function have a tube-like structure, implying that the solution is insensitive to a specific direction in the parameter space. Related questions in insect flight that motivated this work are discussed.

Hypersonic Transition Analysis for HIFiRE Experiments

Science.gov (United States)

Li, Fei; Choudhari, Meelan; Chang, Chau-Lyan; Kimmel, Roger; Adamczak, David; Smith, Mark

2012-01-01

The HIFiRE-1 flight experiment provided a valuable database pertaining to boundary layer transition over a 7-degree half-angle, circular cone model from supersonic to hypersonic Mach numbers, and a range of Reynolds numbers and angles of attack. This paper reports selected findings from the ongoing computational analysis of the measured in-flight transition behavior. Transition during the ascent phase at nearly zero degree angle of attack is dominated by second mode instabilities except in the vicinity of the cone meridian where a roughness element was placed midway along the length of the cone. The growth of first mode instabilities is found to be weak at all trajectory points analyzed from the ascent phase. For times less than approximately 18.5 seconds into the flight, the peak amplification ratio for second mode disturbances is sufficiently small because of the lower Mach numbers at earlier times, so that the transition behavior inferred from the measurements is attributed to an unknown physical mechanism, potentially related to step discontinuities in surface height near the locations of a change in the surface material. Based on the time histories of temperature and/or heat flux at transducer locations within the aft portion of the cone, the onset of transition correlated with a linear N-factor, based on parabolized stability equations, of approximately 13. Due to the large angles of attack during the re-entry phase, crossflow instability may play a significant role in transition. Computations also indicate the presence of pronounced crossflow separation over a significant portion of the trajectory segment that is relevant to transition analysis.

Highly stable polarization independent Mach-Zehnder interferometer

Energy Technology Data Exchange (ETDEWEB)

Mičuda, Michal, E-mail: micuda@optics.upol.cz; Doláková, Ester; Straka, Ivo; Miková, Martina; Dušek, Miloslav; Fiurášek, Jaromír; Ježek, Miroslav, E-mail: jezek@optics.upol.cz [Department of Optics, Faculty of Science, Palacký University, 17. listopadu 1192/12, 77146 Olomouc (Czech Republic)

2014-08-15

We experimentally demonstrate optical Mach-Zehnder interferometer utilizing displaced Sagnac configuration to enhance its phase stability. The interferometer with footprint of 27×40 cm offers individually accessible paths and shows phase deviation less than 0.4° during a 250 s long measurement. The phase drift, evaluated by means of Allan deviation, stays below 3° or 7 nm for 1.5 h without any active stabilization. The polarization insensitive design is verified by measuring interference visibility as a function of input polarization. For both interferometer's output ports and all tested polarization states the visibility stays above 93%. The discrepancy in visibility for horizontal and vertical polarization about 3.5% is caused mainly by undesired polarization dependence of splitting ratio of the beam splitter used. The presented interferometer device is suitable for quantum-information and other sensitive applications where active stabilization is complicated and common-mode interferometer is not an option as both the interferometer arms have to be accessible individually.

Effect of Pressure Gradients on the Initiation of PBX-9502 via Irregular (Mach) Reflection of Low Pressure Curved Shock Waves

Energy Technology Data Exchange (ETDEWEB)

Hull, Lawrence Mark [Los Alamos National Lab. (LANL), Los Alamos, NM (United States); Miller, Phillip Isaac [Los Alamos National Lab. (LANL), Los Alamos, NM (United States); Moro, Erik Allan [Los Alamos National Lab. (LANL), Los Alamos, NM (United States)

2016-11-28

In the instance of multiple fragment impact on cased explosive, isolated curved shocks are generated in the explosive. These curved shocks propagate and may interact and form irregular or Mach reflections along the interaction loci, thereby producing a single shock that may be sufficient to initiate PBX-9501. However, the incident shocks are divergent and their intensity generally decreases as they expand, and the regions behind the Mach stem interaction loci are generally unsupported and allow release waves to rapidly affect the flow. The effects of release waves and divergent shocks may be considered theoretically through a “Shock Change Equation”.

Classical and quantum non-linear optical applications using the Mach-Zehnder interferometer

Science.gov (United States)

Prescod, Andru

Mach Zehnder (MZ) modulators are widely employed in a variety of applications, such as optical communications, optical imaging, metrology and encryption. In this dissertation, we explore two non-linear MZ applications; one classified as classical and one as quantum, in which the Mach Zehnder interferometer is used. In the first application, a classical non-linear application, we introduce and study a new electro-optic highly linear (e.g., >130 dB) modulator configuration. This modulator makes use of a phase modulator (PM) in one arm of the MZ interferometer (MZI) and a ring resonator (RR) located on the other arm. The modulator performance is obtained through the control of a combination of internal and external parameters. These parameters include the RR-coupling ratio (internal parameter); the RF power split ratio and the RF phase bias (external parameters). Results show the unique and superior features, such as high linearity (SFDR˜133 dB), modulation bandwidth extension (as much as 70%) over the previously proposed and demonstrated Resonator-Assisted Mach Zehnder (RAMZ) design. Furthermore the proposed electro-optic modulator of this dissertation also provides an inherent SFDR compensation capability, even in cases where a significant waveguide optical loss exists. This design also shows potential for increased flexibility, practicality and ease of use. In the second application, a quantum non-linear application, we experimentally demonstrate quantum optical coherence tomography (QOCT) using a type II non-linear crystal (periodically-poled potassium titanyl phosphate (KTiOPO4) or PPKTP). There have been several publications discussing the merits and disadvantages of QOCT compared to OCT and other imaging techniques. First, we discuss the issues and solutions for increasing the efficiency of the quantum entangled photons. Second, we use a free space QOCT experiment to generate a high flux of these quantum entangled photons in two orthogonal polarizations, by

History of Suction-Type Laminar-Flow Control with Emphasis on Flight Resrearch: Monographs in Aerospace History Number 13

Science.gov (United States)

Braslow, A. L.

1999-01-01

The paper contains the following sections: Foreword; Preface; Laminar-Flow Control Concepts and Scope of Monograph; Early Research on Suction-Type Laminar-Flow Control (Research from the 1930s through the War Years; Research from after World War II to the Mid-1960s); Post X-21 Research on Suction-Type Laminar-Flow Control; Status of Laminar-Flow Control Technology in the Mid-1990s; Glossary; Document 1-Aeronautics Panel, AACB, R&D Review, Report of the Subpanel on Aeronautic Energy Conservation/Fuels; Document 2-Report of Review Group on X-21A Laminar Flow Control Program; Document 3-Langley Research Center Announcement, Establishment of Laminar Flow Control Working Group; Document 4-Intercenter Agreement for Laminar Flow Control Leading Edge Glove Flights, LaRC and DFRC; Document 5-Flight Report NLF-144, of AFTIF-111 Aircraft with the TACT Wing Modified by a Natural Laminar Flow Glove; Document 6-Flight Record, F-16XL Supersonic Laminar Flow Control Aircraft; Index; and About the Author.

Wind-tunnel investigation of longitudinal and lateral-directional stability and control characteristics of a 0.237-scale model of a remotely piloted research vehicle with a thick, high-aspect-ratio supercritical wing

Science.gov (United States)

Byrdsong, T. A.; Brooks, C. W., Jr.

1980-01-01

A 0.237-scale model of a remotely piloted research vehicle equipped with a thick, high-aspect-ratio supercritical wing was tested in the Langley 8-foot transonic tunnel to provide experimental data for a prediction of the static stability and control characteristics of the research vehicle as well as to provide an estimate of vehicle flight characteristics for a computer simulation program used in the planning and execution of specific flight-research mission. Data were obtained at a Reynolds number of 16.5 x 10 to the 6th power per meter for Mach numbers up to 0.92. The results indicate regions of longitudinal instability; however, an adequate margin of longitudinal stability exists at a selected cruise condition. Satisfactory effectiveness of pitch, roll, and yaw control was also demonstrated.

Cognitive Assessment During Long-Duration Space Flight

Science.gov (United States)

Seaton, Kimberly; Kane, R. L.; Sipes, Walter

2010-01-01

The Space Flight Cognitive Assessment Tool for Windows (WinSCAT) is a computer-based, self-administered battery of five cognitive assessment tests developed for medical operations at NASA's Johnson Space Center in Houston, Texas. WinSCAT is a medical requirement for U.S. long-duration astronauts and has been implemented with U.S. astronauts from one NASA/Mir mission (NASA-7 mission) and all expeditions to date on the International Space Station (ISS). Its purpose is to provide ISS crew surgeons with an objective clinical tool after an unexpected traumatic event, a medical condition, or the cumulative effects of space flight that could negatively affect an astronaut's cognitive status and threaten mission success. WinSCAT was recently updated to add network capability to support a 6-person crew on the station support computers. Additionally, WinSCAT Version 2.0.28 has increased difficulty of items in Mathematics, increased number of items in Match-to-Sample, incorporates a moving rather than a fixed baseline, and implements stricter interpretation rules. ISS performance data were assessed to compare initial to modified interpretation rules for detecting potential changes in cognitive functioning during space flight. WinSCAT tests are routinely taken monthly during an ISS mission. Performance data from these ISS missions do not indicate significant cognitive decrements due to microgravity/space flight alone but have shown decrements. Applying the newly derived rules to ISS data results in a number of off-nominal performances at various times during and after flight.. Correlation to actual events is needed, but possible explanations for off-nominal performances could include actual physical factors such as toxic exposure, medication effects, or fatigue; emotional factors including stress from the mission or life events; or failure to exert adequate effort on the tests.

MHz-rate nitric oxide planar laser-induced fluorescence imaging in a Mach 10 hypersonic wind tunnel.

Science.gov (United States)

Jiang, Naibo; Webster, Matthew; Lempert, Walter R; Miller, Joseph D; Meyer, Terrence R; Ivey, Christopher B; Danehy, Paul M

2011-02-01

Nitric oxide planar laser-induced fluorescence (NO PLIF) imaging at repetition rates as high as 1 MHz is demonstrated in the NASA Langley 31 in. Mach 10 hypersonic wind tunnel. Approximately 200 time-correlated image sequences of between 10 and 20 individual frames were obtained over eight days of wind tunnel testing spanning two entries in March and September of 2009. The image sequences presented were obtained from the boundary layer of a 20° flat plate model, in which transition was induced using a variety of different shaped protuberances, including a cylinder and a triangle. The high-speed image sequences captured a variety of laminar and transitional flow phenomena, ranging from mostly laminar flow, typically at a lower Reynolds number and/or in the near wall region of the model, to highly transitional flow in which the temporal evolution and progression of characteristic streak instabilities and/or corkscrew-shaped vortices could be clearly identified.

Designation of Environmental Impacts and Damages of Turbojet Engine: A Case Study with GE-J85

Directory of Open Access Journals (Sweden)

Onder Altuntas

2014-05-01

Full Text Available Between the troposphere and stratosphere layers of the atmosphere is a critical zone for collecting emissions and negative effects on the Earth (ecological, humanity, and resources. Aircrafts are the main causes of the impacts in this layer. In this study, environmental effects (Damages, Specific Fuel Consumption Impact-SFCI and Thrust Environmental Impact-TEI of different fueled (Jet-A and Liquid Hydrogen-H2 jet engines (a case study with GE-J85 are investigated. This comparison was made between 7000–10,000 m altitude and 0.7–1.0 Mach. The maximum damages were found to be 82.44 PDF∙m2∙yr (Potentially Disappeared Fraction from one m2 area during one year, 1.75 × 10−3 DALY (disability-adjusted life years, and 8100 MJ Surplus for Ecosystem Quality, Human Health and Resources, respectively, at Jet-A fueled aircraft, 1 Mach, and 7000 m altitude. Additionally, the maximum SFCI was calculated as 344.03 mPts/kg at H2-fueled, 0.7 Mach, and 10,000 m; the minimum TEI was calculated as 13.78 mPts/N at H2-fueled aircraft, 0.7 Mach, and 9000 m. The best environmental (low specific fuel consumption and thrust impacts flight situations were found in this study at a high altitude and a low Mach number.

Shock-tunnel combustor testing for hypersonic vehicles

Science.gov (United States)

Loomis, Mark P.

1994-01-01

Proposed configurations for the next generation of transatmospheric vehicles will rely on air breathing propulsion systems during all or part of their mission. At flight Mach numbers greater than about 7 these engines will operate in the supersonic combustion ramjet mode (scramjet). Ground testing of these engine concepts above Mach 8 requires high pressure, high enthalpy facilities such as shock tunnels and expansion tubes. These impulse, or short duration facilities have test times on the order of a millisecond, requiring high speed instrumentation and data systems. One such facility ideally suited for scramjet testing is the NASA-Ames 16-Inch shock tunnel, which over the last two years has completed a series of tests for the NASP (National Aero-Space Plane) program at simulated flight Mach numbers ranging from 12-16. The focus of the experimental programs consisted of a series of classified tests involving a near-full scale hydrogen fueled scramjet combustor model in the semi-free jet method of engine testing whereby the compressed forebody flow ahead of the cowl inlet is reproduced (see appendix A). The AIMHYE-1 (Ames Integrated Modular Hypersonic Engine) test entry for the NASP program was completed in April 1993, while AIMHYE-2 was completed in May 1994. The test entries were regarded as successful, resulting in some of the first data of its kind on the performance of a near full scale scramjet engine at Mach 12-16. The data was distributed to NASP team members for use in design system verification and development. Due to the classified nature of the hardware and data, the data reports resulting from this work are classified and have been published as part of the NASP literature. However, an unclassified AIAA paper resulted from the work and has been included as appendix A. It contains an overview of the test program and a description of some of the important issues.

Biologically Inspired Micro-Flight Research

Science.gov (United States)

Raney, David L.; Waszak, Martin R.

2003-01-01

Natural fliers demonstrate a diverse array of flight capabilities, many of which are poorly understood. NASA has established a research project to explore and exploit flight technologies inspired by biological systems. One part of this project focuses on dynamic modeling and control of micro aerial vehicles that incorporate flexible wing structures inspired by natural fliers such as insects, hummingbirds and bats. With a vast number of potential civil and military applications, micro aerial vehicles represent an emerging sector of the aerospace market. This paper describes an ongoing research activity in which mechanization and control concepts for biologically inspired micro aerial vehicles are being explored. Research activities focusing on a flexible fixed- wing micro aerial vehicle design and a flapping-based micro aerial vehicle concept are presented.

Miracle Flights

Science.gov (United States)

... a Flight Get Involved Events Shop Miles Contact Miracle Flights Blog Giving Tuesday 800-359-1711 Thousands of children have been saved, but we still have miles to go. Request a Flight Click Here to Donate - Your ...