WorldWideScience

Sample records for supersonic aircraft altitudes

  1. Development of Techniques for the In Situ Observation of OH and HO2 for Studies of the Impact of High-Altitude Supersonic Aircraft on the Stratosphere

    Science.gov (United States)

    Anderson, James G.

    1994-01-01

    This three-year project supported the construction, calibration, and deployment of a new instrument to measure the OH and HO2 radicals on the NASA ER-2 aircraft. The instrument has met and exceeded all of its design goals. The instrumentation represents a true quantum leap in performance over that achieved in previous HO(x) instruments built in our group. Sensitivity for OH was enhanced by over two orders of magnitude as the weight fell from approximately 1500 to less than 200 Kg. Reliability has been very high: HO(x) data are available for all flights during the first operational mission, the Stratospheric Photochemistry, Aerosols, and Dynamics Expedition (SPADE). The results of that experiment have been reported in the scientific literature and at conferences. Additionally, measurements of H2O and O3 were made and have been reported in the scientific literature. The measurements demonstrate the important role that OH and HO2 play in determining the concentration of ozone in the lower stratosphere. During the SPADE campaign, the measurements demonstrate that the catalytic removal is dominated by processes involving the odd-hydrogen and halogen radical extremely important constraint for photochemical models that are being used to assess the potential deleterious effects of super-sonic aircraft effluent on the burden of stratospheric ozone. A list of the papers that came from this research are included, along with a copy of the paper, 'Aircraft-borne, laser-induced fluorescence instrument for the in situ detection of hydroxyl and hydroperoxyl radicals'.

  2. Research of low boom and low drag supersonic aircraft design

    OpenAIRE

    Feng Xiaoqiang; Li Zhanke; Song Bifeng

    2014-01-01

    Sonic boom reduction will be an issue of utmost importance in future supersonic transport, due to strong regulations on acoustic nuisance. The paper describes a new multi-objective optimization method for supersonic aircraft design. The method is developed by coupling Seebass–George–Darden (SGD) inverse design method and multi-objective genetic algorithm. Based on the method, different codes are developed. Using a computational architecture, a conceptual supersonic aircraft design environment...

  3. Radiative forcing from particle emissions by future supersonic aircraft

    Directory of Open Access Journals (Sweden)

    G. Pitari

    2008-07-01

    Full Text Available In this work we focus on the direct radiative forcing (RF of black carbon (BC and sulphuric acid particles emitted by future supersonic aircraft, as well as on the ozone RF due to changes produced by emissions of both gas species (NOx, H2O and aerosol particles capable of affecting stratospheric ozone chemistry. Heterogeneous chemical reactions on the surface of sulphuric acid stratospheric particles (SSA-SAD are the main link between ozone chemistry and supersonic aircraft emissions of sulphur precursors (SO2 and particles (H2O–H2SO4. Photochemical O3 changes are compared from four independent 3-D atmosphere-chemistry models (ACMs, using as input the perturbation of SSA-SAD calculated in the University of L'Aquila model, which includes on-line a microphysics code for aerosol formation and growth. The ACMs in this study use aircraft emission scenarios for the year 2050 developed by AIRBUS as a part of the EU project SCENIC, assessing options for fleet size, engine technology (NOx emission index, Mach number, range and cruising altitude. From our baseline modeling simulation, the impact of supersonic aircraft on sulphuric acid aerosol and BC mass burdens is 53 and 1.5 μg/m2, respectively, with a direct RF of −11.4 and 4.6 mW/m2 (net RF=−6.8 mW/m2. This paper discusses the similarities and differences amongst the participating models in terms of changes to O3 precursors due to aircraft emissions (NOx, HOx,Clx,Brx and the stratospheric ozone sensitivity to them. In the baseline case, the calculated global ozone change is −0.4 ±0.3 DU, with a net radiative forcing (IR+UV of −2.5± 2 mW/m2. The fraction of this O3-RF attributable to SSA-SAD changes is, however, highly variable among the models, depending on the NOx removal

  4. Research of low boom and low drag supersonic aircraft design

    Institute of Scientific and Technical Information of China (English)

    Feng Xiaoqiang; Li Zhanke; Song Bifeng

    2014-01-01

    Sonic boom reduction will be an issue of utmost importance in future supersonic trans-port, due to strong regulations on acoustic nuisance. The paper describes a new multi-objective optimization method for supersonic aircraft design. The method is developed by coupling Seebass-George-Darden (SGD) inverse design method and multi-objective genetic algorithm. Based on the method, different codes are developed. Using a computational architecture, a concep-tual supersonic aircraft design environment (CSADE) is constructed. The architecture of CSADE includes inner optimization level and out optimization level. The low boom configuration is gener-ated in inner optimization level by matching the target equivalent area distribution and actual equivalent area distribution. And low boom/low drag configuration is generated in outer optimiza-tion level by using NSGA-II multi-objective genetic algorithm to optimize the control parameters of SGD method and aircraft shape. Two objective functions, low sonic boom and low wave drag, are considered in CSADE. Physically reasonable Pareto solutions are obtained from the present optimization. Some supersonic aircraft configurations are selected from Pareto front and the optimization results indicate that the swept forward wing configuration has benefits in both sonic boom reduction and wave drag reduction. The results are validated by using computational fluid dynamics (CFD) analysis.

  5. Research of low boom and low drag supersonic aircraft design

    Directory of Open Access Journals (Sweden)

    Feng Xiaoqiang

    2014-06-01

    Full Text Available Sonic boom reduction will be an issue of utmost importance in future supersonic transport, due to strong regulations on acoustic nuisance. The paper describes a new multi-objective optimization method for supersonic aircraft design. The method is developed by coupling Seebass–George–Darden (SGD inverse design method and multi-objective genetic algorithm. Based on the method, different codes are developed. Using a computational architecture, a conceptual supersonic aircraft design environment (CSADE is constructed. The architecture of CSADE includes inner optimization level and out optimization level. The low boom configuration is generated in inner optimization level by matching the target equivalent area distribution and actual equivalent area distribution. And low boom/low drag configuration is generated in outer optimization level by using NSGA-II multi-objective genetic algorithm to optimize the control parameters of SGD method and aircraft shape. Two objective functions, low sonic boom and low wave drag, are considered in CSADE. Physically reasonable Pareto solutions are obtained from the present optimization. Some supersonic aircraft configurations are selected from Pareto front and the optimization results indicate that the swept forward wing configuration has benefits in both sonic boom reduction and wave drag reduction. The results are validated by using computational fluid dynamics (CFD analysis.

  6. Aeroelastic coupling in sonic boom optimization of a supersonic aircraft

    OpenAIRE

    Vázquez, Mariano; Dervieux, Alain; Koobus, Bruno

    2003-01-01

    In this paper, we consider a multi-disciplinary optimization problem where the initial shape of a wing is sought in order to cope, after elastic deformation by the flow, with some optimality conditions. We propose a medium-strong coupling which allows to consider different softwares communicating a small number of times. Applications to the optimization of the AGARD Wing 445.6 and a flexible supersonic aircraft wing are presented.

  7. Discussion of the target-missile control scheme with supersonic speed at minimum altitude

    Institute of Scientific and Technical Information of China (English)

    2006-01-01

    An antiship missile with supersonic speed at minimum altitude is an effective weapon to break through a defense line. The former Soviet Union was a leader in this field since it had developed several kinds of antiship missiles which obtained supersonic speed at minimum altitudes. To counter this kind of missile,many countries have been developing corresponding antimissiles. For the purpose of verifing the antimissile missile's effectiveness in intercepting antiship missiles, a target-missile is needed. A target-missle is cheaper and can imitate the main characteristics of antiship missiles with supersonic speed at minimum altitude. In this paper, the control scheme of a target missile flying with supersonic speed at minimum altitude is studied. To counter the problem of hedgehopping over the sea, a control scheme utilizing a SINS + altimeter was proposed.In this scheme, both the quick response ability of altitude control and the anti-jamming problem were considered. A simulation experiment shows that when an integrated altitude control system is used, the anti-disturbance ability of the integrated altitude is good and the response speed of altitude control system can be dramatically improved.

  8. Structural concept trends for commercial supersonic cruise aircraft design

    Science.gov (United States)

    Sakat, I. F.; Davis, G. W.; Saelman, B.

    1980-01-01

    Structural concept trends for future commercial supersonic transport aircraft are considered. Highlights, including the more important design conditions and requirements, of two studies are discussed. Knowledge of these design parameters, as determined through studies involving the application of flexible mathematical models, enabled inclusion of aeroelastic considerations in the structural-material concepts evaluation. The design trends and weight data of the previous contractual study of Mach 2.7 cruise aircraft were used as the basis for incorporating advanced materials and manufacturing approaches to the airframe for reduced weight and cost. Structural studies of design concepts employing advanced aluminum alloys, advanced composites, and advanced titanium alloy and manufacturing techniques are compared for a Mach 2.0 arrow-wing configuration concept. Appraisals of the impact of these new materials and manufacturing concepts to the airframe design are shown and compared. The research and development to validate the potential sources of weight and cost reduction identified as necessary to attain a viable advanced commercial supersonic transport are discussed.

  9. The impact of high altitude aircraft on the ozone layer in the stratosphere

    Science.gov (United States)

    Tie, Xue XI; Brasseur, Guy; Lin, Xing; Friedlingstein, P.; Granier, Claire; Rasch, Philip

    1994-01-01

    The paper discusses the potential effects on the ozone layer of gases released by the engines of proposed high altitude supersonic aircraft. The major problem arises from the emissions of nitrogen oxides which have the potential to destroy significant quantities of ozone in the stratosphere. The magnitude of the perturbation is highly dependent on the cruise altitude of the aircraft. Furthermore, the depletion of ozone is substantially reduced when heterogeneous conversion of nitrogen oxides into nitric acid on sulfate aerosol particles is taken into account in the calculation. The sensitivity of the aerosol load on stratospheric ozone is investigated. First, the model indicates that the aerosol load induced by the SO2 released by aircraft is increased by about 10-20% above the background aerosols at mid-high latitude of the Northern Hemisphere at 15 km for the NASA emission scenario A (the NASA emission scenarios are explained in Tables I to III). This increase in aerosol has small effects on stratospheric ozone. Second, when the aerosol load is increased following a volcanic eruption similar to the eruption of El Chichon (Mexico, April 1982), the ozone column in spring increases by as much as 9% in response to the injection of NOx from the aircraft with the NASA emission scenario A. Finally, the modeled suggests that significant ozone depletion could result from the formation of additional polar stratospheric clouds produced by the injection of H2O and HNO3 by the aircraft engines.

  10. Conceptual design of high speed supersonic aircraft: A brief review on SR-71 (Blackbird) aircraft

    Science.gov (United States)

    Xue, Hui; Khawaja, H.; Moatamedi, M.

    2014-12-01

    The paper presents the conceptual design of high-speed supersonic aircraft. The study focuses on SR-71 (Blackbird) aircraft. The input to the conceptual design is a mission profile. Mission profile is a flight profile of the aircraft defined by the customer. This paper gives the SR-71 aircraft mission profile specified by US air force. Mission profile helps in defining the attributes the aircraft such as wing profile, vertical tail configuration, propulsion system, etc. Wing profile and vertical tail configurations have direct impact on lift, drag, stability, performance and maneuverability of the aircraft. A propulsion system directly influences the performance of the aircraft. By combining the wing profile and the propulsion system, two important parameters, known as wing loading and thrust to weight ratio can be calculated. In this work, conceptual design procedure given by D. P. Raymer (AIAA Educational Series) is applied to calculate wing loading and thrust to weight ratio. The calculated values are compared against the actual values of the SR-71 aircraft. Results indicates that the values are in agreement with the trend of developments in aviation.

  11. Measurement of Aircraft Speed and Altitude

    Science.gov (United States)

    1980-05-01

    Albert W. Hall, Thomas M. Moul, Virgil S. Ritchie, and Robert T. Taylor who, as members of a technical review covinittee, made many valuable...Terry J.; and Webb, Lainie D.: Calibrations and Comparisons of Pressuie-Type Airspeed-Altitude Systems of the X-15 Airplane From Subsonic to High

  12. Full Flight Envelope Direct Thrust Measurement on a Supersonic Aircraft

    Science.gov (United States)

    Conners, Timothy R.; Sims, Robert L.

    1998-01-01

    Direct thrust measurement using strain gages offers advantages over analytically-based thrust calculation methods. For flight test applications, the direct measurement method typically uses a simpler sensor arrangement and minimal data processing compared to analytical techniques, which normally require costly engine modeling and multisensor arrangements throughout the engine. Conversely, direct thrust measurement has historically produced less than desirable accuracy because of difficulty in mounting and calibrating the strain gages and the inability to account for secondary forces that influence the thrust reading at the engine mounts. Consequently, the strain-gage technique has normally been used for simple engine arrangements and primarily in the subsonic speed range. This paper presents the results of a strain gage-based direct thrust-measurement technique developed by the NASA Dryden Flight Research Center and successfully applied to the full flight envelope of an F-15 aircraft powered by two F100-PW-229 turbofan engines. Measurements have been obtained at quasi-steady-state operating conditions at maximum non-augmented and maximum augmented power throughout the altitude range of the vehicle and to a maximum speed of Mach 2.0 and are compared against results from two analytically-based thrust calculation methods. The strain-gage installation and calibration processes are also described.

  13. Centurion solar-powered high-altitude aircraft in flight

    Science.gov (United States)

    1998-01-01

    Since 1980 AeroVironment, Inc. (founded in 1971 by the ultra-light airplane innovator--Dr. Paul MacCready) has been experimenting with solar-powered aircraft, often in conjunction with the NASA Dryden Flight Research Center, Edwards, California. Thus far, AeroVironment, now headquartered in Monrovia, California, has achieved several altitude records with its Solar Challenger, Pathfinder, and Pathfinder-Plus aircraft. It expects to exceed these records with the newer and larger solar-powered Centurion and its successors the Centelios and Helios vehicles, in the NASA Environmental Research Aircraft and Sensor Technology (ERAST) program. The Centurion is a lightweight, solar-powered, remotely piloted flying wing aircraft that is demonstrating the technology of applying solar power for long-duration, high-altitude flight. It is considered to be a prototype technology demonstrator for a future fleet of solar-powered aircraft that could stay airborne for weeks or months on scientific sampling and imaging missions or while serving as telecommunications relay platforms. Although it shares many of the design concepts of the Pathfinder, the Centurion has a wingspan of 206 feet, more than twice the 98-foot span of the original Pathfinder and 70-percent longer than the Pathfinder-Plus' 121-foot span. At the same time, Centurion maintains the 8-foot chord (front to rear distance) of the Pathfinder wing, giving the wing an aspect ratio (length-to-chord) of 26 to 1. Other visible changes from its predecessor include a modified wing airfoil designed for flight at extreme altitude and four underwing pods to support its landing gear and electronic systems (compared with two such pods on the Pathfinder). The flexible wing is primarily fabricated from carbon fiber, graphite epoxy composites, and kevlar. It is built in five sections, a 44-foot-long center section and middle and outer sections just over 40 feet long. All five sections have an identical thickness--12 percent of the chord

  14. Capabilities of unmanned aircraft vehicles for low altitude weed detection

    Science.gov (United States)

    Pflanz, Michael; Nordmeyer, Henning

    2014-05-01

    Sustainable crop production and food security require a consumer and environmental safe plant protection. It is recently known, that precise weed monitoring approaches could help apply pesticides corresponding to field variability. In this regard the site-specific weed management may contribute to an application of herbicides with higher ecologically aware and economical savings. First attempts of precision agriculture date back to the 1980's. Since that time, remote sensing from satellites or manned aircrafts have been investigated and used in agricultural practice, but are currently inadequate for the separation of weeds in an early growth stage from cultivated plants. In contrast, low-cost image capturing at low altitude from unmanned aircraft vehicles (UAV) provides higher spatial resolution and almost real-time processing. Particularly, rotary-wing aircrafts are suitable for precise path or stationary flight. This minimises motion blur and provides better image overlapping for stitching and mapping procedures. Through improved image analyses and the recent increase in the availability of microcontrollers and powerful batteries for UAVs, it can be expected that the spatial mapping of weeds will be enhanced in the future. A six rotors microcopter was equipped with a modified RGB camera taking images from agricultural fields. The hexacopter operates within predefined pathways at adjusted altitudes (from 5 to 10 m) by using GPS navigation. Different scenarios of optical weed detection have been carried out regarding to variable altitude, image resolution, weed and crop growth stages. Our experiences showed high capabilities for site-specific weed control. Image analyses with regard to recognition of weed patches can be used to adapt herbicide application to varying weed occurrence across a field.

  15. Shock Waves Oscillations in the Interaction of Supersonic Flows with the Head of the Aircraft

    Science.gov (United States)

    Bulat, Pavel V.; Volkov, Konstantin N.

    2016-01-01

    In this article we reviewed the shock wave oscillation that occurs when supersonic flows interact with conic, blunt or flat nose of aircraft, taking into account the aerospike attached to it. The main attention was paid to the problem of numerical modeling of such oscillation, flow regime classification, and cases where aerospike attachment can…

  16. Aircraft Low Altitude Wind Shear Detection and Warning System.

    Science.gov (United States)

    Sinclair, Peter C.; Kuhn, Peter M.

    1991-01-01

    There is now considerable evidence to substantiate the causal relationship between low altitude wind shear (LAWS) and the recent increase in low-altitude aircraft accidents. The National Research Council has found that for the period 1964 to 1982, LAWS was involved in nearly all the weather-related air carrier fatalities. However, at present, there is no acceptable method, technique, or hardware system that provides the necessary safety margins, for spatial and timely detection of LAWS from an aircraft during the critical phases of landing and takeoff. The Federal Aviation Administration (FAA) has addressed this matter and supports the development of an airborne system for detecting hazardous LAWS with at least a one minute warning of the potential hazard to the pilot. One of the purposes of this paper is to show from some of our preliminary flight measurement research that a forward looking infrared radiometer (FLIR) system can be used to successfully detect the cool downdraft of downbursts [microbursts/macrobursts (MB)] and thunderstorm gust front outflows that are responsible for most of the LAWS events. The FLIR system provides a much greater safety margin for the pilot than that provided by reactive designs such as inertial-air speed systems that require the actual penetration of the MB before a pilot warning can be initiated. Our preliminary results indicate that an advanced airborne FLIR system could provide the pilot with remote indication of MB threat, location, movement, and predicted MB hazards along the flight path ahead of the aircraft.In a proof-of-concept experiment, we have flight tested a prototype FLIR system (nonscanning, fixed range) near and within Colorado MBs with excellent detectability. The results show that a minimum warning time of one-four minutes (5×10 km), depending on aircraft speed, is available to the pilot prior to a MB encounter. Analysis of the flight data with respect to a modified `hazard index' indicates the severe hazard

  17. Titanium honeycomb structure. [for supersonic aircraft wing structure

    Science.gov (United States)

    Davis, R. A.; Elrod, S. D.; Lovell, D. T.

    1972-01-01

    A brazed titanium honeycomb sandwich system for supersonic transport wing cover panels provides the most efficient structure spanwise, chordwise, and loadwise. Flutter testing shows that high wing stiffness is most efficient in a sandwich structure. This structure also provides good thermal insulation if liquid fuel is carried in direct contact with the wing structure in integral fuel tanks.

  18. 76 FR 30231 - Civil Supersonic Aircraft Panel Discussion

    Science.gov (United States)

    2011-05-24

    ... for attendees. The purpose of the meeting is to raise public awareness of the continuing technological... joint meeting of the 159th Acoustical Society of America and NOISE-CON 2010 in Baltimore, Maryland 21202. The purpose of these meetings is to raise public awareness on advances in supersonic technology,...

  19. Flying qualities design criteria applicable to supersonic cruise aircraft

    Science.gov (United States)

    Chalk, C. R.

    1980-01-01

    A comprehensive set of flying qualities design criteria was prepared for use in the supersonic cruise research program. The framework for stating the design criteria is established and design criteria are included which address specific failures, approach to dangerous flight conditions, flight at high angle of attack, longitudinal and lateral directional stability and control, the primary flight control system, and secondary flight controls. Examples are given of lateral directional design criteria limiting lateral accelerations at the cockpit, time to roll through 30 deg of bank, and time delay in the pilot's command path. Flight test data from the Concorde certification program are used to substantiate a number of the proposed design criteria.

  20. Flight assessment of a large supersonic drone aircraft for research use

    Science.gov (United States)

    Eckstrom, C. V.; Peele, E. L.

    1974-01-01

    An assessment is made of the capabilities of the BQM-34E supersonic drone aircraft as a test bed research vehicle. This assessment is made based on a flight conducted for the purpose of obtaining flight test measurements of wing loads at various maneuver flight conditions. Flight plan preparation, flight simulation, and conduct of the flight test are discussed along with a presentation of the test data obtained and an evaluation of how closely the flight test followed the test plan.

  1. Numerical study of aerodynamic characteristics of FSW aircraft with dierent wing positions under supersonic condition

    Institute of Scientific and Technical Information of China (English)

    Lei Juanmian; Zhao Shuai; Wang Suozhu

    2016-01-01

    This paper investigates the influence of forward-swept wing (FSW) positions on the aero-dynamic characteristics of aircraft under supersonic condition (Ma=1.5). The numerical method based on Reynolds-averaged Navier–Stokes (RANS) equations, Spalart–Allmaras (S–A) turbu-lence model and implicit algorithm is utilized to simulate the flow field of the aircraft. The aerody-namic parameters and flow field structures of the horizontal tail and the whole aircraft are presented. The results demonstrate that the spanwise flow of FSW flows from the wingtip to the wing root, generating an upper wing surface vortex and a trailing edge vortex nearby the wing root. The vortexes generated by FSW have a strong downwash effect on the tail. The lower the vertical position of FSW, the stronger the downwash effect on tail. Therefore, the effective angle of attack of tail becomes smaller. In addition, the lift coefficient, drag coefficient and lift–drag ratio of tail decrease, and the center of pressure of tail moves backward gradually. For the whole aircraft, the lower the vertical position of FSW, the smaller lift, drag and center of pressure coefficients of aircraft. The closer the FSW moves towards tail, the bigger pitching moment and center of pres-sure coefficients of the whole aircraft, but the lift and drag characteristics of the horizontal tail and the whole aircraft are basically unchanged. The results have potential application for the design of new concept aircraft.

  2. Pilot Human Factors in Stall/Spin Accidents of Supersonic Fighter Aircraft

    Science.gov (United States)

    Anderson, S. B.; Enevoldson, E. K.; Nguyen, L. T.

    1983-01-01

    A study has been made of pilot human factors related to stall/spin accidents of supersonic fighter aircraft. The military specifications for flight at high angles of attack are examined. Several pilot human factors problems related to stall/spin are discussed. These problems include (1) unsatisfactory nonvisual warning cues; (2) the inability of the pilot to quickly determine if the aircraft is spinning out of control, or to recognize the type of spin; (3) the inability of the pilot to decide on and implement the correct spin recovery technique; (4) the inability of the pilot to move, caused by high angular rotation; and (5) the tendency of pilots to wait too long in deciding to abandon the irrecoverable aircraft. Psycho-physiological phenomena influencing pilot's behavior in stall/spin situations include (1) channelization of sensory inputs, (2) limitations in precisely controlling several muscular inputs, (3) inaccurate judgment of elapsed time, and (4) disorientation of vestibulo-ocular inputs. Results are given of pilot responses to all these problems in the F14A, F16/AB, and F/A-18A aircraft. The use of departure spin resistance and automatic spin prevention systems incorporated on recent supersonic fighters are discussed. These systems should help to improve the stall/spin accident record with some compromise in maneuverability.

  3. An Interactive Method of Characteristics Java Applet to Design and Analyze Supersonic Aircraft Nozzles

    Science.gov (United States)

    Benson, Thomas J.

    2014-01-01

    The Method of Characteristics (MOC) is a classic technique for designing supersonic nozzles. An interactive computer program using MOC has been developed to allow engineers to design and analyze supersonic nozzle flow fields. The program calculates the internal flow for many classic designs, such as a supersonic wind tunnel nozzle, an ideal 2D or axisymmetric nozzle, or a variety of plug nozzles. The program also calculates the plume flow produced by the nozzle and the external flow leading to the nozzle exit. The program can be used to assess the interactions between the internal, external and plume flows. By proper design and operation of the nozzle, it may be possible to lessen the strength of the sonic boom produced at the rear of supersonic aircraft. The program can also calculate non-ideal nozzles, such as simple cone flows, to determine flow divergence and nonuniformities at the exit, and its effect on the plume shape. The computer program is written in Java and is provided as free-ware from the NASA Glenn central software server.

  4. Relating a Jet-Surface Interaction Experiment to a Commercial Supersonic Transport Aircraft Using Numerical Simulations

    Science.gov (United States)

    Dippold, Vance F. III; Friedlander, David

    2017-01-01

    Reynolds-Averaged Navier-Stokes (RANS) simulations were performed for a commercial supersonic transport aircraft concept and experimental hardware models designed to represent the installed propulsion system of the conceptual aircraft in an upcoming test campaign. The purpose of the experiment is to determine the effects of jet-surface interactions from supersonic aircraft on airport community noise. RANS simulations of the commercial supersonic transport aircraft concept were performed to relate the representative experimental hardware to the actual aircraft. RANS screening simulations were performed on the proposed test hardware to verify that it would be free from potential rig noise and to predict the aerodynamic forces on the model hardware to assist with structural design. The simulations showed a large region of separated flow formed in a junction region of one of the experimental configurations. This was dissimilar with simulations of the aircraft and could invalidate the noise measurements. This configuration was modified and a subsequent RANS simulation showed that the size of the flow separation was greatly reduced. The aerodynamic forces found on the experimental models were found to be relatively small when compared to the expected loads from the model’s own weight.Reynolds-Averaged Navier-Stokes (RANS) simulations were completed for two configurations of a three-stream inverted velocity profile (IVP) nozzle and a baseline single-stream round nozzle (mixed-flow equivalent conditions). For the Sideline and Cutback flow conditions, while the IVP nozzles did not reduce the peak turbulent kinetic energy on the lower side of the jet plume, the IVP nozzles did significantly reduce the size of the region of peak turbulent kinetic energy when compared to the jet plume of the baseline nozzle cases. The IVP nozzle at Sideline conditions did suffer a region of separated flow from the inner stream nozzle splitter that did produce an intense, but small, region of

  5. Computer-aided methods for analysis and synthesis of supersonic cruise aircraft structures

    Science.gov (United States)

    Giles, G. L.

    1976-01-01

    Computer-aided methods are reviewed which are being developed by Langley Research Center in-house work and by related grants and contracts. Synthesis methods to size structural members to meet strength and stiffness (flutter) requirements are emphasized and described. Because of the strong interaction among the aerodynamic loads, structural stiffness, and member sizes of supersonic cruise aircraft structures, these methods are combined into systems of computer programs to perform design studies. The approaches used in organizing these systems to provide efficiency, flexibility of use in an iterative process, and ease of system modification are discussed.

  6. Fabrication and evaluation of advanced titanium structural panels for supersonic cruise aircraft

    Science.gov (United States)

    Payne, L.

    1977-01-01

    Flightworthy primary structural panels were designed, fabricated, and tested to investigate two advanced fabrication methods for titanium alloys. Skin-stringer panels fabricated using the weldbraze process, and honeycomb-core sandwich panels fabricated using a diffusion bonding process, were designed to replace an existing integrally stiffened shear panel on the upper wing surface of the NASA YF-12 research aircraft. The investigation included ground testing and Mach 3 flight testing of full-scale panels, and laboratory testing of representative structural element specimens. Test results obtained on full-scale panels and structural element specimens indicate that both of the fabrication methods investigated are suitable for primary structural applications on future civil and military supersonic cruise aircraft.

  7. Application of supersonic particle deposition to enhance the structural integrity of aircraft structures

    Science.gov (United States)

    Matthews, N.; Jones, R.; Sih, G. C.

    2014-01-01

    Aircraft metal components and structures are susceptible to environmental degradation throughout their original design life and in many cases their extended lives. This paper summarizes the results of an experimental program to evaluate the ability of Supersonic Particle Deposition (SPD), also known as cold spray, to extend the limit of validity (LOV) of aircraft structural components and to restore the structural integrity of corroded panels. In this study [LU1]the potential for the SPD to seal the mechanically fastened joints and for this seal to remain intact even in the presence of multi-site damage (MSD) has been evaluated. By sealing the joint the onset of corrosion damage in the joint can be significantly retarded, possibly even eliminated, thereby dramatically extending the LOV of mechanically fastened joints. The study also shows that SPD can dramatically increase the damage tolerance of badly corroded wing skins.

  8. Adaptive Aft Signature Shaping of a Low-Boom Supersonic Aircraft Using Off-Body Pressures

    Science.gov (United States)

    Ordaz, Irian; Li, Wu

    2012-01-01

    The design and optimization of a low-boom supersonic aircraft using the state-of-the- art o -body aerodynamics and sonic boom analysis has long been a challenging problem. The focus of this paper is to demonstrate an e ective geometry parameterization scheme and a numerical optimization approach for the aft shaping of a low-boom supersonic aircraft using o -body pressure calculations. A gradient-based numerical optimization algorithm that models the objective and constraints as response surface equations is used to drive the aft ground signature toward a ramp shape. The design objective is the minimization of the variation between the ground signature and the target signature subject to several geometric and signature constraints. The target signature is computed by using a least-squares regression of the aft portion of the ground signature. The parameterization and the deformation of the geometry is performed with a NASA in- house shaping tool. The optimization algorithm uses the shaping tool to drive the geometric deformation of a horizontal tail with a parameterization scheme that consists of seven camber design variables and an additional design variable that describes the spanwise location of the midspan section. The demonstration cases show that numerical optimization using the state-of-the-art o -body aerodynamic calculations is not only feasible and repeatable but also allows the exploration of complex design spaces for which a knowledge-based design method becomes less effective.

  9. Aerodynamic Shape Optimization of Supersonic Aircraft Configurations via an Adjoint Formulation on Parallel Computers

    Science.gov (United States)

    Reuther, James; Alonso, Juan Jose; Rimlinger, Mark J.; Jameson, Antony

    1996-01-01

    This work describes the application of a control theory-based aerodynamic shape optimization method to the problem of supersonic aircraft design. The design process is greatly accelerated through the use of both control theory and a parallel implementation on distributed memory computers. Control theory is employed to derive the adjoint differential equations whose solution allows for the evaluation of design gradient information at a fraction of the computational cost required by previous design methods (13, 12, 44, 38). The resulting problem is then implemented on parallel distributed memory architectures using a domain decomposition approach, an optimized communication schedule, and the MPI (Message Passing Interface) Standard for portability and efficiency. The final result achieves very rapid aerodynamic design based on higher order computational fluid dynamics methods (CFD). In our earlier studies, the serial implementation of this design method (19, 20, 21, 23, 39, 25, 40, 41, 42, 43, 9) was shown to be effective for the optimization of airfoils, wings, wing-bodies, and complex aircraft configurations using both the potential equation and the Euler equations (39, 25). In our most recent paper, the Euler method was extended to treat complete aircraft configurations via a new multiblock implementation. Furthermore, during the same conference, we also presented preliminary results demonstrating that the basic methodology could be ported to distributed memory parallel computing architectures [241. In this paper, our concem will be to demonstrate that the combined power of these new technologies can be used routinely in an industrial design environment by applying it to the case study of the design of typical supersonic transport configurations. A particular difficulty of this test case is posed by the propulsion/airframe integration.

  10. Analysis of the Hybrid Power System for High-Altitude Unmanned Aircraft

    Directory of Open Access Journals (Sweden)

    Kangwen Sun

    2015-01-01

    Full Text Available The application of single solar array on high-altitude unmanned aircraft will waste energy because of its low conversion efficiency. Furthermore, since its energy utilization is limited, the surface temperature of solar array will rise to 70°C due to the waste solar energy, thus reducing the electrical performance of the solar array. In order to reuse the energy converted into heat by solar array, a hybrid power system is presented in this paper. In the hybrid power system, a new electricity-generating method is adopted to spread the photovoltaic cell on the wing surface and arrange photothermal power in the wing box section. Because the temperature on the back of photovoltaic cell is high, it can be used as the high-temperature heat source. The lower wing surface can be a low-temperature cold source. A high-altitude unmanned aircraft was used to analyze the performances of pure solar-powered aircraft and hybrid powered aircraft. The analysis result showed that the hybrid system could reduce the area of wing by 19% and that high-altitude unmanned aircraft with a 35 m or less wingspan could raise the utilization rate of solar energy per unit area after adopting the hybrid power system.

  11. Radiation Safety Issues in High Altitude Commercial Aircraft

    Science.gov (United States)

    Wilson, John W.; Cucinotta, Francis A.; Shinn, Judy L.

    1995-01-01

    The development of a global economy makes the outlook for high speed commercial intercontinental flight feasible, and the development of various configurations operating from 20 to 30 km have been proposed. In addition to the still unresolved issues relating to current commercial operations (12-16 km), the higher dose rates associated with the higher operating altitudes makes il imperative that the uncertainties in the atmospheric radiation environment and the associated health risks be re-examined. Atmospheric radiation associated with the galactic cosmic rays forms a background level which may, under some circumstances, exceed newly recommended allowable exposure limits proposed on the basis of recent evaluations of the A -bomb survivor data (due to increased risk coefficients). These larger risk coefficients, within the context of the methodology for estimating exposure limits, are resulting in exceedingly low estimated allowable exposure limits which may impact even present day flight operations and was the reason for the CEC workshop in Luxembourg (1990). At higher operating altitudes, solar particles events can produce exposures many orders of magnitude above background levels and pose significant health risks to the most sensitive individuals (such as during pregnancy). In this case the appropriate quality factors are undefined, and some evidence exists which indicates that the quality factor for stochastic effects is a substantial underestimate.

  12. Nitrogen oxides from high-altitude aircraft - An update of potential effects on ozone

    Science.gov (United States)

    Johnston, Harold S.; Kinnison, Douglas E.; Wuebbles, Donald J.

    1989-01-01

    In the study of fuel consumption rate by stratospheric aircraft, the range of nitric oxide injection is interpreted as an eightfold range of emission index (5-40) with both the one- and the two-dimensional models. Possible effects of future aircraft NO(x) emissions on stratospheric ozone are considered for a broad range in magnitude, altitude, and latitude of the assumed NO(x) emissions. Results of the sensitivity studies using both models are discussed. Large ozone reductions are found to be outside the expected range of validity of these models and are to be anticipated if there should be a large fleet of stratospheric aircraft with NO(x) emission characteristics of current commercial aircraft. Under the test conditions, a global ozone reduction of about 9 percent is estimated for a jet engine emission index of 15 in both models. If engines are redesigned to reduce the emission index to the NASA goal of 5, global average ozone reductions are between 2 and 3 percent, and those of the Northern Hemisphere are about 4 percent. The effects of stratospheric aircraft on ozone could be further reduced through operation at lower altitudes, reduction of aircraft, and efficient fuel consumption.

  13. Altitude and airspeed effects on the optimum synchrophase angles for a four-engine propeller aircraft

    Science.gov (United States)

    Blunt, David M.

    2014-08-01

    Noise and vibration is a serious problem in all types of aircraft. Any techniques that lower cabin noise and vibration levels by even a few decibels with little or no weight or performance penalties are worth pursuing. Propeller synchrophasing is one such technique that has shown potential in aircraft with two or more propellers; however this technique is not being used to its full potential because the synchrophase angles are typically fixed. This paper provides a detailed examination of how the optimum synchrophase angles in a typical four-engine propeller aircraft vary with different altitudes and airspeeds, and how this information could lead to the design of new adaptive propeller synchrophasing systems and potentially yield improvements to other active noise control measures in propeller aircraft.

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

    Science.gov (United States)

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

    1985-01-01

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

  15. High-Altitude Aircraft-Based Electric-Field Measurements Above Thunderstorms

    Science.gov (United States)

    Bateman, M. G.; Blakeslee, R. J.; Bailey, J. C.; Stewart, M. F.; Blair, A. K.

    1999-01-01

    We have developed a new set of eight electric field mills that were flown on a NASA ER-2 high-altitude aircraft. During the Third Convection And Moisture EXperiment (CAMEX-3; Fall, 1998), measurements of electric field, storm dynamics, and ice microphysics were made over several hurricanes. Concurrently, the TExas-FLorida UNderflights (TEFLUN) program was being conducted to make the same measurements over Gulf Coast thunderstorms. Sample measurements are shown: typical flight altitude is 20km. Our new mills have an internal 16-bit A/D, with a resolution of 0.25V/m per bit at high gain, with a noise level less than the least significant bit. A second, lower gain channel gives us the ability to measure fields as high as 150 kV/m.

  16. Comparison of the space radiation environment at Foton M3 satellite altitudes and on aircraft altitudes for minimum of solar activity

    Science.gov (United States)

    Ploc, Ondrej; Dachev, Tsvetan; Spurny, Frantisek; Tomov, Borislav; Dimitrov, Plamen; Matviichuk, Yury; Bankov, Nikolay

    The space radiation environments at Foton M3 and aircraft altitudes were measured by using of practically equal silicon detector based on a deposited energy spectrometers in the fall of 2007. The aircraft measurements were performed on commercial flights of CSA airlines, while the Foton M3 measurements were inside of the ESA Biopan 6 experiment. Foton M3 orbit was close to circular between 260 and 289 km altitude and about 63° inclination. The relatively high inclination and small shielding of the detector (0.81 g/cm2 ) allow us to observe doses by electrons in the outer radiation belt as high as 2.3 mGy/hour. The comparison of the total GCR deposited doses for the Foton M3 time interval, which coincides with the absolute cycle 23 minimum of the solar activity is about 15% higher than the measured during the Foton M2 satellite doses in 2005. Comparisons of the latitudinal profiles for ISS in 2001, Foton 2 and 3 satellites and aircrafts show that the ratio of doses is as 1:2:3. Aircraft measurements are characterised through average values of exposure during frequent, statistically well based measurements on the routes Prague - New York. Dose absorbed in Si-detector per flight on these routes was about 8% higher in 2007 than in 2005. Different comparisons with the existing models for the radiation environment on aircraft and spacecraft altitudes are presented in the paper also and discussed.

  17. First lidar measurements of water vapor and aerosols from a high-altitude aircraft

    Science.gov (United States)

    Browell, Edward V.; Ismail, Syed

    1995-01-01

    Water vapor plays an important role in many atmospheric processes related to radiation, climate change, atmospheric dynamics, meteorology, the global hydrologic cycle, and atmospheric chemistry, and yet our knowledge of the global distribution of water vapor is very limited. The differential absorption lidar (DIAL) technique has the potential of providing needed high resolution water vapor measurements from aircraft and from space, and the Lidar Atmospheric Sensing Experiment (LASE) is a key step in the development of this capability. The LASE instrument is the first fully engineered, autonomous DIAL system, and it is designed to operate from a high-altitude aircraft (ER-2) and to make water vapor and aerosol profile measurements across the troposphere. The LASE system was flown from the NASA Wallops Flight Facility in a series of engineering flights during September 1994. This paper discusses the characteristics of the LASE system and presents the first LASE measurements of water vapor and aerosol profiles.

  18. Calculations and observations of solar particle enhancements to the radiation environment at aircraft altitudes

    Science.gov (United States)

    Dyer, C. S.; Lei, F.; Clucas, S. N.; Smart, D. F.; Shea, M. A.

    Solar particle events can give greatly enhanced radiation at aircraft altitudes, but are both difficult to predict and to calculate retrospectively. This enhanced radiation can give significant dose to aircrew and greatly increase the rate of single event effects in avionics. Validation of calculations is required but only very few events have been measured in flight. The CREAM detector on Concorde detected the event of 29 September 1989 and also four periods of enhancement during the events of 19-24 October 1989. Instantaneous rates were enhanced by up to a factor ten compared with quiet-time cosmic rays, while flight-averages were enhanced by up to a factor six. Calculations are described for increases in radiation at aircraft altitudes using solar particle spectra in conjunction with Monte Carlo radiation transport codes. In order to obtain solar particle spectra with sufficient accuracy over the required energy range it is necessary to combine space data with measurements from a wide range of geomagnetically dispersed, ground-level neutron monitors. Such spectra have been obtained for 29 September 1989 and 24 October 1989 and these are used to calculate enhancements that are compared with the data from CREAM on Concorde. The effect of cut-off rigidity suppression by geomagnetic activity is shown to be significant. For the largest event on record on 23 February 1956, there are no space data but there are data from a number of ground-level cosmic-ray detectors. Predictions for all events show very steep dependencies on both latitude and altitude. At high latitude and altitude (17 km) calculated increases with respect to cosmic rays are a factor 70 and 500 respectively for 29 September 1989 and 23 February 1956. The levels of radiation for high latitude, subsonic routes are calculated, using London to Los Angeles as an example, and can exceed 1 mSv, which is significantly higher than for Concorde routes from Europe to New York. The sensitivity of the calculations

  19. Unmanned Aircraft Systems Traffic Management (UTM) Safely Enabling UAS Operations in Low-Altitude Airspace

    Science.gov (United States)

    Kopardekar, Parimal H.

    2016-01-01

    Unmanned Aircraft System (UAS) Traffic Management (UTM) Enabling Civilian Low-Altitude Airspace and Unmanned Aircraft System Operations What is the problem? Many beneficial civilian applications of UAS have been proposed, from goods delivery and infrastructure surveillance, to search and rescue, and agricultural monitoring. Currently, there is no established infrastructure to enable and safely manage the widespread use of low-altitude airspace and UAS operations, regardless of the type of UAS. A UAS traffic management (UTM) system for low-altitude airspace may be needed, perhaps leveraging concepts from the system of roads, lanes, stop signs, rules and lights that govern vehicles on the ground today, whether the vehicles are driven by humans or are automated. What system technologies is NASA exploring? Building on its legacy of work in air traffic management for crewed aircraft, NASA is researching prototype technologies for a UAS Traffic Management (UTM) system that could develop airspace integration requirements for enabling safe, efficient low-altitude operations. While incorporating lessons learned from the today's well-established air traffic management system, which was a response that grew out of a mid-air collision over the Grand Canyon in the early days of commercial aviation, the UTM system would enable safe and efficient low-altitude airspace operations by providing services such as airspace design, corridors, dynamic geofencing, severe weather and wind avoidance, congestion management, terrain avoidance, route planning and re-routing, separation management, sequencing and spacing, and contingency management. One of the attributes of the UTM system is that it would not require human operators to monitor every vehicle continuously. The system could provide to human managers the data to make strategic decisions related to initiation, continuation, and termination of airspace operations. This approach would ensure that only authenticated UAS could operate

  20. Weather Avoidance Guidelines for NASA Global Hawk High-Altitude Unmanned Aircraft Systems (UAS)

    Science.gov (United States)

    Cecil, Daniel J.; Zipser, Edward J.; Velden, Chris S.; Monette, Sarah A.; Heymsfield, Gerald M.; Braun, Scott A.; Newman, Paul A.; Black, Peter G.; Black, Michael L.; Dunion, Jason P.

    2014-01-01

    The current Global Hawk flight rules would probably not have been effective in the single event of greatest concern (the Emily encounter). The cloud top had not reached 50,000 ft until minutes before the encounter. The TOT and lightning data would not have been available until near the overflight time since this was a rapidly growing cell. This case would have required a last-minute diversion when lightning became frequent. Avoiding such a cell probably requires continual monitoring of the forward camera and storm scope, whether or not cloud tops have been exceeding specific limits. However, the current overflight rules as strictly interpreted would have prohibited significant fractions of the successful Global Hawk overpasses of Karl and Matthew that proved not to be hazardous. Many other high altitude aircraft (ER-2 and Global Hawk) flights in NASA tropical cyclone field programs have successfully overflown deep convective clouds without incident.The convective cell that caused serious concern about the safety of the ER-2 in Emily was especially strong for a tropical cyclone environment, probably as strong or stronger than any that was overflown by the ER-2 in 20 previous flights over tropical cyclones. Specifically, what made that cell a safety concern was the magnitude of the vertical velocity of the updraft, at least 20 m/s (4000 ft/minute) at the time the ER-2 overflew it. Such a strong updraft can generate strong gravity waves at and above the tropopause, posing a potential danger to aircraft far above the maximum altitude of the updraft itself or its associated cloud top. Indeed, the ER-2 was probably at least 9000 ft above that cloud top. Cloud-top height, by itself, is not an especially good indicator of the intensity of convection and the likelihood of turbulence. Nor is overflying high cloud tops (i.e. > 50,000 ft) of particular concern unless there is other evidence of very strong convective updrafts beneath those tops in the path of the aircraft

  1. Theoretical prediction of interference loading on aircraft stores: Part II - Supersonic speeds

    Science.gov (United States)

    Fox, C. H., Jr.; Fernandes, F.

    1973-01-01

    Linear theory is used, without two dimensional or slender body assumptions, to predict flow field produced by aircraft wing, nose, inlet, and pylons. Aircraft shock wave locations are predicted, and their effect on flow field is included through transformation of aircraft geometry. Program was written in FORTRAN IV for CDC 6400 computer.

  2. Preliminary C3 Loading Analysis for Future High-Altitude Unmanned Aircraft in the NAS

    Science.gov (United States)

    Ho, Yan-Shek; Gheorghisor, Izabela; Box, Frank

    2006-01-01

    This document provides a preliminary assessment and summary of the command, control, and communications (C(sup 3)) loading requirements of a generic future high-altitude, long-endurance unmanned aircraft (UA) operating at in the National Airspace System. Two principal types of C(sup 3) traffic are considered in our analysis: communications links providing air traffic services (ATS) to the UA and its human pilot, and the command and control data links enabling the pilot to operate the UA remotely. we have quantified the loading requirements of both types of traffic for two different assumed levels of UA autonomy. Our results indicate that the potential use of UA-borne relays for the ATS links, and the degree of autonomy exercised by the UA during the departure and arrival phases of its flight, will be among the key drivers of C(sup 3) loading and bandwidth requirements.

  3. Climate impact of supersonic air traffic: an approach to optimize a potential future supersonic fleet – results from the EU-project SCENIC

    Directory of Open Access Journals (Sweden)

    L. Gulstad

    2007-05-01

    Full Text Available The demand for intercontinental transportation is increasing and people are requesting short travel times, which supersonic air transportation would enable. However, besides noise and sonic boom issues, which we are not referring to in this investigation, emissions from supersonic aircraft are known to alter the atmospheric composition, in particular the ozone layer, and hence affect climate significantly more than subsonic aircraft. Here, we suggest a metric to quantitatively assess different options for supersonic transport with regard to the potential destruction of the ozone layer and climate impacts. Options for fleet size, engine technology (nitrogen oxide emission level, cruising speed, range, and cruising altitude, are analyzed, based on SCENIC emissions scenarios for 2050, which underlay the requirements to be as realistic as possible in terms of e.g. economic markets and profitable market penetration. This methodology is based on a number of atmosphere-chemistry and climate models to reduce model dependencies. The model results differ significantly in terms of the response to a replacement of subsonic aircraft by supersonic aircraft. However, model differences are smaller when comparing the different options for a supersonic fleet. The base scenario, where supersonic aircraft get in service in 2015, a first fleet fully operational in 2025 and a second in 2050, lead in our simulations to a near surface temperature increase in 2050 of around 7 mK and with constant emissions afterwards to around 21 mK in 2100. The related total radiative forcing amounts to 22 mWm²in 2050, with an uncertainty between 9 and 29 mWm². A reduced supersonic cruise altitude or speed (from March 2 to Mach 1.6 reduces both, climate impact and ozone destruction, by around 40%. An increase in the range of the supersonic aircraft leads to more emissions at lower latitudes since more routes to SE Asia are taken into account, which increases ozone depletion, but

  4. Tropical Cyclone Precipitation Types and Electrical Field Information Observed by High Altitude Aircraft Instrumentation

    Science.gov (United States)

    Hood, Robbie E.; Blakeslee, Richard; Cecil, Daniel; LaFontaine, Frank J.; Heymsfield, Gerald; Marks, Frank

    2004-01-01

    During the 1998 and 200 1 hurricane seasons of the Atlantic Ocean Basin, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the National Aeronautics and Space Administration (NASA) ER-2 high altitude aircraft as part of the Third Convection And Moisture Experiment (CAMEX-3) and the Fourth Convection And Moisture Experiment (CAMEX-4). Several hurricanes and tropical storms were sampled during these experiments. A rainfall screening technique has been developed using AMPR passive microwave observations of these tropical cyclones (TC) collected at frequencies of 10.7, 19.35,37.1, and 85.5 GHz and verified using vertical profiles of EDOP reflectivity and lower altitude horizontal reflectivity scam collected by the National Oceanic and Atmospheric Administration (NOM) P-3 radar. Matching the rainfall classification results with coincident electrical field information collected by the LIP readily identifl convective rain regions within the TC precipitation fields. Strengths and weaknesses of the rainfall classification procedure will be discussed as well as its potential as a real-time analysis tool for monitoring vertical updrafl strength and convective intensity from a remotely operated or uninhabited aerial vehicle.

  5. Classification of Tropical Oceanic Precipitation using High-Altitude Aircraft Microwave and Electric Field Measurements.

    Science.gov (United States)

    Hood, Robbie E.; Cecil, Daniel J.; Lafontaine, Frank J.; Blakeslee, Richard J.; Mach, Douglas M.; Heymsfield, Gerald M.; Marks, Frank D., Jr.; Zipser, Edward J.; Goodman, Michael

    2006-01-01

    During the 1998 and 2001 hurricane seasons of the western Atlantic Ocean and Gulf of Mexico, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the NASA ER-2 high-altitude aircraft as part of the Third Convection and Moisture Experiment (CAMEX-3) and the Fourth Convection and Moisture Experiment (CAMEX-4). Several hurricanes, tropical storms, and other precipitation systems were sampled during these experiments. An oceanic rainfall screening technique has been developed using AMPR passive microwave observations of these systems collected at frequencies of 10.7, 19.35, 37.1, and 85.5 GHz. This technique combines the information content of the four AMPR frequencies regarding the gross vertical structure of hydrometeors into an intuitive and easily executable precipitation mapping format. The results have been verified using vertical profiles of EDOP reflectivity and lower-altitude horizontal reflectivity scans collected by the NOAA WP-3D Orion radar. Matching the rainfall classification results with coincident electric field information collected by the LIP readily identifies convective rain regions within the precipitation fields. This technique shows promise as a real-time research and analysis tool for monitoring vertical updraft strength and convective intensity from airborne platforms such as remotely operated or uninhabited aerial vehicles. The technique is analyzed and discussed for a wide variety of precipitation types using the 26 August 1998 observations of Hurricane Bonnie near landfall.

  6. Tropical Cyclone Precipitation Types and Electrical Field Information Observed by High Altitude Aircraft Instrumentation

    Science.gov (United States)

    Hood, Robbie E.; Blakeslee, Richard; Cecil, Daniel; LaFontaine, Frank J.; Heymsfield, Gerald; Marks, Frank

    2004-01-01

    During the 1998 and 200 1 hurricane seasons of the Atlantic Ocean Basin, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the National Aeronautics and Space Administration (NASA) ER-2 high altitude aircraft as part of the Third Convection And Moisture Experiment (CAMEX-3) and the Fourth Convection And Moisture Experiment (CAMEX-4). Several hurricanes and tropical storms were sampled during these experiments. A rainfall screening technique has been developed using AMPR passive microwave observations of these tropical cyclones (TC) collected at frequencies of 10.7, 19.35,37.1, and 85.5 GHz and verified using vertical profiles of EDOP reflectivity and lower altitude horizontal reflectivity scam collected by the National Oceanic and Atmospheric Administration (NOM) P-3 radar. Matching the rainfall classification results with coincident electrical field information collected by the LIP readily identifl convective rain regions within the TC precipitation fields. Strengths and weaknesses of the rainfall classification procedure will be discussed as well as its potential as a real-time analysis tool for monitoring vertical updrafl strength and convective intensity from a remotely operated or uninhabited aerial vehicle.

  7. Classification of Tropical Oceanic Precipitation using High-Altitude Aircraft Microwave and Electric Field Measurements

    Science.gov (United States)

    Hood, Robbie E.; Cecil, Daniel J.; LaFontaine, Frank J.; Blakeslee, Richard J.; Mach, Douglas m.; Heymsfield, Gerald M.; Marks, Frank D., Jr.; Zipser, Edward J.

    2004-01-01

    During the 1998 and 2001 hurricane seasons of the western Atlantic Ocean and Gulf of Mexico, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the NASA ER-2 high-altitude aircraft as part of the Third Convection and Moisture Experiment (CAMEX-3) and the Fourth Convection and Moisture Experiment (CAMEX-4). Several hurricanes, tropical storms, and other precipitation systems were sampled during these experiments. An oceanic rainfall screening technique has been developed using AMPR passive microwave observations of these systems collected at frequencies of 10.7, 19.35, 37.1, and 85.5 GHz. This technique combines the information content of the four AMPR frequencies regarding the gross vertical structure of hydrometeors into an intuitive and easily executable precipitation mapping format. The results have been verified using vertical profiles of EDOP reflectivity and lower-altitude horizontal reflectivity scans collected by the NOAA WP3D Orion radar. Matching the rainfall classification results with coincident electric field information collected by the LIP readily identifies convective rain regions within the precipitation fields. This technique shows promise as a real-time research and analysis tool for monitoring vertical updraft strength and convective intensity from airborne platforms such as remotely operated or uninhabited aerial vehicles. The technique is analyzed and discussed for a wide variety of precipitation types using the 26 August 1998 observations of Hurricane Bonnie near landfall.

  8. Classification of Tropical Oceanic Precipitation using High Altitude Aircraft: Microwave and Electric Field Measurements

    Science.gov (United States)

    Hood, Robbie E.; Cecil, Daniel; LaFontaine, Frank J.; Blakeslee, Richard; Mach, Douglas; Heymsfield, Gerald; Marks, Frank, Jr.; Zipser, Edward

    2004-01-01

    During the 1998 and 2001 hurricane seasons of the western Atlantic Ocean and Gulf of Mexico, the Advanced Microwave Precipitation Radiometer (AMPR), the ER-2 Doppler (EDOP) radar, and the Lightning Instrument Package (LIP) were flown aboard the National Aeronautics and Space Administration ER-2 high altitude aircraft as part of the Third Convection and Moisture Experiment (CAMEX-3) and the Fourth Convection and Moisture Experiment (CAMEX-4). Several hurricanes, tropical storms, and other precipitation systems were sampled during these experiments. An oceanic rainfall screening technique has been developed using AMPR passive microwave observations of these systems collected at frequencies of 10.7, 19.35,37.1, and 85.5 GHz. This technique combines the information content of the four AMPR frequencies regarding the gross vertical structure of hydrometeors into an intuitive and easily executable precipitation mapping format. The results have been verified using vertical profiles of EDOP reflectivity and lower altitude horizontal reflectivity scans collected by the National Oceanic and Atmospheric Administration WP-3D Orion radar. Matching the rainfall classification results with coincident electric field information collected by the LIP readily identifies convective rain regions within the precipitation fields. This technique shows promise as a real-time research and analysis tool for monitoring vertical updraft strength and convective intensity from airborne platforms such as remotely operated or uninhabited aerial vehicles. The technique is analyzed and discussed for a wide variety of precipitation types using the 26 August 1998 observations of Hurricane Bonnie near landfall.

  9. Dynamics modeling and control of a transport aircraft for ultra-low altitude airdrop

    Directory of Open Access Journals (Sweden)

    Liu Ri

    2015-04-01

    Full Text Available The nonlinear aircraft model with heavy cargo moving inside is derived by using the separation body method, which can describe the influence of the moving cargo on the aircraft attitude and altitude accurately. Furthermore, the nonlinear system is decoupled and linearized through the input–output feedback linearization method. On this basis, an iterative quasi-sliding mode (SM flight controller for speed and pitch angle control is proposed. At the first-level SM, a global dynamic switching function is introduced thus eliminating the reaching phase of the sliding motion. At the second-level SM, a nonlinear function with the property of “smaller errors correspond to bigger gains and bigger errors correspond to saturated gains” is designed to form an integral sliding manifold, and the overcompensation of the integral term to big errors is weakened. Lyapunov-based analysis shows that the controller with strong robustness can reject both constant and time-varying model uncertainties. The performance of the proposed control strategy is verified in a maximum load airdrop mission.

  10. Effects of varying podded nacelle-nozzle installations on transonic aeropropulsive characteristics of a supersonic fighter aircraft

    Science.gov (United States)

    Capone, F. J.; Reubush, D. E.

    1983-01-01

    The aeropropulsive characteristics of an advanced twin engine fighter designed for supersonic cruise was investigated in the 16 foot Transonic Tunnel. The performance characteristics of advanced nonaxisymmetric nozzles installed in various nacelle locations, the effects of thrust induced forces on overall aircraft aerodynamics, the trim characteristics, and the thrust reverser performance were evaluated. The major model variables included nozzle power setting; nozzle duct aspect ratio; forward, mid, and aft nacelle axial locations; inboard and outboard underwing nacelle locations; and underwing and overwing nacelle locations. Thrust vectoring exhaust nozzle configurations included a wedge nozzle, a two dimensional convergent divergent nozzle, and a single expansion ramp nozzle, each with deflection angles up to 30 deg. In addition to the nonaxisymmetric nozzles, an axisymmetric nozzle installation was also tested. The use of a canard for trim was also assessed.

  11. Zoom-climb altitude maximization of the F-4C and F-15 aircraft for stratospheric sampling missions

    Science.gov (United States)

    Hague, D. S.; Merz, A. W.; Page, W. A.

    1976-01-01

    Some predictions indicate that byproducts of aerosol containers may lead to a modification of the ultraviolet-radiation shielding properties of the upper atmosphere. NASA currently monitors atmospheric properties to 70,000 feet using U-2 aircraft. Testing is needed at about 100,000 feet for adequate monitoring of possible aerosol contaminants during the next decade. To study this problem the F-4C and F-15 aircraft were analyzed to determine their maximum altitude ability in zoom-climb maneuvers. These trajectories must satisfy realistic dynamic pressure and Mach number constraints. Maximum altitudes obtained for the F4-C are above 90,000 feet, and for the F-15 above 100,000 feet. Sensitivities of the zoom-climb altitudes were found with respect to several variables including vehicle thrust, initial weight, stratospheric winds and the constraints. A final decision on aircraft selection must be based on mission modification costs and operational considerations balanced against their respective zoom altitude performance capabilities.

  12. Tropical deep convective life cycle: Cb-anvil cloud microphysics from high altitude aircraft observations

    Directory of Open Access Journals (Sweden)

    W. Frey

    2014-05-01

    Full Text Available The case study presented here focusses on the life cycle of clouds in a tropical deep convective system. During the SCOUT-O3 campaign from Darwin, Northern Australia, the Hector storm system has been probed by the Geophysica high altitude aircraft. Clouds were observed by in situ particle probes, a backscatter sonde, and a miniature lidar. Additionally, aerosol number concentrations have been measured. On 30 November 2005 a double flight took place and Hector was probed throughout its life cycle in its developing, mature, and dissipating stage. The two flights were four hours apart and focussed on the anvil region of Hector in altitudes between 10.5 km and 18.8 km (i.e. above 350 K potential temperature. Trajectory calculations and ozone measurements have been used to identify that the same cloud air masses have been probed in both flights. The size distributions derived from the measurements not only show a change with increasing altitude but also with the evolution of Hector. Clearly different aerosol to cloud particle ratios as well as varying ice crystal morphology have been found for the different development stages of Hector, indicating a change in freezing mechanisms. The development phase exhibits the smallest ice particles (up to 300 μm with a rather uniform morphology. This is indicative for rapid glaciation during Hector's development. Sizes of ice crystals are largest in the mature stage (larger 1.6 mm and even exceed those of some continental tropical deep convective clouds, also in their number concentrations. The backscatter properties and particle images show a change from frozen droplets in the developing phase to rimed and aggregated particles. The clouds in the dissipating stage have a large vertical extend (roughly 6 km though optically thin and persist for at least 6 h. This poses a high potential for affecting the tropical tropopause layer background conditions regarding humidity, e.g. through facilitating subvisible

  13. Tropical deep convective life cycle: Cb-anvil cloud microphysics from high altitude aircraft observations

    Science.gov (United States)

    Frey, W.; Borrmann, S.; Fierli, F.; Weigel, R.; Mitev, V.; Matthey, R.; Ravegnani, F.; Sitnikov, N. M.; Ulanovsky, A.; Cairo, F.

    2014-05-01

    The case study presented here focusses on the life cycle of clouds in a tropical deep convective system. During the SCOUT-O3 campaign from Darwin, Northern Australia, the Hector storm system has been probed by the Geophysica high altitude aircraft. Clouds were observed by in situ particle probes, a backscatter sonde, and a miniature lidar. Additionally, aerosol number concentrations have been measured. On 30 November 2005 a double flight took place and Hector was probed throughout its life cycle in its developing, mature, and dissipating stage. The two flights were four hours apart and focussed on the anvil region of Hector in altitudes between 10.5 km and 18.8 km (i.e. above 350 K potential temperature). Trajectory calculations and ozone measurements have been used to identify that the same cloud air masses have been probed in both flights. The size distributions derived from the measurements not only show a change with increasing altitude but also with the evolution of Hector. Clearly different aerosol to cloud particle ratios as well as varying ice crystal morphology have been found for the different development stages of Hector, indicating a change in freezing mechanisms. The development phase exhibits the smallest ice particles (up to 300 μm) with a rather uniform morphology. This is indicative for rapid glaciation during Hector's development. Sizes of ice crystals are largest in the mature stage (larger 1.6 mm) and even exceed those of some continental tropical deep convective clouds, also in their number concentrations. The backscatter properties and particle images show a change from frozen droplets in the developing phase to rimed and aggregated particles. The clouds in the dissipating stage have a large vertical extend (roughly 6 km) though optically thin and persist for at least 6 h. This poses a high potential for affecting the tropical tropopause layer background conditions regarding humidity, e.g. through facilitating subvisible cirrus formation, and

  14. Tropical deep convective life cycle: Cb-anvil cloud microphysics from high-altitude aircraft observations

    Science.gov (United States)

    Frey, W.; Borrmann, S.; Fierli, F.; Weigel, R.; Mitev, V.; Matthey, R.; Ravegnani, F.; Sitnikov, N. M.; Ulanovsky, A.; Cairo, F.

    2014-12-01

    The case study presented here focuses on the life cycle of clouds in the anvil region of a tropical deep convective system. During the SCOUT-O3 campaign from Darwin, Northern Australia, the Hector storm system has been probed by the Geophysica high-altitude aircraft. Clouds were observed by in situ particle probes, a backscatter sonde, and a miniature lidar. Additionally, aerosol number concentrations have been measured. On 30 November 2005 a double flight took place and Hector was probed throughout its life cycle in its developing, mature, and dissipating stage. The two flights were four hours apart and focused on the anvil region of Hector in altitudes between 10.5 and 18.8 km (i.e. above 350 K potential temperature). Trajectory calculations, satellite imagery, and ozone measurements have been used to ensure that the same cloud air masses have been probed in both flights. The size distributions derived from the measurements show a change not only with increasing altitude but also with the evolution of Hector. Clearly different cloud to aerosol particle ratios as well as varying ice crystal morphology have been found for the different development stages of Hector, indicating different freezing mechanisms. The development phase exhibits the smallest ice particles (up to 300 μm) with a rather uniform morphology. This is indicative for rapid glaciation during Hector's development. Sizes of ice crystals are largest in the mature stage (larger than 1.6 mm) and even exceed those of some continental tropical deep convective clouds, also in their number concentrations. The backscatter properties and particle images show a change in ice crystal shape from the developing phase to rimed and aggregated particles in the mature and dissipating stages; the specific shape of particles in the developing phase cannot be distinguished from the measurements. Although optically thin, the clouds in the dissipating stage have a large vertical extent (roughly 6 km) and persist for at

  15. HAMP – the microwave package on the High Altitude and LOng range research aircraft (HALO

    Directory of Open Access Journals (Sweden)

    M. Mech

    2014-12-01

    Full Text Available An advanced package of microwave remote sensing instrumentation has been developed for the operation on the new German High Altitude LOng range research aircraft (HALO. The HALO Microwave Package, HAMP, consists of two nadir-looking instruments: a cloud radar at 36 GHz and a suite of passive microwave radiometers with 26 frequencies in different bands between 22.24 and 183.31 ± 12.5 GHz. We present a description of HAMP's instrumentation together with an illustration of its potential. To demonstrate this potential, synthetic measurements for the implemented passive microwave frequencies and the cloud radar based on cloud-resolving and radiative transfer model calculations were performed. These illustrate the advantage of HAMP's chosen frequency coverage, which allows for improved detection of hydrometeors both via the emission and scattering of radiation. Regression algorithms compare HAMP retrieval with standard satellite instruments from polar orbiters and show its advantages particularly for the lower atmosphere with a root-mean-square error reduced by 5 and 15% for temperature and humidity, respectively. HAMP's main advantage is the high spatial resolution of about 1 km, which is illustrated by first measurements from test flights. Together these qualities make it an exciting tool for gaining a better understanding of cloud processes, testing retrieval algorithms, defining future satellite instrument specifications, and validating platforms after they have been placed in orbit.

  16. HAMP – the microwave package on the High Altitude and LOng range research aircraft HALO

    Directory of Open Access Journals (Sweden)

    M. Mech

    2014-05-01

    Full Text Available An advanced package of microwave remote sensing instrumentation has been developed for the operation on the new German High Altitude LOng range research aircraft (HALO. The HALO Microwave Package, HAMP, consists of two nadir looking instruments: a cloud radar at 36 GHz and a suite of passive microwave radiometers with 26 frequencies in different bands between 22.24 and 183.31 ± 12.5 GHz. We present a description of HAMP's instrumentation together with an illustration of its potential. To demonstrate this potential synthetic measurements for the implemented passive microwave frequencies and the cloud radar based on cloud resolving and radiative transfer model calculations were performed. These illustrate the advantage of HAMP's chosen frequency coverage, which allows for improved detection of hydrometeors both via the emission and scattering of radiation. Regression algorithms compare HAMP retrieval with standard satellite instruments from polar orbiters and show its advantages particularly for the lower atmosphere with a reduced root mean square error by 5 and 15% for temperature and humidity, respectively. HAMP's main advantage is the high spatial resolution of about 1 km which is illustrated by first measurements from test flights. Together these qualities make it an exciting tool for gaining better understanding of cloud processes, testing retrieval algorithms, defining future satellite instrument specifications, and validating platforms after they have been placed in orbit.

  17. Aircraft

    Science.gov (United States)

    Hibbs, Bart D.; Lissaman, Peter B. S.; Morgan, Walter R.; Radkey, Robert L.

    1998-01-01

    This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gasses for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well.

  18. Aircraft

    Science.gov (United States)

    Hibbs, B.D.; Lissaman, P.B.S.; Morgan, W.R.; Radkey, R.L.

    1998-09-22

    This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing`s top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gases for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well. 31 figs.

  19. Application of Adjoint Methodology to Supersonic Aircraft Design Using Reversed Equivalent Areas

    Science.gov (United States)

    Rallabhandi, Sriram K.

    2013-01-01

    This paper presents an approach to shape an aircraft to equivalent area based objectives using the discrete adjoint approach. Equivalent areas can be obtained either using reversed augmented Burgers equation or direct conversion of off-body pressures into equivalent area. Formal coupling with CFD allows computation of sensitivities of equivalent area objectives with respect to aircraft shape parameters. The exactness of the adjoint sensitivities is verified against derivatives obtained using the complex step approach. This methodology has the benefit of using designer-friendly equivalent areas in the shape design of low-boom aircraft. Shape optimization results with equivalent area cost functionals are discussed and further refined using ground loudness based objectives.

  20. Experimental characterization of the COndensation PArticle counting System for high altitude aircraft-borne application [Discussion paper

    OpenAIRE

    Weigel, Ralf; Hermann, Markus; Curtius, Joachim; Voigt, Christiane; Walter, Saskia; Böttger, Thomas; Lepukhov, Boris; Belyaev, Gennady; Borrmann, Stephan

    2008-01-01

    his study aims at a detailed characterization of an ultra-fine aerosol particle counting system for operation on board the Russian high altitude research aircraft M-55 "Geophysica" (maximum ceiling of 21 km). The COndensation PArticle counting Systems (COPAS) consists of an aerosol inlet and two dual-channel continuous flow Condensation Particle Counters (CPCs). The aerosol inlet, adapted for COPAS measurements on board the M-55 "Geophysica", is described concerning aspiration, transmissio...

  1. Impact of supersonic and subsonic aircraft on ozone: Including heterogeneous chemical reaction mechanisms

    Science.gov (United States)

    Kinnison, Douglas E.; Wuebbles, Donald J.

    1994-01-01

    Preliminary calculations suggest that heterogeneous reactions are important in calculating the impact on ozone from emissions of trace gases from aircraft fleets. In this study, three heterogeneous chemical processes that occur on background sulfuric acid aerosols are included and their effects on O3, NO(x), Cl(x), HCl, N2O5, ClONO2 are calculated.

  2. Experimental characterization of the COndensation PArticle counting System for high altitude aircraft-borne application

    Directory of Open Access Journals (Sweden)

    S. Borrmann

    2009-06-01

    Full Text Available A characterization of the ultra-fine aerosol particle counter COPAS (COndensation PArticle counting System for operation on board the Russian high altitude research aircraft M-55 Geophysika is presented. The COPAS instrument consists of an aerosol inlet and two dual-channel continuous flow Condensation Particle Counters (CPCs operated with the chlorofluorocarbon FC-43. It operates at pressures between 400 and 50 hPa for aerosol detection in the particle diameter (dp range from 6 nm up to 1 μm. The aerosol inlet, designed for the M-55, is characterized with respect to aspiration, transmission, and transport losses. The experimental characterization of counting efficiencies of three CPCs yields dp50 (50% detection particle diameter of 6 nm, 11 nm, and 15 nm at temperature differences (ΔT between saturator and condenser of 17°C, 30°C, and 33°C, respectively. Non-volatile particles are quantified with a fourth CPC, with dp50=11 nm. It includes an aerosol heating line (250°C to evaporate H2SO4-H2O particles of 11 nm<dp<200 nm at pressures between 70 and 300 hPa. An instrumental in-flight inter-comparison of the different COPAS CPCs yields correlation coefficients of 0.996 and 0.985. The particle emission index for the M-55 in the range of 1.4–8.4×1016 kg−1 fuel burned has been estimated based on measurements of the Geophysika's own exhaust.

  3. Regenerative fuel cells for High Altitude Long Endurance Solar Powered Aircraft

    Science.gov (United States)

    Mitlitsky, F.; Colella, N. J.; Myers, B.; Anderson, C. J.

    1993-06-01

    High Altitude Long Endurance (HALE) unmanned missions appear to be feasible using a lightweight, high efficiency, span-loaded, Solar Powered Aircraft (SPA) which includes a Regenerative Fuel Cell (RFC) system and novel tankage for energy storage. An existing flightworthy electric powered flying wing design was modified to incorporate present and near-term technologies in energy storage, power electronics, aerodynamics, and guidance and control in order to substantiate feasibility. The design philosophy was to work with vendors to identify affordable near-term technological opportunities that could be applied to existing designs in order to reduce weight, increase reliability, and maintain adequate efficiency of components for delivery within 18 months. The energy storage subsystem for a HALE SPA is a key driver for the entire vehicle because it can represent up to half of the vehicle weight and most missions of interest require the specific energy to be considerably higher than 200 W-hr/kg for many cycles. This stringent specific energy requirement precludes the use of rechargeable batteries or flywheels and suggests examination of various RFC designs. An RFC system using lightweight tankage, a single fuel cell (FC) stack, and a single electrolyzer (EC) stack separated by the length of a spar segment (up to 39 ft), has specific energy of approximately 300 W-hr/kg with 45% efficiency, which is adequate for HALE SPA requirements. However, this design has complexity and weight penalties associated with thermal management, electrical wiring, plumbing, and structural weight. A more elegant solution is to use unitized RFC stacks (reversible stacks that act as both FC's and EC's) because these systems have superior specific energy, scale to smaller systems more favorably, and have intrinsically simpler thermal management.

  4. N plus 3 Advanced Concept Studies for Supersonic Commercial Transport Aircraft Entering Service in the 2030-2035 Period

    Science.gov (United States)

    Welge, H. Robert; Bonet, John; Magee, Todd; Tompkins, Daniel; Britt, Terry R.; Nelson, Chet; Miller, Gregory; Stenson, Douglas; Staubach, J. Brent; Bala, Naushir; hide

    2011-01-01

    Boeing, with Pratt & Whitney, General Electric, Rolls-Royce, M4 Engineering, Wyle Laboratories and Georgia Institute of Technology, conducted a study of supersonic commercial aircraft concepts and enabling technologies for the year 2030-2035 timeframe. The work defined the market and environmental/regulatory conditions that could evolve by the 2030/35 time period, from which vehicle performance goals were derived. Relevant vehicle concepts and technologies are identified that are anticipated to meet these performance and environmental goals. A series of multidisciplinary analyses trade studies considering vehicle sizing, mission performance and environmental conformity determined the appropriate concepts. Combinations of enabling technologies and the required technology performance levels needed to meet the desired goals were identified. Several high priority technologies are described in detail, including roadmaps with risk assessments that outline objectives, key technology challenges, detailed tasks and schedules and demonstrations that need to be performed. A representative configuration is provided for reference purposes, along with associated performance estimates based on these key technologies.

  5. The Effect of Reducing Cruise Altitude on the Topology and Emissions of a Commercial Transport Aircraft

    OpenAIRE

    2010-01-01

    In recent years, research has been conducted for alternative commercial transonic aircraft design configurations, such as the strut- braced wing and the truss-braced wing aircraft designs, in order to improve aircraft performance and reduce the impact of aircraft emissions as compared to a typical cantilever wing design. Research performed by Virginia Tech in conjunction with NASA Langley Research Center shows that these alternative configurations result in 20% or more reduction in fuel...

  6. Preliminary results for an aeromagnetic survey flown over Italy using the HALO (High Altitude and LOng range) research aircraft

    Science.gov (United States)

    Lesur, V.; Gebler, A.; Schachtschneider, R.

    2012-12-01

    In June 2012 the GEOHALO mission was flown over Italy using the high altitude and long-range German research aircraft HALO (Gulfstream jet - G550). One goal of the mission was to demonstrate the feasibility of using geodetic and geophysical instrumentation on such fast flying aircraft. Several types of data were acquired including gravity, GNSS signals (reflectometry, spectrometry and occultation), laser altimetry and magnetic data. The magnetic data were collected through two independent acquisition chains placed inside under-wing containers. Each chain included a total intensity cesium magnetometer, a three-component fluxgate magnetometer, several temperature censors and a digitizer. Magnetic and temperature data were collected at a 10 Hz sampling rate. Seven parallel profiles, each around 1000 km long, were flown over the Apennine peninsula from north-west to south-east. The flight altitude was about 3500 m and the survey line spacing around 40 km. These long profiles were complemented by four crossing profiles, and a repeated flight line at a higher altitude (approx. 10500 m). The ground speed during the flight was generally around 125 m/s (450 km/h). The output from the first steps of the magnetic data processing will be shown. The measured magnetic data appear to be consistent with the expected signal.

  7. HAMP - the microwave package on the upcoming High Altitude and LOng range aircraft HALO

    Science.gov (United States)

    Mech, M.; Crewell, S.; Peters, G.; Hirsch, L.

    2009-04-01

    New cloud observation techniques are needed to improve our understanding of the impact of clouds on the earth's water cycle and radiation budget, which represents still one of the largest uncertainties in global and regional climate modeling. An airborne platform for such observation techniques will be provided by the new German research aircraft HALO (High Altitude Long Range) that will be commissioned in 2009. HALO will open a new dimension for climate and atmospheric research. By HALO it will be possible to survey the atmosphere on continental scales but with much finer resolution and with more powerful instrumentation than feasible on space borne platforms. An advanced set of microwave remote cloud sensing instruments (HAMP - HALO Microwave Package) will be operated on board of HALO. It consists of a cloud radar and a suite of passive radiometers in different frequency bands. The radar MIRA-36 operates at 36.5 GHz. Although this is an unusual low frequency, it benefits from the wider range of applications due to less signal attenuation in deep clouds and rain, compared to the 94 GHz radar operated on CloudSat. The frequencies for the passive microwave radiometers were selected in allusion to the AMSU-A and -B sounder. Thereby the 150 GHz channel of AMSU-B has been replaced by frequencies in the 118 GHz oxygen band. In combination with the 60 GHz oxygen complex channels, this frequencies can be used for precipitation retrieval after Bauer and Mugnai (2003). Furthermore by including channels in the water vapor lines at 22.235 GHz and 183.31 GHz and higher microwave channels sensitive to scattering in the ice phase, various precipitation retrieval algorithms can be compared by measurements with HAMP. This presentation introduces the microwave package on HALO. It further shows the potential of the observations by presenting results of a simulation study for the selected microwave frequencies and the cloud radar. The potential of the selected frequencies for

  8. A new Differential Optical Absorption Spectroscopy instrument to study atmospheric chemistry from a high-altitude unmanned aircraft

    Science.gov (United States)

    Stutz, Jochen; Werner, Bodo; Spolaor, Max; Scalone, Lisa; Festa, James; Tsai, Catalina; Cheung, Ross; Colosimo, Santo F.; Tricoli, Ugo; Raecke, Rasmus; Hossaini, Ryan; Chipperfield, Martyn P.; Feng, Wuhu; Gao, Ru-Shan; Hintsa, Eric J.; Elkins, James W.; Moore, Fred L.; Daube, Bruce; Pittman, Jasna; Wofsy, Steven; Pfeilsticker, Klaus

    2017-03-01

    Observations of atmospheric trace gases in the tropical upper troposphere (UT), tropical tropopause layer (TTL), and lower stratosphere (LS) require dedicated measurement platforms and instrumentation. Here we present a new limb-scanning Differential Optical Absorption Spectroscopy (DOAS) instrument developed for NASA's Global Hawk (GH) unmanned aerial system and deployed during the Airborne Tropical TRopopause EXperiment (ATTREX). The mini-DOAS system is designed for automatic operation under unpressurized and unheated conditions at 14-18 km altitude, collecting scattered sunlight in three wavelength windows: UV (301-387 nm), visible (410-525 nm), and near infrared (900-1700 nm). A telescope scanning unit allows selection of a viewing angle around the limb, as well as real-time correction of the aircraft pitch. Due to the high altitude, solar reference spectra are measured using diffusors and direct sunlight. The DOAS approach allows retrieval of slant column densities (SCDs) of O3, O4, NO2, and BrO with relative errors similar to other aircraft DOAS systems. Radiative transfer considerations show that the retrieval of trace gas mixing ratios from the observed SCD based on O4 observations, the most common approach for DOAS measurements, is inadequate for high-altitude observations. This is due to the frequent presence of low-altitude clouds, which shift the sensitivity of the O4 SCD into the lower atmosphere and make it highly dependent on cloud coverage. A newly developed technique that constrains the radiative transfer by comparing in situ and DOAS O3 observations overcomes this issue. Extensive sensitivity calculations show that the novel O3-scaling technique allows the retrieval of BrO and NO2 mixing ratios at high accuracies of 0.5 and 15 ppt, respectively. The BrO and NO2 mixing ratios and vertical profiles observed during ATTREX thus provide new insights into ozone and halogen chemistry in the UT, TTL, and LS.

  9. Impacts of alternative fuels in aviation on microphysical aerosol properties and predicted ice nuclei concentration at aircraft cruise altitude

    Science.gov (United States)

    Weinzierl, B.; D'Ascoli, E.; Sauer, D. N.; Kim, J.; Scheibe, M.; Schlager, H.; Moore, R.; Anderson, B. E.; Ullrich, R.; Mohler, O.; Hoose, C.

    2015-12-01

    In the past decades air traffic has been substantially growing affecting air quality and climate. According to the International Civil Aviation Authority (ICAO), in the next few years world passenger and freight traffic is expected to increase annually by 6-7% and 4-5%, respectively. One possibility to reduce aviation impacts on the atmosphere and climate might be the replacement of fossil fuels by alternative fuels. However, so far the effects of alternative fuels on particle emissions from aircraft engines and their ability to form contrails remain uncertain. To study the effects of alternative fuels on particle emissions and the formation of contrails, the Alternative Fuel Effects on Contrails and Cruise Emissions (ACCESS) field experiment was conducted in California. In May 2014, the DLR Falcon 20 and the NASA HU-25 jet aircraft were instrumented with an extended aerosol and trace gas payload probing different types of fuels including JP-8 and JP-8 blended with HEFA (Hydroprocessed Esters and Fatty Acids) while the NASA DC8 aircraft acted as the source aircraft for ACCESS-2. Emission measurements were taken in the DC8 exhaust plumes at aircraft cruise level between 9-12 km altitude and at distances between 50 m and 20 km behind the DC8 engines. Here, we will present results from the ACCESS-2 aerosol measurements which show a 30-60% reduction of the non-volatile (mainly black carbon) particle number concentration in the aircraft exhaust for the HEFA-blend compared to conventional JP-8 fuel. Size-resolved particle emission indices show the largest reductions for larger particle sizes suggesting that the HEFA blend contains fewer and smaller black carbon particles. We will combine the airborne measurements with a parameterization of deposition nucleation developed during a number of ice nucleation experiments at the AIDA chamber in Karlsruhe and discuss the impact of alternative fuels on the abundance of potential ice nuclei at cruise conditions.

  10. New method of calculating the power at altitude of aircraft engines equipped with superchargers on the basis of tests made under sea-level conditions

    Science.gov (United States)

    Sarracino, Marcello

    1941-01-01

    The present article deals with what is considered to be a simpler and more accurate method of determining, from the results of bench tests under approved rating conditions, the power at altitude of a supercharged aircraft engine, without application of correction formulas. The method of calculating the characteristics at altitude, of supercharged engines, based on the consumption of air, is a more satisfactory and accurate procedure, especially at low boost pressures.

  11. Analysis of the Effects of Thermal Environment on Optical Systems for Navigation Guidance and Control in Supersonic Aircraft Based on Empirical Equations

    Directory of Open Access Journals (Sweden)

    Xuemin Cheng

    2016-10-01

    Full Text Available The thermal environment is an important factor in the design of optical systems. This study investigated the thermal analysis technology of optical systems for navigation guidance and control in supersonic aircraft by developing empirical equations for the front temperature gradient and rear thermal diffusion distance, and for basic factors such as flying parameters and the structure of the optical system. Finite element analysis (FEA was used to study the relationship between flying and front dome parameters and the system temperature field. Systematic deduction was then conducted based on the effects of the temperature field on the physical geometry and ray tracing performance of the front dome and rear optical lenses, by deriving the relational expressions between the system temperature field and the spot size and positioning precision of the rear optical lens. The optical systems used for navigation guidance and control in supersonic aircraft when the flight speed is in the range of 1–5 Ma were analysed using the derived equations. Using this new method it was possible to control the precision within 10% when considering the light spot received by the four-quadrant detector, and computation time was reduced compared with the traditional method of separately analysing the temperature field of the front dome and rear optical lens using FEA. Thus, the method can effectively increase the efficiency of parameter analysis and computation in an airborne optical system, facilitating the systematic, effective and integrated thermal analysis of airborne optical systems for navigation guidance and control.

  12. Analysis of the Effects of Thermal Environment on Optical Systems for Navigation Guidance and Control in Supersonic Aircraft Based on Empirical Equations.

    Science.gov (United States)

    Cheng, Xuemin; Yang, Yikang; Hao, Qun

    2016-10-17

    The thermal environment is an important factor in the design of optical systems. This study investigated the thermal analysis technology of optical systems for navigation guidance and control in supersonic aircraft by developing empirical equations for the front temperature gradient and rear thermal diffusion distance, and for basic factors such as flying parameters and the structure of the optical system. Finite element analysis (FEA) was used to study the relationship between flying and front dome parameters and the system temperature field. Systematic deduction was then conducted based on the effects of the temperature field on the physical geometry and ray tracing performance of the front dome and rear optical lenses, by deriving the relational expressions between the system temperature field and the spot size and positioning precision of the rear optical lens. The optical systems used for navigation guidance and control in supersonic aircraft when the flight speed is in the range of 1-5 Ma were analysed using the derived equations. Using this new method it was possible to control the precision within 10% when considering the light spot received by the four-quadrant detector, and computation time was reduced compared with the traditional method of separately analysing the temperature field of the front dome and rear optical lens using FEA. Thus, the method can effectively increase the efficiency of parameter analysis and computation in an airborne optical system, facilitating the systematic, effective and integrated thermal analysis of airborne optical systems for navigation guidance and control.

  13. Space life sciences: structure and dynamics of the global space radiation field at aircraft altitudes.

    Science.gov (United States)

    2003-01-01

    This issue is devoted to research papers on the radiation environment encountered by aircraft crew members and the flying public, both of which are exposed to a higher than average radiation dose. Two types of space radiation are considered: galactic cosmic radiation and solar activity. The papers include reviews on atmospheric ionization radiation, the factors controlling this radiation, the modeling of this radiation, and measurements made on board specific aircraft flights during solar minimum and solar maximum conditions, and during the major solar proton events that occurred in 1989 and 2001.

  14. The Eddy Experiment: accurate GNSS-R ocean altimetry from low altitude aircraft

    CERN Document Server

    Ruffini, G; Caparrini, M; Germain, O; Martin-Neira, M

    2004-01-01

    During the Eddy Experiment, two synchronous GPS receivers were flown at 1 km altitude to collect L1 signals and their reflections from the sea surface for assessment of altimetric precision and accuracy. Wind speed (U10) was around 10 m/s, and SWH up to 2 m. A geophysical parametric waveform model was used for retracking and estimation of the lapse between the direct and reflected signals with a 1-second precision of 3 m. The lapse was used to estimate the SSH along the track using a differential model. The RMS error of the 20 km averaged GNSS-R absolute altimetric solution with respect to Jason-1 SSH and a GPS buoy measurement was of 10 cm, with a 2 cm mean difference. Multipath and retracking parameter sensitivity due to the low altitude are suspected to have degraded accuracy. This result provides an important milestone on the road to a GNSS-R mesoscale altimetry space mission.

  15. Reference energy-altitude descent guidance: Simulator evaluation. [aircraft descent and fuel conservation

    Science.gov (United States)

    Abbot, K. H.; Knox, C. E.

    1985-01-01

    Descent guidance was developed to provide a pilot with information to ake a fuel-conservative descent and cross a designated geographical waypoint at a preselected altitude and airspeed. The guidance was designed to reduce fuel usage during the descent and reduce the mental work load associated with planning a fuel-conservative descent. A piloted simulation was conducted to evaluate the operational use of this guidance concept. The results of the simulation tests show that the use of the guidance reduced fuel consumption and mental work load during the descent. Use of the guidance also decreased the airspeed error, but had no effect on the altitude error when the designated waypoint was crossed. Physical work load increased with the use of the guidance, but remained well within acceptable levels. The pilots found the guidance easy to use as presented and reported that it would be useful in an operational environment.

  16. Climate impact of supersonic air traffic: an approach to optimize a potential future supersonic fleet - results from the EU-project SCENIC

    Science.gov (United States)

    Grewe, V.; Stenke, A.; Ponater, M.; Sausen, R.; Pitari, G.; Iachetti, D.; Rogers, H.; Dessens, O.; Pyle, J.; Isaksen, I. S. A.; Gulstad, L.; Søvde, O. A.; Marizy, C.; Pascuillo, E.

    2007-10-01

    The demand for intercontinental transportation is increasing and people are requesting short travel times, which supersonic air transportation would enable. However, besides noise and sonic boom issues, which we are not referring to in this investigation, emissions from supersonic aircraft are known to alter the atmospheric composition, in particular the ozone layer, and hence affect climate significantly more than subsonic aircraft. Here, we suggest a metric to quantitatively assess different options for supersonic transport with regard to the potential destruction of the ozone layer and climate impacts. Options for fleet size, engine technology (nitrogen oxide emission level), cruising speed, range, and cruising altitude, are analyzed, based on SCENIC emission scenarios for 2050, which underlay the requirements to be as realistic as possible in terms of e.g., economic markets and profitable market penetration. This methodology is based on a number of atmosphere-chemistry and climate models to reduce model dependencies. The model results differ significantly in terms of the response to a replacement of subsonic aircraft by supersonic aircraft, e.g., concerning the ozone impact. However, model differences are smaller when comparing the different options for a supersonic fleet. Those uncertainties were taken into account to make sure that our findings are robust. The base case scenario, where supersonic aircraft get in service in 2015, a first fleet fully operational in 2025 and a second in 2050, leads in our simulations to a near surface temperature increase in 2050 of around 7 mK and with constant emissions afterwards to around 21 mK in 2100. The related total radiative forcing amounts to 22 mWm2 in 2050, with an uncertainty between 9 and 29 mWm2. A reduced supersonic cruise altitude or speed (from Mach 2 to Mach 1.6) reduces both, climate impact and ozone destruction, by around 40%. An increase in the range of the supersonic aircraft leads to more emissions at

  17. Unmanned Aircraft Systems Traffic Management (UTM) Safely Enabling UAS Operations in Low-Altitude Airspace

    Science.gov (United States)

    Kopardekar, Parimal H.

    2017-01-01

    Conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line of sight UAS operations in the low-altitude airspace. Use build-a-little-test-a-little strategy remote areas to urban areas Low density: No traffic management required but understanding of airspace constraints. Cooperative traffic management: Understanding of airspace constraints and other operations. Manned and unmanned traffic management: Scalable and heterogeneous operations. UTM construct consistent with FAAs risk-based strategy. UTM research platform is used for simulations and tests. UTM offers path towards scalability

  18. The GNSS-R Eddy Experiment I: Altimetry from Low Altitude Aircraft

    CERN Document Server

    Ruffini, G; Caparrini, M; Germain, O; Martin-Neira, M

    2003-01-01

    We report results from the Eddy Experiment, where a synchronous GPS receiver pair was flown on an aircraft to collect sampled L1 signals and their reflections from the sea surface to investigate the altimetric accuracy of GNSS-R. During the experiment, surface wind speed (U10) was of the order of 10 m/s, and significant wave heights of up to 2 m, as discussed further in a companion paper. After software tracking of the two signals through despreading of the GPS codes, a parametric waveform model containing the description of the sea surface conditions has been used to fit the waveforms (retracking) and estimate the temporal lapse between the direct GPS signals and their reflections. The estimated lapses have then been used to estimate the sea surface height (SSH) along the aircraft track using a differential geometric model. As expected, the precision of GNSS-R ranges was of 3 m after 1 second integration. More importantly, the accuracy of the GNSS-R altimetric solution with respect to Jason-1 SSH and in situ...

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

    Science.gov (United States)

    Capone, Francis J.; Bare, E. Ann

    1987-01-01

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

  20. The Design and Use of a Temperature-Compensated Hot-Film Anemometer System for Boundary-Layer Flow Transition Detection on Supersonic Aircraft

    Science.gov (United States)

    Chiles, Harry R.

    1988-01-01

    An airborne temperature-compensated hot-film anemometer system has been designed, fabricated, and used to obtain in-flight airfoil boundary-layer flow transition data by the NASA Ames-Dryden Flight Research Facility. Salient features of the anemometer include near constant sensitivity over the full flight envelope, installation without coaxial wiring, low-noise outputs, and self-contained signal conditioning with dynamic and steady-state outputs. The small size, low-power dissipation, and modular design make the anemometer suitable for use in modern high-performance research aircraft. Design of the temperature-compensated hot-film anemometer and its use for flow transition detection on a laminar flow flight research project are described. Also presented are data gathered in flight which is representative of the temperature-compensated hot-film anemometer operation at subsonic, transonic, and supersonic flight conditions.

  1. An empirical approach to the measurement of the cosmic radiation field at jet aircraft altitudes

    CERN Document Server

    Green, A R; Lewis, B J; Kitching, F; McCall, M J; Desormeaux, M; Butler, A A

    2005-01-01

    Researchers at the Royal Military College of Canada have accumulated extensive dose measurements performed at jet altitudes on over 160 flights and with a wide variety of detectors including a tissue equivalent proportional counter (TEPC), a smart wide energy neutron detection instrument (SWENDI), bubble detectors, thermoluminescent detectors (TLD) and an ion chamber. The summation of the individual low and high LET results from the latter equipment compared successfully to those from the TEPC on each flight. The data from these numerous worldwide flights have been encapsulated into a program that calculates the radiation dose for any flight in the world at any period in the solar cycle. This experimentally based program, Predictive Code for AIRcrew Exposure (PCAIRE) has been designed to be used by the airline industry to meet national dosimetry requirements. In Canada, for example, such a code can be used, supported by periodic measurements. With this latter requirement in mind and a desire to decrease equip...

  2. An Aileron Flutter Experiment and Analysis Using Semi-Span Model for the Small Supersonic Experimental Aircraft

    Science.gov (United States)

    Saitoh, Kenichi; Tamayama, Masato; Kikuchi, Takao; Machida, Shigeru; Nakamichi, Jiro

    This paper reports a wind-tunnel experiment and analysis that have been conducted under the National Experimental Airplane for Supersonic Transports (NEXST-1) project of JAXA. In order to perform the flight experiment, the design of the vehicle was examined from the stand point of aeroelasticity. The aileron buzz as well as flutter was of much concern for its aileron system on the main wing. Therefore, both wind-tunnel test and analysis were carried out by using a semi-span model with fuselage. Although the buzz was not observed in the test, damping responses of the aileron rotation mode were obtained. Critical damping was observed in supersonic flow, that meant a buzz could occur in ``region C'' of Lambourne's classification. Linear unsteady aerodynamic analysis is applicable to this type of buzz and the characteristics of the buzz of the model is discussed.

  3. Vertical Cloud Climatology During TC4 Derived from High-Altitude Aircraft Merged Lidar and Radar Profiles

    Science.gov (United States)

    Hlavka, Dennis; Tian, Lin; Hart, William; Li, Lihua; McGill, Matthew; Heymsfield, Gerald

    2009-01-01

    Aircraft lidar works by shooting laser pulses toward the earth and recording the return time and intensity of any of the light returning to the aircraft after scattering off atmospheric particles and/or the Earth s surface. The scattered light signatures can be analyzed to tell the exact location of cloud and aerosol layers and, with the aid of a few optical assumptions, can be analyzed to retrieve estimates of optical properties such as atmospheric transparency. Radar works in a similar fashion except it sends pulses toward earth at a much larger wavelength than lidar. Radar records the return time and intensity of cloud or rain reflection returning to the aircraft. Lidar can measure scatter from optically thin cirrus and aerosol layers whose particles are too small for the radar to detect. Radar can provide reflection profiles through thick cloud layers of larger particles that lidar cannot penetrate. Only after merging the two instrument products can accurate measurements of the locations of all layers in the full atmospheric column be achieved. Accurate knowledge of the vertical distribution of clouds is important information for understanding the Earth/atmosphere radiative balance and for improving weather/climate forecast models. This paper describes one such merged data set developed from the Tropical Composition, Cloud and Climate Coupling (TC4) experiment based in Costa Rica in July-August 2007 using the nadir viewing Cloud Physics Lidar (CPL) and the Cloud Radar System (CRS) on board the NASA ER-2 aircraft. Statistics were developed concerning cloud probability through the atmospheric column and frequency of the number of cloud layers. These statistics were calculated for the full study area, four sub-regions, and over land compared to over ocean across all available flights. The results are valid for the TC4 experiment only, as preferred cloud patterns took priority during mission planning. The TC4 Study Area was a very cloudy region, with cloudy

  4. High Altitude Long Endurance (HALE) Unmanned Aircraft System (UAS): Pilot Knowledge, Skills and Abilities

    Science.gov (United States)

    2005-01-01

    This report summarizes the initial work accomplished by the ACCESS 5 Human System Integration (HSI) team to identify Unmanned Aircraft System (UAS) Pilot Knowledge, Skill and Ability (KSA), Training and Medical requirements. To derive this information the following tasks were accomplished: a) Mission and Function analyses were performed; b) Applicable FARs and FAA Advisory Circulars (ACs) were reviewed; c) Meetings were conducted with NASA and FAA Human Factors personnel; d) Surveys were completed by ACCESS 5 HSI Working group UA Pilots; e) Coordination meetings were conducted with the ACCESS 5 Policy IPT. The results of these efforts were used to develop a summary of the current qualifications. for an individual to function as a Pilot In Command (PIC) for UAs currently flown by UNITE companies, to develop preliminary Pilot KSAs for each phase of flight, and to delineate preliminary Pilot Training and Medical requirements. These results are to be provided to the Policy IPT to support their development of recommendations for UA Pilot Rating Criteria, training and medical qualifications. It is expected that the initially an instrument rated pilot will be required to serve as the PIC. However, as operational experience is gained, and automation is applied to accomplish various system functions, it is expected that pilot rating criteria could be lessened.

  5. Stratospheric aircraft: Impact on the stratosphere

    Energy Technology Data Exchange (ETDEWEB)

    Johnston, H.

    1992-02-01

    The steady-state distribution of natural stratospheric ozone is primarily maintained through production by ultraviolet photolysis of molecular oxygen, destruction by a catalytic cycle involving nitrogen oxides (NO{sub x}), and relocation by air motions within the stratosphere. Nitrogen oxides from the exhausts of a commercially viable fleet of supersonic transports would exceed the natural source of stratospheric nitrogen oxides if the t should be equipped with 1990 technology jet engines. This model-free comparison between a vital natural global ingredient and a proposed new industrial product shows that building a large fleet of passenger stratospheric aircraft poses a significant global problem. NASA and aircraft industries have recognized this problem and are studying the redesign of jet aircraft engines in order to reduce the nitrogen oxides emissions. In 1989 atmospheric models identified two other paths by which the ozone destroying effects of stratospheric aircraft might be reduced or eliminated: (1) Use relatively low supersonic Mach numbers and flight altitudes. For a given rate of nitrogen oxides injection into the stratosphere, the calculated reduction of total ozone is a strong function of altitude, and flight altitudes well below 20 kilometers give relatively low calculated ozone reductions. (2) Include heterogeneous chemistry in the two-dimensional model calculations. Necessary conditions for answering the question on the title above are to improve the quality of our understanding of the lower stratosphere and to broaden our knowledge of hetergeneous stratospheric chemistry. This article reviews recently proposed new mechanisms for heterogeneous reactions on the global stratospheric sulfate aerosols.

  6. Stratospheric aircraft: Impact on the stratosphere?

    Energy Technology Data Exchange (ETDEWEB)

    Johnston, H.

    1992-02-01

    The steady-state distribution of natural stratospheric ozone is primarily maintained through production by ultraviolet photolysis of molecular oxygen, destruction by a catalytic cycle involving nitrogen oxides (NO{sub x}), and relocation by air motions within the stratosphere. Nitrogen oxides from the exhausts of a commercially viable fleet of supersonic transports would exceed the natural source of stratospheric nitrogen oxides if the t should be equipped with 1990 technology jet engines. This model-free comparison between a vital natural global ingredient and a proposed new industrial product shows that building a large fleet of passenger stratospheric aircraft poses a significant global problem. NASA and aircraft industries have recognized this problem and are studying the redesign of jet aircraft engines in order to reduce the nitrogen oxides emissions. In 1989 atmospheric models identified two other paths by which the ozone destroying effects of stratospheric aircraft might be reduced or eliminated: (1) Use relatively low supersonic Mach numbers and flight altitudes. For a given rate of nitrogen oxides injection into the stratosphere, the calculated reduction of total ozone is a strong function of altitude, and flight altitudes well below 20 kilometers give relatively low calculated ozone reductions. (2) Include heterogeneous chemistry in the two-dimensional model calculations. Necessary conditions for answering the question on the title above are to improve the quality of our understanding of the lower stratosphere and to broaden our knowledge of hetergeneous stratospheric chemistry. This article reviews recently proposed new mechanisms for heterogeneous reactions on the global stratospheric sulfate aerosols.

  7. Ecological Risk Assessment Framework for Low-Altitude Overflights by Fixed-Wing and Rotary-Wing Military Aircraft

    Energy Technology Data Exchange (ETDEWEB)

    Efroymson, R.A.

    2001-01-12

    This is a companion report to the risk assessment framework proposed by Suter et al. (1998): ''A Framework for Assessment of Risks of Military Training and Testing to Natural Resources,'' hereafter referred to as the ''generic framework.'' The generic framework is an ecological risk assessment methodology for use in environmental assessments on Department of Defense (DoD) installations. In the generic framework, the ecological risk assessment framework of the US Environmental Protection Agency (EPA 1998) is modified for use in the context of (1) multiple and diverse stressors and activities at a military installation and (2) risks resulting from causal chains, e.g., effects on habitat that indirectly impact wildlife. Both modifications are important if the EPA framework is to be used on military installations. In order for the generic risk assessment framework to be useful to DoD environmental staff and contractors, the framework must be applied to specific training and testing activities. Three activity-specific ecological risk assessment frameworks have been written (1) to aid environmental staff in conducting risk assessments that involve these activities and (2) to guide staff in the development of analogous frameworks for other DoD activities. The three activities are: (1) low-altitude overflights by fixed-wing and rotary-wing aircraft (this volume), (2) firing at targets on land, and (3) ocean explosions. The activities were selected as priority training and testing activities by the advisory committee for this project.

  8. Design and simulation of solar powered aircraft for year-round operation at high altitude; Auslegung und Simulation von hochfliegenden, dauerhaft stationierbaren Solardrohnen

    Energy Technology Data Exchange (ETDEWEB)

    Keidel, B.

    2000-05-18

    An unmanned solar powered aircraft configuration called SOLITAIR has been designed. This aircraft is intended to be used as an high altitude long endurance (HALE) sensor platform for year-round operation at intermediate latitudes up to about {+-}55 . For the design studies leading to this aircraft configuration, a software package has been developed which enables an effective design and a proper simulation of the entire solar aircraft system for various flight missions. The performance analysis and the mission simulation showed, that a configuration with large additional solar panels, that can be tilted in order to follow the sun angle during daytime operation appears to be superior to aircraft configurations with wing-mounted solar cells for the desired operational area. In order to examine the basic flight characteristics of the SOLITAIR configuration a remote controlled demonstration model has been built and test flown. [German] In der vorliegenden Arbeit wurden Moeglichkeiten geschaffen, um Gesamtsystemkonfigura-tionen unbemannter hochfliegender Solarflugzeuge fuer unterschiedliche Anwendungsfaelle auszulegen und die Flugleistungen sowie die Missionsfaehigkeit dieser Konfigurationen aufzuzeigen. Mit den geschaffenen und verifizierten Entwicklungswerkzeugen wurde eine Solarflugzeugkonfiguration entworfen und mittels eines Demonstrationsmodells erprobt. Mit dieser Konfiguration kann eine dauerhafte Stationierbarkeit von ca. 55 suedlicher bis 55 noerdlicher Breite erreicht werden. Dies stellt eine bedeutende Erweiterung des bisher fuer moeglich gehaltenen Nutzungsbereiches solcher Flugzeuge dar.

  9. Analysis of nonequilibrium chemical processes in the plume of subsonic and supersonic aircraft with hydrogen and hydrocarbon combustion engine

    Energy Technology Data Exchange (ETDEWEB)

    Starik, A.M.; Lebedev, A.B.; Titova, N.S. [Central Inst. of Aviation Motors, Moscow (Russian Federation)

    1997-12-31

    On the basic of quasi one dimensional mixing model the numerical analysis of nonequilibrium chemical processes in the plume of subsonic and hypersonic aircraft is presented. It was found that species HNO, HNO{sub 3}, HNO{sub 4}, N{sub 2}O{sub 5}, ClO{sub 2}, CH{sub 3}NO{sub 2} could be formed as a result of nonequilibrium processes in the plume and their concentrations can essentially exceed both background values in free stream of atmosphere and their values at the nozzle exit plane. (author) 10 refs.

  10. Aircraft Attitude Control by Fuzzy Control

    Science.gov (United States)

    Kato, Akio; Matsuba, Takashi

    The fuzzy control law to improve dutch roll characteristics of aircraft was designed and its control performance was evaluated. First, the control law was designed for a small-high speed aircraft at low altitude and low-speed flight conditions. The control law was then applied to flight conditions from minimum speed to supersonic speed and from sea level to high altitude. The control performance for these conditions was evaluated. Furthermore, this control law was adapted to a large transport aircraft with no parameter changes. The evaluation showed good control performance to improve the dutch roll characteristics under all flight conditions for both small high-speed aircraft and large transport aircraft without the parameter changes. This means that the fuzzy control proved to provide effective flexible application to aircraft stability augmentation. If an aircraft in actual flight is in strong air turbulence, inputs to the fuzzy controller may exceed the limit of its effective range. To cope with this problem, the countermeasures were introduced, their methods tested, and their effectiveness proved.

  11. Structural modeling and optimization of a joined-wing configuration of a High-Altitude Long-Endurance (HALE) aircraft

    Science.gov (United States)

    Kaloyanova, Valentina B.

    Recent research trends have indicated an interest in High-Altitude, Long-Endurance (HALE) aircraft as a low-cost alternative to certain space missions, such as telecommunication relay, environmental sensing and military reconnaissance. HALE missions require a light vehicle flying at low speed in the stratosphere at altitudes of 60,000-80,000 ft, with a continuous loiter time of up to several days. To provide high lift and low drag at these high altitudes, where the air density is low, the wing area should be increased, i.e., high-aspect-ratio wings are necessary. Due to its large span and lightweight, the wing structure is very flexible. To reduce the structural deformation, and increase the total lift in a long-spanned wing, a sensorcraft model with a joined-wing configuration, proposed by AFRL, is employed. The joined-wing encompasses a forward wing, which is swept back with a positive dihedral angle, and connected with an aft wing, which is swept forward. The joined-wing design combines structural strength, high aerodynamic performance and efficiency. As a first step to study the joined-wing structural behavior an 1-D approximation model is developed. The 1-D approximation is a simple structural model created using ANSYS BEAM4 elements to present a possible approach for the aerodynamics-structure coupling. The pressure loads from the aerodynamic analysis are integrated numerically to obtain the resultant aerodynamic forces and moments (spanwise lift and pitching moment distributions, acting at the aerodynamic center). These are applied on the 1-D structural model. A linear static analysis is performed under this equivalent load, and the deformed shape of the 1-D model is used to obtain the deformed shape of the actual 3-D joined wing, i.e. deformed aerodynamic surface grid. To date in the existing studies, only simplified structural models have been examined. In the present work, in addition to the simple 1-D beam model, a semi-monocoque structural model is

  12. Decoupling Method for Transient Thermal Status of Low Supersonic Aircrafts%低超声速飞行器瞬态热状况解耦算法

    Institute of Scientific and Technical Information of China (English)

    李振环; 孙海锋; 夏新林; 李洋

    2016-01-01

    Considering complexity of coupled fluid⁃solid calculation of low supersonic aircraft under unsteady flight condition, real time aerodynamic heat by outer fluid field is converted into floated third type boundary conditions for decoupled calculation. Take three⁃dimensional head cone experiencing accelerating diving as example, floated temperature and radiation equilibrium methods are adopted to extract surface heat transfer coefficients for decoupling calculation. Results are compared with coupled results to validate reliability of decoupling methods. It shows that with dispersed state points representing unsteady process, temperature distributions of cone surface at different state points by decoupling methods agree well with coupling ones. Calculating efficiency of decoupling methods is superior to coupling ones. Maximum relative errors of decoupling methods are both within 2%, even as external aerodynamic environment changes dramatically.%针对低超声速飞行器非稳态飞行条件下内外流固耦合一体化计算的复杂性,将飞行器外部流场的实时气动热转化为浮动的第三类边界条件进行解耦。以加速俯冲的超声速三维头锥体为例,分别采用浮动温差法和辐射平衡法提取表面对流换热系数进行解耦计算,并与直接耦合计算结果进行比较,验证两种解耦算法的可靠性。结果表明,将非稳态飞行过程离散为不同飞行状态点,通过提取对流换热系数解耦计算得到的不同状态点的锥体表面温度分布与直接耦合计算得到的结果吻合较好。两种解耦算法在计算效率方面均要优于耦合计算方法;在外界气动环境发生剧烈变化的过程中,最大相对误差均不超过2%。

  13. Aircraft measurements of ozone, NOx, CO, and aerosol concentrations in biomass burning smoke over Indonesia and Australia in October 1997: Depleted ozone layer at low altitude over Indonesia

    Science.gov (United States)

    Tsutsumi, Yukitomo; Sawa, Yousuke; Makino, Yukio; Jensen, Jørgen B.; Gras, John L.; Ryan, Brian F.; Diharto, Sri; Harjanto, Hery

    The 1997 El Niño unfolded as one of the most sever El Niño Southern Oscillation (ENSO) events in this century and it coincided with massive biomass burning in the equatorial western Pacific region. To assess the influence on the atmosphere, aircraft observations of trace gases and aerosol were conducted over Kalimantan in Indonesia and Australia. Over Kalimantan in Indonesia, high concentrations of O3, NOx, CO, and aerosols were observed during the flight. Although the aerosol and NOx decreased with altitude, the O3 had the maximum concentration (80.5 ppbv) in the middle layer of the smoke haze and recorded very low concentrations (˜20 ppbv) in the lower smoke layer. This feature was not observed in the Australian smoke. We proposed several hypotheses for the low O3 concentration at low levels over Kalimantan. The most likely are lack of solar radiation and losses at the surface of aerosol particles.

  14. Unmanned Aircraft System (UAS) Traffic Management (UTM): Enabling Civilian Low-Altitude Airspace and Unmanned Aerial System Operations

    Science.gov (United States)

    Kopardekar, Parimal Hemchandra

    2016-01-01

    Just a year ago we laid out the UTM challenges and NASA's proposed solutions. During the past year NASA's goal continues to be to conduct research, development and testing to identify airspace operations requirements to enable large-scale visual and beyond visual line-of-sight UAS operations in the low-altitude airspace. Significant progress has been made, and NASA is continuing to move forward.

  15. Theoretical and experimental studies of rectangular duct heat exchangers to be used in a high-altitude subsonic aircraft

    Science.gov (United States)

    Mathias, James Allen

    A unique need exists for heat exchangers that operate efficiently at an altitude of 85,000 feet. The application involves transferring heat to the low pressure ambient air at a low velocity that is in the laminar flow regime. Because it is desired that low pressure ambient air experience a small decrease in pressure, heat exchangers were examined with relatively short flowlengths and the boundary layers of the ambient air may be developing for a significant portion of the flowlength. These unique requirements of heat exchangers prompted an experimental study of compact heat exchangers made with relatively short rectangular fins that formed rectangular ducts. Compact heat exchangers made with rectangular fins were experimentally tested to determine the pressure drop of the air across the heat exchanger and the heat transfer to the air; the experiments were performed with air at Reynolds numbers between 100 and 1000. By placing the experimental apparatus in a chamber that was partially evacuated, experiments were also performed with air at a Reynolds number of approximately 250 at simulated elevated altitudes up to 83,000 feet. The results of the experiments performed at sea level and elevated altitudes compared very well. The results of the experiments that measured the pressure drop of the air determined the additional pressure drop caused by the developing boundary layers. An equation obtained from the data of the pressure drop measurements predicted the entrance length of the developing boundary layers. The Nusselt number of the air was calculated from the data of the heat transfer experiments. The Nusselt number significantly increased of the experiments performed with the boundary layers of the air developing for a significant portion of the rectangular duct. An equation was obtained that predicted the Nusselt number for compact heat exchangers with short flowlengths and with air at low Reynolds numbers. The equation that predicted the Nusselt number and the

  16. The Edge supersonic transport

    Science.gov (United States)

    Agosta, Roxana; Bilbija, Dushan; Deutsch, Marc; Gallant, David; Rose, Don; Shreve, Gene; Smario, David; Suffredini, Brian

    1992-01-01

    As intercontinental business and tourism volumes continue their rapid expansion, the need to reduce travel times becomes increasingly acute. The Edge Supersonic Transport Aircraft is designed to meet this demand by the year 2015. With a maximum range of 5750 nm, a payload of 294 passengers and a cruising speed of M = 2.4, The Edge will cut current international flight durations in half, while maintaining competitive first class, business class, and economy class comfort levels. Moreover, this transport will render a minimal impact upon the environment, and will meet all Federal Aviation Administration Part 36, Stage III noise requirements. The cornerstone of The Edge's superior flight performance is its aerodynamically efficient, dual-configuration design incorporating variable-geometry wingtips. This arrangement combines the benefits of a high aspect ratio wing at takeoff and low cruising speeds with the high performance of an arrow-wing in supersonic cruise. And while the structural weight concerns relating to swinging wingtips are substantial, The Edge looks to ever-advancing material technologies to further increase its viability. Heeding well the lessons of the past, The Edge design holds economic feasibility as its primary focus. Therefore, in addition to its inherently superior aerodynamic performance, The Edge uses a lightweight, largely windowless configuration, relying on a synthetic vision system for outside viewing by both pilot and passengers. Additionally, a fly-by-light flight control system is incorporated to address aircraft supersonic cruise instability. The Edge will be produced at an estimated volume of 400 aircraft and will be offered to airlines in 2015 at $167 million per transport (1992 dollars).

  17. Laser aircraft. [using kerosene

    Science.gov (United States)

    Hertzberg, A.; Sun, K.; Jones, W. S.

    1979-01-01

    The concept of a laser-powered aircraft is discussed. Laser flight would be completely compatible with existing airports and air-traffic control, with the airplane using kerosene only power, up to a cruising altitude of 9 km where the laser satellite would lock on and beam laser energy to it. Two major components make up the laser turbofan, a heat exchanger for converting laser radiation into thermal energy, and conventional turbomachinery. The laser power satellite would put out 42 Mw using a solar-powered thermal engine to generate electrical power for the closed-cycle supersonic electric discharge CO laser, whose radiators, heat exchangers, supersonic diffuser, and ducting will amount to 85% of the total subsystem mass. Relay satellites will be used to intercept the beam from the laser satellite, correct outgoing beam aberrations, and direct the beam to the next target. A 300-airplane fleet with transcontinental range is projected to save enough kerosene to equal the energy content of the entire system, including power and relay satellites, in one year.

  18. A study of high-altitude manned research aircraft employing strut-braced wings of high-aspect-ratio

    Science.gov (United States)

    Smith, P. M.; Deyoung, J.; Lovell, W. A.; Price, J. E.; Washburn, G. F.

    1981-01-01

    The effect of increased wing aspect ratio of subsonic aircraft on configurations with and without strut bracing. Results indicate that an optimum cantilever configuration, with a wing aspect ratio of approximately 26, has a 19% improvement in cruise range when compared to a baseline concept with a wing aspect ratio of approximately 10. An optimum strut braced configuration, with a wing aspect ratio of approximately 28, has a 31% improvment in cruise range when compared to the same baseline concept. This improvement is mainly due to the estimated reduction in wing weight resulting from use of lifting struts. All configurations assume the same mission payload and fuel. The drag characteristics of the wings are enhanced with the use of laminar flow airfoils. A method for determining the extent of attainable natural laminar flow, and methods for preliminary structural design and for aerodynamic analysis of wings lifting struts are presented.

  19. Stratospheric Horizontal Wavenumber Spectra of Winds, Potential Temperature, and Atmospheric Tracers Observed by High-Altitude Aircraft

    Science.gov (United States)

    Bacmeister, Julio T.; Eckermann, Stephen D.; Newman, Paul A.; Lait, Leslie; Chan, K. R.; Loewenstein, Max; Proffitt, Michael H.; Gary, Bruce L.

    1996-01-01

    Horizontal wavenumber power spectra of vertical and horizontal wind velocities, potential temperatures, and ozone and N(2)O mixing ratios, as measured in the mid-stratosphere during 73 ER-2 flights (altitude approx. 20km) are presented. The velocity and potential temperature spectra in the 100 to 1-km wavelength range deviate significantly from the uniform -5/3 power law expected for the inverse energy-cascade regime of two-dimensional turbulence and also for inertial-range, three-dimensional turbulence. Instead, steeper spectra approximately consistent with a -3 power law are observed at horizontal scales smaller than 3 km for all velocity components as well as potential temperature. Shallower spectra are observed at scales longer than 6 km. For horizontal velocity and potential temperature the spectral indices at longer scales are between -1.5 and -2.0. For vertical velocity the spectrum at longer scales become flat. It is argued that the observed velocity and potential temperature spectra are consistent with gravity waves. At smaller scales, the shapes are also superficially consistent with a Lumley-Shur-Weinstock buoyant subrange of turbulence and/or nonlinear gravity waves. Contemporaneous spectra of ozone and N(sub 2)O mixing ratio in the 100 to 1-km wavelength range do conform to an approximately uniform -5/3 power law. It is argued that this may reflect interactions between gravity wave air-parcel displacements and laminar or filamentary structures in the trace gas mixing ratio field produced by enstropy-cascading two-dimensional turbulence.

  20. Capillary flow in porous media under highly reduced gravity investigated through high altitude parabolic aircraft flights and NASA space shuttle flight

    Energy Technology Data Exchange (ETDEWEB)

    Schramm, L.L. [Saskatchewan Research Council, Saskatoon, SK (Canada); Wassmuth, F. [Alberta Research Council, Edmonton, AB (Canada); Stasiuk, E.N. [Calgary Univ., AB (Canada); Hart, D. [Centre for Cold Ocean Resources Engineering, St. John' s, NF (Canada); Legros, J.C. [Brussels Univ., Brussels (Belgium); Smirnov, N.N. [Moscow State Univ., Moscow (Russian Federation)

    2003-07-01

    Several enhanced oil recovery methods are being developed to economically recover waterflooded residual oil. The challenge is comparable to understanding the mechanisms involved when liquid contaminants in soil are filtered and mixed with groundwater and then transported by convective flows. Multiphase flow and trapping of fluids in porous media are greatly affected by wettability and capillary forces. However, fluid flow in porous media is also strongly governed by gravity effects. In this study, a series of high altitude aircraft parabolic flights were conducted in which capillary flow experiments were performed in porous media using different fluids. Three capillary flow experiments were conducted on a shuttle flight where gravity was not a factor. This paper presents a newly developed finite-difference numerical model for two-dimensional homogeneous fluid flow in a porous medium confined by a horizontal bottom, two vertical boundaries and a free surface. The model describes movement of fluid flow in response to applied pressure gradients. It also considers capillary flow caused by surface tension. The simulator can be used to predict the effect of changing properties such as gravitational acceleration, permeability, pore radii, surface tension, liquid viscosity and wettability. The study showed that interfacial phenomena in highly reduced gravity conditions can be applied to problems associated with fluid handling in various types of space vehicles. 12 refs., 12 figs.

  1. Supersonic compressor

    Science.gov (United States)

    Roberts, II, William Byron; Lawlor, Shawn P.; Breidenthal, Robert E.

    2016-04-12

    A supersonic compressor including a rotor to deliver a gas at supersonic conditions to a diffuser. The diffuser includes a plurality of aerodynamic ducts that have converging and diverging portions, for deceleration of gas to subsonic conditions and then for expansion of subsonic gas, to change kinetic energy of the gas to static pressure. The aerodynamic ducts include vortex generating structures for controlling boundary layer, and structures for changing the effective contraction ratio to enable starting even when the aerodynamic ducts are designed for high pressure ratios, and structures for boundary layer control. In an embodiment, aerodynamic ducts are provided having an aspect ratio of in excess of two to one, when viewed in cross-section orthogonal to flow direction at an entrance to the aerodynamic duct.

  2. The Study of Delta Wing Structure Plan of A Supersonic Aircraft%一种超音速飞机三角机翼结构方案研究

    Institute of Scientific and Technical Information of China (English)

    刘健; 杨华保; 王建; 尚琳

    2011-01-01

    针对某超音速飞机的三角翼,设计了带平行翼梁的梁式三角翼结构和带内撑梁的梁式三角翼结构两种方案;分析了三角翼两种结构方案的受力特点,并采用有限元方法对比分析了两种结构方案的强度和刚度特点.通过分析和比较得出了带平行翼梁的梁式三角翼结构受力特性更好,更适合于能够布置中央翼的三角翼飞机.%Two types of wing structure plan were designed for a supersonic aircraft, which were the delta wing structure containing parallel beams and the delta wing structure with support beams. The two types of wing structure's mechanics characteristics were analyzed, and their stiffness and strength were compared with FEA. Through analysis and compare of the two types of wing structure, the delta wing structure containing parallel beams is better than the other and is more suitable for the aircraft with delta wing which can be arranged the central wing.

  3. High Altitude Supersonic Target (HAST), Phase 2

    Science.gov (United States)

    1974-08-01

    prelaunch load is less for the payload configuration due to a reduction in TM syjtcm readout This load exists from safety pin pull until launch...the safe position with a two-position safety pin . The rotor is also secured internally with a solenoid operated pin. In this locked position, the... safety pin is pulled out, the rotor is unlocked and is allowed to rotate 13°, where the solenoid pin holds it. At this point the solenoid circuit is

  4. Supersonic Jet Noise: Main Sources and Reduction Methodologies

    Directory of Open Access Journals (Sweden)

    Mohammadreza Azimi

    2014-07-01

    Full Text Available The large velocity ratio and the presence of Shocks in the exhaust plume from low bypass engines or supersonic jetliners cause jet noise to be dominant component of overall aircraft noise, and therefore is an important issue in design of the next generation of civil supersonic transport. Jet noise reduction technology also has application in the design of highperformance tactical aircraft. Jet noise is of particular concern on aircraft carriers where it is necessary for deck crew to be in relatively close proximity to the aircraft at takeoff and landing. In this paper, a brief discussion about supersonic jet noise sources and a review of the main passive technologies employed for the reduction of supersonic jet noise are presented.

  5. High Altitude Long Endurance Remotely Operated Aircraft - National Airspace System Integration - Simulation IPT: Detailed Airspace Operations Simulation Plan. Version 1.0

    Science.gov (United States)

    2004-01-01

    The primary goal of Access 5 is to allow safe, reliable and routine operations of High Altitude-Long Endurance Remotely Operated Aircraft (HALE ROAs) within the National Airspace System (NAS). Step 1 of Access 5 addresses the policies, procedures, technologies and implementation issues of introducing such operations into the NAS above pressure altitude 40,000 ft (Flight Level 400 or FL400). Routine HALE ROA activity within the NAS represents a potentially significant change to the tasks and concerns of NAS users, service providers and other stakeholders. Due to the complexity of the NAS, and the importance of maintaining current high levels of safety in the NAS, any significant changes must be thoroughly evaluated prior to implementation. The Access 5 community has been tasked with performing this detailed evaluation of routine HALE-ROA activities in the NAS, and providing to key NAS stakeholders a set of recommended policies and procedures to achieve this goal. Extensive simulation, in concert with a directed flight demonstration program are intended to provide the required supporting evidence that these recommendations are based on sound methods and offer a clear roadmap to achieving safe, reliable and routine HALE ROA operations in the NAS. Through coordination with NAS service providers and policy makers, and with significant input from HALE-ROA manufacturers, operators and pilots, this document presents the detailed simulation plan for Step 1 of Access 5. A brief background of the Access 5 project will be presented with focus on Steps 1 and 2, concerning HALE-ROA operations above FL400 and FL180 respectively. An overview of project management structure follows with particular emphasis on the role of the Simulation IPT and its relationships to other project entities. This discussion will include a description of work packages assigned to the Simulation IPT, and present the specific goals to be achieved for each simulation work package, along with the associated

  6. Microphysical properties and high ice water content in continental and oceanic Mescoscale Convective Systems and potential implications for commercial aircraft at flight altitude

    Science.gov (United States)

    Gayet, J.-F.; Shcherbakov, V.; Bugliaro, L.; Protat, A.; Delanoë, J.; Pelon, J.; Garnier, A.

    2013-08-01

    Two complementary case studies are conducted to analyse convective system properties in the region where strong cloud-top lidar backscatter anomalies are observed as reported by Platt et al. (2011). These anomalies were reported for the first time using in-situ microphysical measurements in an isolated continental convective cloud over Germany during the CIRCLE2 experiment (Gayet et al., 2012). In this case, quasi collocated in situ observations with CALIPSO, CloudSat and Meteosat-9/SEVIRI observations confirm that regions of backscatter anomalies represent the most active and dense convective cloud parts with likely the strongest core updrafts and unusual high values of the particle concentration, extinction and ice water content (IWC), with the occurrence of small ice crystal sizes. Similar spaceborne observations are then analyzed in a maritime mesoscale cloud system (MCS) on 20 June 2008 located off the Brazil coast between 0° and 3° N latitude. Near cloud-top backscatter anomalies are evidenced in a region which corresponds to the coldest temperatures with maximum cloud top altitudes derived from collocated CALIPSO/IIR and Meteosat-9/SEVIRI infrared brightness temperatures. The interpretation of CALIOP data highlights significant differences of microphysical properties from those observed in the continental isolated convective cloud. Indeed, SEVIRI retrievals in the visible confirm much smaller ice particles near-top of the isolated continental convective cloud, i.e. effective radius (Reff) ~15 μm against 22-27 μm in the whole MCS area. 94 GHz Cloud Profiling Radar observations from CloudSat are then used to describe the properties of the most active cloud regions at and below cloud top. The cloud ice water content and effective radius retrieved with the CloudSat 2B-IWC and DARDAR inversion techniques, show that at usual cruise altitudes of commercial aircraft (FL 350 or ~10 700 m level), high IWC (i.e. up to 2 to 4 g m-3) could be identified according to

  7. Tesseract supersonic business transport

    Science.gov (United States)

    Reshotko, Eli; Garbinski, Gary; Fellenstein, James; Botting, Mary; Hooper, Joan; Ryan, Michael; Struk, Peter; Taggart, Ben; Taillon, Maggie; Warzynski, Gary

    1992-01-01

    This year, the senior level Aerospace Design class at Case Western Reserve University developed a conceptual design of a supersonic business transport. Due to the growing trade between Asia and the United States, a transpacific range was chosen for the aircraft. A Mach number of 2.2 was chosen, too, because it provides reasonable block times and allows the use of a large range of materials without a need for active cooling. A payload of 2,500 lbs. was assumed corresponding to a complement of nine passengers and crew, plus some light cargo. With these general requirements set, the class was broken down into three groups. The aerodynamics of the aircraft were the responsibility of the first group. The second developed the propulsion system. The efforts of both the aerodynamics and propulsion groups were monitored and reviewed for weight considerations and structural feasibility by the third group. Integration of the design required considerable interaction between the groups in the final stages. The fuselage length of the final conceptual design was 107.0 ft, while the diameter of the fuselage was 7.6 ft. The delta wing design consisted of an aspect ratio of 1.9 with a wing span of 47.75 ft and mid-chord length of 61.0 ft. A SNECMA MCV 99 variable-cycle engine design was chosen for this aircraft.

  8. Tesseract: Supersonic business transport

    Science.gov (United States)

    Reshotko, Eli; Garbinski, Gary

    1992-01-01

    This year, the senior level Aerospace Design class at Case Western Reserve University developed a conceptual design of a supersonic business transport. Due to the growing trade between Asia and the United States, a transpacific range has been chosen for the aircraft. A Mach number of 2.2 was chosen too because it provides reasonable block times and allows the use of a large range of materials without a need for active cooling. A payload of 2500 lbs. has been assumed corresponding to a complement of nine (passengers and crew) plus some light cargo. With these general requirements set, the class was broken down into three groups. The aerodynamics of the aircraft were the responsibility of the first group. The second developed the propulsion system. The efforts of both the aerodynamics and propulsion groups were monitored and reviewed for weight considerations and structural feasibility by the third group. Integration of the design required considerable interaction between the groups in the final stages. The fuselage length of the final conceptual design was 107.0 ft. while the diameter of the fuselage was 7.6 ft. The delta wing design consisted of an aspect ratio of 1.9 with a wing span of 47.75 ft and midcord length of 61.0 ft. A SNEMCA MCV 99 variable-cycle engine design was chosen for this aircraft.

  9. Studies of aircraft differential maneuvering. Report 75-27: Calculating of differential-turning barrier surfaces. Report 75-26: A user's guide to the aircraft energy-turn and tandem-motion computer programs. Report 75-7: A user's guide to the aircraft energy-turn hodograph program. [numerical analysis of tactics and aircraft maneuvers of supersonic attack aircraft

    Science.gov (United States)

    Kelley, H. J.; Lefton, L.

    1976-01-01

    The numerical analysis of composite differential-turn trajectory pairs was studied for 'fast-evader' and 'neutral-evader' attitude dynamics idealization for attack aircraft. Transversality and generalized corner conditions are examined and the joining of trajectory segments discussed. A criterion is given for the screening of 'tandem-motion' trajectory segments. Main focus is upon the computation of barrier surfaces. Fortunately, from a computational viewpoint, the trajectory pairs defining these surfaces need not be calculated completely, the final subarc of multiple-subarc pairs not being required. Some calculations for pairs of example aircraft are presented. A computer program used to perform the calculations is included.

  10. Study of active cooling for supersonic transports

    Science.gov (United States)

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

    1975-01-01

    The potential benefits of using the fuel heat sink of hydrogen fueled supersonic transports for cooling large portions of the aircraft wing and fuselage are examined. The heat transfer would be accomplished by using an intermediate fluid such as an ethylene glycol-water solution. Some of the advantages of the system are: (1) reduced costs by using aluminum in place of titanium, (2) reduced cabin heat loads, and (3) more favorable environmental conditions for the aircraft systems. A liquid hydrogen fueled, Mach 2.7 supersonic transport aircraft design was used for the reference uncooled vehicle. The cooled aircraft designs were analyzed to determine their heat sink capability, the extent and location of feasible cooled surfaces, and the coolant passage size and spacing.

  11. Conceptual Design of a Supersonic Jet Engine

    OpenAIRE

    Kareliusson, Joakim; Nordqvist, Melker

    2014-01-01

    This thesis is a response to the request for proposal issued by a joint collaboration between the AIAA Foundation and ASME/IGTI as a student competition to design a new turbofan engine intended for a conceptual supersonic business jet expected to enter service in 2025. Due to the increasing competition in the aircraft industry and the more stringent environmental legislations the new engine is expected to provide a lower fuel burn than the current engine intended for the aircraft to increase ...

  12. Flow field analysis of aircraft configurations using a numerical solution to the three-dimensional unified supersonic/hypersonic small disturbance equations, part 1

    Science.gov (United States)

    Gunness, R. C., Jr.; Knight, C. J.; Dsylva, E.

    1972-01-01

    The unified small disturbance equations are numerically solved using the well-known Lax-Wendroff finite difference technique. The method allows complete determination of the inviscid flow field and surface properties as long as the flow remains supersonic. Shock waves and other discontinuities are accounted for implicity in the numerical method. This technique was programed for general application to the three-dimensional case. The validity of the method is demonstrated by calculations on cones, axisymmetric bodies, lifting bodies, delta wings, and a conical wing/body combination. Part 1 contains the discussion of problem development and results of the study. Part 2 contains flow charts, subroutine descriptions, and a listing of the computer program.

  13. Supersonic combustion engine testbed, heat lightning

    Science.gov (United States)

    Hoying, D.; Kelble, C.; Langenbahn, A.; Stahl, M.; Tincher, M.; Walsh, M.; Wisler, S.

    1990-01-01

    The design of a supersonic combustion engine testbed (SCET) aircraft is presented. The hypersonic waverider will utilize both supersonic combustion ramjet (SCRAMjet) and turbofan-ramjet engines. The waverider concept, system integration, electrical power, weight analysis, cockpit, landing skids, and configuration modeling are addressed in the configuration considerations. The subsonic, supersonic and hypersonic aerodynamics are presented along with the aerodynamic stability and landing analysis of the aircraft. The propulsion design considerations include: engine selection, turbofan ramjet inlets, SCRAMjet inlets and the SCRAMjet diffuser. The cooling requirements and system are covered along with the topics of materials and the hydrogen fuel tanks and insulation system. A cost analysis is presented and the appendices include: information about the subsonic wind tunnel test, shock expansion calculations, and an aerodynamic heat flux program.

  14. Advanced Noise Abatement Procedures for a Supersonic Business Jet

    Science.gov (United States)

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

    2017-01-01

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

  15. Microphysical properties and high ice water content in continental and oceanic mesoscale convective systems and potential implications for commercial aircraft at flight altitude

    Science.gov (United States)

    Gayet, J.-F.; Shcherbakov, V.; Bugliaro, L.; Protat, A.; Delanoë, J.; Pelon, J.; Garnier, A.

    2014-01-01

    -IWC and DARDAR (raDAR/liDAR) inversion techniques, show that at usual cruise altitudes of commercial aircraft (FL 350 or ~ 10 700 m level), high IWC (i.e. up to 2 to 4 g m-3) could be identified according to specific IWC-Z (Z being the reflectivity factor) relationships. These values correspond to a maximum reflectivity factor of +18 dBZ (at 94 GHz). Near-top cloud properties also indicate signatures of microphysical characteristics according to the cloud-stage evolution as revealed by SEVIRI images to identify the development of new cells within the MCS cluster. It is argued that the availability of real-time information (on the kilometre-scale) about cloud top IR brightness temperature decreases with respect to the cloud environment would help identify MCS cloud areas with potentially high ice water content and small particle sizes against which onboard meteorological radars may not be able to provide timely warning.

  16. Retrieval assessment using the microwave simulation tool for the High Altitude and LOng range aircraft HALO: humidity, temperature and hydrometeor profiles

    Science.gov (United States)

    Mech, M.; Crewell, S.; Orlandi, E.; Hirsch, L.

    2011-12-01

    New cloud observation techniques are needed to improve our understanding of the impact of clouds on the Earth's water cycle and radiation budget, which still represents one of the largest uncertainties in global and regional climate modelling. An airborne platform for such observation techniques will be provided by the new German research aircraft HALO (High Altitude LOng Range). In early 2013 a dedicated remote sensing mission NARVAL employing the microwave package HAMP (HALO Microwave Package; 36 channels microwave radiometer and 35.5 GHz Doppler radar), wind and water vapour lidar as well as auxiliary measurements will invest cloud systems in the North Atlantic in much higher detail than feasible on space-borne platforms. An advanced set of microwave remote cloud sensing instruments is to be operated on board of HALO. It consists of a cloud radar and a suite of passive radiometers in different frequency bands. The radar MIRA-36 operates at 35.5 GHz. The frequencies for the passive microwave radiometers were selected in allusion to the AMSU-A and -B sounder. In addition to the channels along the 60 GHz oxygen complex measurements along the 118 GHz oxygen line hint at the vertical distribution of liquid water that show a strong emission increase with frequency. This combination can be used for precipitation retrieval. In addition to include channels in the water vapor lines at 22.235 GHz and 183.31 GHz, information about the water vapor distribution throughout the troposphere can be retrieved. By including higher microwave channels sensitive to scattering in the ice phase various precipitation retrieval algorithms can be compared with measurements from HAMP. Retrieval algorithms and potential flight patterns are investigated using a simulation test bed combining cloud model and radiative transfer simulations. Thereby the cloud resolving model simulations and the forward radiative transfer calculations include a one- and two-moment cloud microphysical scheme with

  17. Experiments on free and impinging supersonic microjets

    Energy Technology Data Exchange (ETDEWEB)

    Phalnikar, K.A.; Kumar, R.; Alvi, F.S. [Florida A and M University and Florida State University, Department of Mechanical Engineering, Tallahassee, FL (United States)

    2008-05-15

    The fluid dynamics of microflows has recently commanded considerable attention because of their potential applications. Until now, with a few exceptions, most of the studies have been limited to low speed flows. This experimental study examines supersonic microjets of 100-1,000 {mu}m in size with exit velocities in the range of 300-500 m/s. Such microjets are presently being used to actively control larger supersonic impinging jets, which occur in STOVL (short takeoff and vertical landing) aircraft, cavity flows, and flow separation. Flow properties of free as well as impinging supersonic microjets have been experimentally investigated over a range of geometric and flow parameters. The flowfield is visualized using a micro-schlieren system with a high magnification. These schlieren images clearly show the characteristic shock cell structure typically observed in larger supersonic jets. Quantitative measurements of the jet decay and spreading rates as well as shock cell spacing are obtained using micro-pitot probe surveys. In general, the mean flow features of free microjets are similar to larger supersonic jets operating at higher Reynolds numbers. However, some differences are also observed, most likely due to pronounced viscous effects associated with jets at these small scales. Limited studies of impinging microjets were also conducted. They reveal that, similar to the behavior of free microjets, the flow structure of impinging microjets strongly resembles that of larger supersonic impinging jets. (orig.)

  18. Experiments on free and impinging supersonic microjets

    Science.gov (United States)

    Phalnikar, K. A.; Kumar, R.; Alvi, F. S.

    2008-05-01

    The fluid dynamics of microflows has recently commanded considerable attention because of their potential applications. Until now, with a few exceptions, most of the studies have been limited to low speed flows. This experimental study examines supersonic microjets of 100-1,000 μm in size with exit velocities in the range of 300-500 m/s. Such microjets are presently being used to actively control larger supersonic impinging jets, which occur in STOVL (short takeoff and vertical landing) aircraft, cavity flows, and flow separation. Flow properties of free as well as impinging supersonic microjets have been experimentally investigated over a range of geometric and flow parameters. The flowfield is visualized using a micro-schlieren system with a high magnification. These schlieren images clearly show the characteristic shock cell structure typically observed in larger supersonic jets. Quantitative measurements of the jet decay and spreading rates as well as shock cell spacing are obtained using micro-pitot probe surveys. In general, the mean flow features of free microjets are similar to larger supersonic jets operating at higher Reynolds numbers. However, some differences are also observed, most likely due to pronounced viscous effects associated with jets at these small scales. Limited studies of impinging microjets were also conducted. They reveal that, similar to the behavior of free microjets, the flow structure of impinging microjets strongly resembles that of larger supersonic impinging jets.

  19. Design project: LONGBOW supersonic interceptor

    Science.gov (United States)

    Stoney, Robert; Baker, Matt; Capstaff, Joseph G.; Dishman, Robert; Fick, Gregory; Frick, Stephen N.; Kelly, Mark

    1993-01-01

    A recent white paper entitled 'From the Sea' has spotlighted the need for Naval Aviation to provide overland support to joint operations. The base for this support, the Aircraft Carrier (CVN), will frequently be unable to operate within close range of the battleground because of littoral land-based air and subsurface threats. A high speed, long range, carrier capable aircraft would allow the CVN to provide timely support to distant battleground operations. Such an aircraft, operating as a Deck-Launched Interceptor (DLI), would also be an excellent counter to Next Generation Russian Naval Aviation (NGRNA) threats consisting of supersonic bombers, such as the Backfire, equipped with the next generation of high-speed, long-range missiles. Additionally, it would serve as an excellent high speed Reconnaissance airplane, capable of providing Battle Force commanders with timely, accurate pre-mission targeting information and post-mission Bomb Damage Assessment (BDA). Recent advances in computational hypersonic airflow modeling has produced a method of defining aircraft shapes that fit a conical shock flow model to maximize the efficiency of the vehicle. This 'Waverider' concept provides one means of achieving long ranges at high speeds. A Request for Proposal (RFP) was issued by Professor Conrad Newberry that contained design requirements for an aircraft to accomplish the above stated missions, utilizing Waverider technology.

  20. The potential performance of microwave remote sensing for the estimation of stratospheric aircraft effect on ozone layer

    Energy Technology Data Exchange (ETDEWEB)

    Kadygrov, E.; Sorokin, M.; Troitsky, A. [Central Aerological Observatory, Moscow (Russian Federation)

    1997-12-31

    A remote sensing capability is described for measurement of temperature fluctuation and some important gas species concentration at the wake vortex and wake dispersion regimes behind the supersonic aircraft at cruise altitude. The proposed new method of observation is based on the measurement of radio-brightness contrast between the ambient atmosphere and perturbed area behind the aircraft by using millimeter or submillimeter wave scanning spectroradiometers with specially selected spectral parameters. The qualitative estimation of the sensitivity of measurement to temperature fluctuation, changing concentration of ozone, water vapour, nitrogen oxide and sulfur dioxide were calculated. The preliminary test of a new equipment were conducted from high-altitude balloon (temperature profiles and fluctuation and ozone concentrations) and from the ground (sulfur dioxide relative concentration) measurement. (author) 9 refs.

  1. Review and prospect of supersonic business jet design

    Science.gov (United States)

    Sun, Yicheng; Smith, Howard

    2017-04-01

    This paper reviews the environmental issues and challenges appropriate to the design of supersonic business jets (SSBJs). There has been a renewed, worldwide interest in developing an environmentally friendly, economically viable and technologically feasible supersonic transport aircraft. A historical overview indicates that the SSBJ will be the pioneer for the next generation of supersonic airliners. As a high-end product itself, the SSBJ will likely take a market share in the future. The mission profile appropriate to this vehicle is explored considering the rigorous environmental constraints. Mitigation of the sonic boom and improvements aerodynamic efficiency in flight are the most challenging features of civil supersonic transport. Technical issues and challenges associated with this type of aircraft are identified, and methodologies for the SSBJ design are discussed. Due to the tightly coupled issues, a multidisciplinary design, analysis and optimization environment is regarded as the essential approach to the creation of a low-boom low-drag supersonic aircraft. Industrial and academic organizations have an interest in this type of vehicle are presented. Their investments in SSBJ design will hopefully get civil supersonic transport back soon.

  2. NO{sub x} emission indices of subsonic wide-bodied jet aircraft at cruise altitude: In situ measurements and predictions

    Energy Technology Data Exchange (ETDEWEB)

    Schulte, P.; Schlager, H.; Schumann, U. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Baughcum, S.L. [Boeing Co., Seattle, WA (United States); Deidewig, F. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Koeln (Germany). Inst. fuer Antriebstechnik

    1996-10-01

    In situ measurements of NO, NO{sub 2}, and CO{sub 2} volume mixing ratios have been carried out in the near field exhaust plumes of seven subsonic wide-bodied jet aircraft using the DLR research aircraft `Falcon`. For three additional aircraft only NO and CO{sub 2} was measured. Plume ages of 50 s to 150 s have been covered, with maximum observed exhaust gas enhancements of 319 ppbv and 51 ppmv for {Delta}[NO{sub x}] and {Delta}[CO{sub 2}], respectively, relative to ambient values. These measurements are used to derive NO{sub x} emission indices for seven of the individual aircraft/engine combinations. The NO{sub x} emission indices derived range from 12.3 g/kg to 30.4 g/kg. They are compared with predicted emission index values, calculated for the same aircraft engine and the actual conditions using two newly developed fuel flow correlation methods. The calculated emission indices were mostly within or close to the error limits of the measured values. On average, the predictions from both methods were 12% lower than the measured values, with an observed maximum deviation of 25%. The ratio {gamma}=[NO{sub 2}]/[NO{sub x}] found during the present measurements ranged from 0.06 to 0.11 for five daytime cases and was around 0.22 for two nighttime cases. By use of a simple box model of the plume chemistry and dilution these data were used to estimate the initial value {gamma}{sub 0} present at the engine exit plane. {gamma}{sub 0} values between 0 and 0.15 were found. These where applied to estimate the corresponding NO{sub 2} for the three cases where only NO was measured. (orig.)

  3. On supersonic combustion

    Institute of Scientific and Technical Information of China (English)

    袁生学

    1999-01-01

    Some basic concepts and features of supersonic combustion are explained from the view point of macroscopic aerodynamics. Two kinds of interpretations of supersonic combustion are proposed. The difference between supersonic combustion and subsonic combustion is discussed, and the mechanism of supersonic combustion propagation and the limitation of heat addition in supersonic flow are pointed out. The results of the calculation of deflagration in supersonic flow show that the entropy increment and the total pressure loss of the combustion products may decrease with the increase of combustion velocity. It is also demonstrated that the oblique detonation wave angle may not be controlled by the wedge angle under weak underdriven solution conditions and be determined only by combustion velocity. Therefore, the weak underdriven solution may become self-sustaining oblique detonation waves with a constant wave angle.

  4. Supersonic Jet Excitation using Flapping Injection

    CERN Document Server

    Hafsteinsson, Haukur; Andersson, Niklas; Cuppoletti, Daniel; Gutmark, Ephraim; Prisell, Erik

    2013-01-01

    Supersonic jet noise reduction is important for high speed military aircraft. Lower acoustic levels would reduce structural fatigue leading to longer lifetime of the jet aircraft. It is not solely structural aspects which are of importance, health issues of the pilot and the airfield per- sonnel are also very important, as high acoustic levels may result in severe hearing damage. It remains a major challenge to reduce the overall noise levels of the aircraft, where the supersonic exhaust is the main noise source for near ground operation. Fluidic injection into the supersonic jet at the nozzle exhaust has been shown as a promising method for noise reduction. It has been shown to speed up the mix- ing process of the main jet, hence reducing the kinetic energy level of the jet and the power of the total acoustic radiation. Furthermore, the interaction mechanism between the fluidic injection and the shock structure in the jet exhaust plays a crucial role in the total noise radia- tion. In this study, LES is used...

  5. The impact of emerging technologies on an advanced supersonic transport

    Science.gov (United States)

    Driver, C.; Maglieri, D. J.

    1986-01-01

    The effects of advances in propulsion systems, structure and materials, aerodynamics, and systems on the design and development of supersonic transport aircraft are analyzed. Efficient propulsion systems with variable-cycle engines provide the basis for improved propulsion systems; the propulsion efficienies of supersonic and subsonic engines are compared. Material advances consist of long-life damage-tolerant structures, advanced material development, aeroelastic tailoring, and low-cost fabrication. Improvements in the areas of aerodynamics and systems are examined. The environmental problems caused by engine emissions, airport noise, and sonic boom are studied. The characteristics of the aircraft designed to include these technical advances are described.

  6. 某超声速飞行器保护罩用弹射器的高温防护特性%Thermal Protection Performances of Ejector for a Supersonic Aircraft Retainer

    Institute of Scientific and Technical Information of China (English)

    刘世毅; 韩言勋; 刘媛媛

    2015-01-01

    The ejector is used to hold down and shoot off the retainer of a supersonic aircraft. The retainer is located at the head of the vehicle, therefore the temperature increases quickly with the impact of aerodynamic drag. For the sake of safety and reliability, the ejector needs thermal protection to meet the safety requirement of the powder in the pyrotechnic device. The theoretical analysis, numerical calculations and experiments of high temperature resistant characteristics of the ejector are introduced in this paper. The environment temperature around the device is reduced obviously by means of slowing heat transfer, optimizing structure, and using heat insulation and phase change material. The experiments validate that the ejector could reduce the efficiency of heat exchange effectively, and the temperature of the cartridge could satisfy the safety demand in the extra high thermal conditions. This research could contribute to the design and experiment of high temperature protection of pyrotechnic devices in spacecraft.%某型弹射器应用于超声速飞行器保护罩的连接固定与弹射分离。由于保护罩位于飞行器头部,受到气动阻力的影响,升温迅速。为了保证弹射器能够在飞行过程中正常安全工作,使装药部位的温度满足火药安全使用要求,需要对其采取热防护措施。文章围绕弹射器的耐高温性能设计开展了相关理论分析、数值仿真及试验验证工作。通过减小热传导途径,优化产品结构设计,采取隔热、相变吸热等措施降低弹射器内部的环境温度。经过热传导试验验证,在模拟飞行器极端的高温环境条件下,弹射器结构能够有效降低热传导效率,保证主装药部位的温度满足火药安全使用要求。该方法为航天火工装置的高温防护设计与验证提供了有效的技术途径。

  7. Extensive air shower Monte Carlo modeling at the ground and aircraft flight altitude in the South Atlantic Magnetic Anomaly and comparison with neutron measurements

    Science.gov (United States)

    Pazianotto, M. T.; Cortés-Giraldo, M. A.; Federico, C. A.; Hubert, G.; Gonçalez, O. L.; Quesada, J. M.; Carlson, B. V.

    2017-02-01

    Modeling cosmic-ray-induced particle fluxes in the atmosphere is very important for developing many applications in aeronautics, space weather and on ground experimental arrangements. There is a lack of measurements and modeling at flight altitude and on ground in the South Atlantic Magnetic Anomaly. In this work we have developed an application based on the Geant4 toolkit called gPartAt that is aimed at the analysis of extensive air shower particle spectra. Another application has been developed using the MCNPX code with the same approach in order to evaluate the models and nuclear data libraries used in each application. Moreover, measurements were performed to determine the ambient dose equivalent rate of neutrons at flight altitude in different regions and dates in the Brazilian airspace; these results were also compared with the simulations. The results from simulations of the neutron spectra at ground level were also compared to data from a neutron spectrometer in operation since February 2015 at the Pico dos Dias Observatory in Brazil, at 1864 m above sea level, as part of a collaboration between the Institute for Advanced Studies (IEAv) and the French Aerospace Lab (ONERA). This measuring station is being operated with support from the National Astrophysics Laboratory (LNA). The modeling approaches were also compared to the AtmoRad computational platform, QARM, EXPACS codes and with measurements of the neutron spectrum taken in 2009 at the Pico dos Dias Observatory.

  8. Gaseous ion-composition measurements in the young exhaust plume of jet aircraft at cruising altitudes. Implications for aerosols and gaseous sulfuric acid

    Energy Technology Data Exchange (ETDEWEB)

    Arnold, F.; Wohlfrom, K.H.; Klemm, M.; Schneider, J.; Gollinger, K. [Max-Planck-Inst. for Nuclear Physics, Heidelberg (Germany); Schumann, U.; Busen, R. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere

    1997-12-31

    Mass spectrometric measurements were made in the young exhaust plume of an Airbus (A310) at cruising altitudes at distances between 400 and 800 m behind the Airbus (averaged plume age: 3.4 sec). The measurements indicate that gaseous sulfuric acid (GSA) number densities were less than 1.3 x 10{sup 8} cm{sup -3} which is smaller than the expected total sulfuric acid. Hence the missing sulfuric acid must have been in the aerosol phase. These measurements also indicate a total aerosol surface area density A{sub T} {<=} 5.4 x 10{sup -5} cm{sup 2} per cm{sup 3} which is consistent with simultaneously measured soot and water contrail particles. However, homogeneous nucleation leading to (H{sub 2}SO{sub 4}){sub x}(H{sub 2}O){sub y}-clusters can not be ruled out. (author) 16 refs.

  9. 高空飞行器供油驱动系统IGBT模块结温特性研究%Research on junction temperature characteristic of IGBT module for high-altitude aircraft fuel system

    Institute of Scientific and Technical Information of China (English)

    张佳波; 骆光照; 刘文昉; 唐文明

    2014-01-01

    对高空飞行器供油驱动系统在特定负载状态下的IGBT模块结温特性进行研究。高空飞行器对供油驱动系统的高功率密度要求高及环境散热条件差的状况,使得其关键部件IGBT模块在功率裕量与结温控制方面更为严格。根据负载特性精确计算结温,对于在特定散热条件下系统的可靠运行非常重要。运用非稳态导热的Foster集总参数法,分析IGBT模块点热源特性及其他热源对计算影响,建立一种含校正系数的热网络模型,并在短时脉冲过载及输出低频两种特有状态下,对IGBT模块的结温特性进行分析。通过对高空飞行器飞行过程中IGBT模块结温特性的计算,结合仿真软件Semisel的对比分析,验证了建模和分析本文所提方法的有效性。%Junction temperature characteristic of IGBT model is researched,which is applied to high-altitude aircraft fuel system in certain load state. Owing to the requirement of high power density for the drive system providing fuel by high-altitude aircraft and poor heat dissipation condition,the key component of the IGBT modules in the power margin and junction tempera-ture control is strictly required. Calculating the junction temperature accurately according to the load characteristic is very impor-tant to the reliability service of system in particular c dissipation condition. Using the Foster lumped parameter method of un-steady heat transfer to analyze the point heat source characteristic of IGBT module and influence of other heat source on the cal-culation,and to establish a thermal network model with correction coefficient. The junction temperature characteristic of IGBT model in transient pulse overload and low output frequency is analyzed. Through the calculation of the junction temperature charac-teristic of IGBT model during the whole flight process of high-altitude aircraft,and combining comparative analysis with Semisel simulation software

  10. Altitude transitions in energy climbs

    Science.gov (United States)

    Weston, A. R.; Cliff, E. M.; Kelley, H. J.

    1982-01-01

    The aircraft energy-climb trajectory for configurations with a sharp transonic drag rise is well known to possess two branches in the altitude/Mach-number plane. Transition in altitude between the two branches occurs instantaneously, a 'corner' in the minimum-time solution obtained with the energy-state model. If the initial and final values of altitude do not lie on the energy-climb trajectory, then additional jumps (crude approximations to dives and zooms) are required at the initial and terminal points. With a singular-perturbation approach, a 'boundary-layer' correction is obtained for each altitude jump, the transonic jump being a so-called 'internal' boundary layer, different in character from the initial and terminal layers. The determination of this internal boundary layer is examined and some computational results for an example presented.

  11. Altitude headache.

    Science.gov (United States)

    Lopez, J Ivan; Holdridge, Ashley; Mendizabal, Jorge E

    2013-12-01

    High altitude headache (HAH) has been defined by the International Headache Society as a headache that appears within 24 hours after ascent to 2,500 m or higher [1••]. The headache can appear in isolation or as part of acute mountain sickness (AMS), which has more dramatic symptoms than the headache alone. If symptoms are ignored, more serious conditions such as high altitude cerebral edema (HACE), high altitude pulmonary edema (HAPE), or even death may ensue. While there is no definitive understanding of the underlying pathophysiologic mechanism, it is speculated that HAH occurs from the combination of hypoxemia-induced intracranial vasodilation and subsequent cerebral edema. There are a number of preventive measures that can be adopted prior to ascending, including acclimatization and various medications. A variety of pharmacological interventions are also available to clinicians to treat this extremely widespread condition.

  12. Flight-measured lift and drag characteristics of a large, flexible, high supersonic cruise airplane

    Science.gov (United States)

    Arnaiz, H. H.

    1977-01-01

    Flight measurements of lift, drag, and angle of attack were obtained for the XB-70 airplane, a large, flexible, high supersonic cruise airplane. This airplane had a length of over 57 meters, a takeoff gross mass of over 226,800 kilograms, and a design cruise speed of Mach 3 at an altitude of 21,340 meters. The performance measurements were made at Mach numbers from 0.72 to 3.07 and altitudes from approximately 7620 meters to 21,340 meters. The measurements were made to provide data for evaluating the techniques presently being used to design and predict the performance of aircraft in this category. Such performance characteristics as drag polars, lift-curve slopes, and maximum lift-to-drag ratios were derived from the flight data. The base drag of the airplane, changes in airplane drag with changes in engine power setting at transonic speeds, and the magnitude of the drag components of the propulsion system are also discussed.

  13. Turbulent Shear Layers in Supersonic Flow

    CERN Document Server

    Smits, Alexander J

    2006-01-01

    A good understanding of turbulent compressible flows is essential to the design and operation of high-speed vehicles. Such flows occur, for example, in the external flow over the surfaces of supersonic aircraft, and in the internal flow through the engines. Our ability to predict the aerodynamic lift, drag, propulsion and maneuverability of high-speed vehicles is crucially dependent on our knowledge of turbulent shear layers, and our understanding of their behavior in the presence of shock waves and regions of changing pressure. Turbulent Shear Layers in Supersonic Flow provides a comprehensive introduction to the field, and helps provide a basis for future work in this area. Wherever possible we use the available experimental work, and the results from numerical simulations to illustrate and develop a physical understanding of turbulent compressible flows.

  14. Supersonic unstalled flutter

    Science.gov (United States)

    Adamczyk, J. J.; Goldstein, M. E.; Hartmann, M. J.

    1978-01-01

    Recently two flutter analyses have been developed at NASA Lewis Research Center to predict the onset of supersonic unstalled flutter of a cascade of two-dimensional airfoils. The first of these analyzes the onset of supersonic flutter at low levels of aerodynamic loading (i.e., backpressure), while the second examines the occurrence of supersonic flutter at moderate levels of aerodynamic loading. Both of these analyses are based on the linearized unsteady inviscid equations of gas dynamics to model the flow field surrounding the cascade. The details of the development of the solution to each of these models have been published. The objective of the present paper is to utilize these analyses in a parametric study to show the effects of cascade geometry, inlet Mach number, and backpressure on the onset of single and multi degree of freedom unstalled supersonic flutter. Several of the results from this study are correlated against experimental qualitative observation to validate the models.

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

    Science.gov (United States)

    Underwood, Matthew C.; Guminsky, Michael D.

    2015-01-01

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

  16. Supersonic and subsonic measurements of mesospheric ionization.

    Science.gov (United States)

    Hale, L. C.; Nickell, L. C.; Kennedy, B.; Powell, T. A.

    1972-01-01

    An Arcas rocket-parachute system was used at night to compare supersonic and subsonic ionization measurements below 75 km. A hemispherical nose-tip probe was used on ascent and a parachute-borne blunt probe on descent to measure polar conductivities, which were due entirely to positive and negative ions. The velocity of the supersonic probe was Mach 2.5 at 50 km and 1.75 at 70 km; the blunt probe was subsonic below 71 km. Between 65 and 75 km the ratio of negative to positive conductivities (and thus of mobilities) determined by the blunt probe was about 1.2, and it approached 1 below this altitude range. The ratio obtained by the nose-tip probe varied from 1.5 at 75 km to .6 at 65 km, thus indicating a rapid variation of the effects of the shock wave on the sampled ions. The absolute values of positive conductivity measured subsonically and supersonically were essentially identical from 60 to 75 km, indicating that the sampled ions were unchanged by the shock. However, below 60 km the shock apparently 'broke up' the positive ions, as indicated by higher measured conductivities.

  17. 基于气压高度计的多旋翼飞行器高度控制%Altitude Control of Multi-Rotor Type Aircraft Based on Pressure Sensor

    Institute of Scientific and Technical Information of China (English)

    王伟; 周勇; 王峰; 程勇; 宋昱泽; 野波健藏

    2011-01-01

    洪水、台风、地震等自然灾害发生时,微小型无人机可以涉足到危险区域及时精确的获取灾区的受灾信息,在必要的时候甚至能够进入到狭窄的空间内部来收集情报.一方面可以为灾后救援提供有力的帮助,同时还可以避免发生灾后次生灾害.以自行开发的6旋翼飞行嚣为控制对象,以实现飞行器的高度方向自主飞行为目的,首先介绍了飞行嚣的构造、飞行原理及嵌入式控制系统,然后针对微小型多旋翼飞行器的高度控制,提出了使用高度气压计与加速度相结合的测量手法,代替GPS传感器来测量飞行器的飞行高度.并对飞行器的高度自由度进行数学建模,运用最优控制的理论来设计控制器.针对无法观测的状态量,设计了卡尔曼滤波器采进行推测.通过实验验证了设计的控制器的稳定性与追踪性.%In case of natural disaster like earthquake, a MAV will be very effective for surveying the site and environment in dangerous area or narrow space where human cannot access safely. A six-rotor MAV is designed and taken as the platform the configuration, the flight principles and the embedded control system of the aircraft are introduced. For the altitude control of rotary-wing MAV. The pressure sensor and acceleration sensor are used to replace the GPS receiver to observe flight altitude. The mathematical model of MAV is given, and the optimal controller is designed- To the unobservable stale value, the kalman filter is designed. The experimental result shows the performance of the designed controller.

  18. Supersonic flows over cavities

    Institute of Scientific and Technical Information of China (English)

    Tianwen FANG; Meng DING; Jin ZHOU

    2008-01-01

    The characteristics of supersonic cold flows over cavities were investigated experimentally and numer-ically, and the effects of cavities of different sizes on super-sonic flow field were analyzed. The results indicate that the ratio of length to depth L/D within the range of 5-9 has little relevance to integral structures of cavity flow. The bevel angle of the rear wall does not alter the overall structure of the cavity flow within the range of 30°-60°, but it can exert obvious effect on the evolvement of shear layer and vortexes in cavities.

  19. 50 CFR 27.34 - Aircraft.

    Science.gov (United States)

    2010-10-01

    ... 50 Wildlife and Fisheries 6 2010-10-01 2010-10-01 false Aircraft. 27.34 Section 27.34 Wildlife and... WILDLIFE REFUGE SYSTEM PROHIBITED ACTS Disturbing Violations: With Vehicles § 27.34 Aircraft. The unauthorized operation of aircraft, including sail planes, and hang gliders, at altitudes resulting in...

  20. Infinitesimal Conical Supersonic Flow

    Science.gov (United States)

    Busemann, Adolf

    1947-01-01

    The calculation of infinitesimal conical supersonic flow has been applied first to the simplest examples that have also been calculated in another way. Except for the discovery of a miscalculation in an older report, there was found the expected conformity. The new method of calculation is limited more definitely to the conical case.

  1. Modified Linear Theory Aircraft Design Tools and Sonic Boom Minimization Strategy Applied to Signature Freezing via F-function Lobe Balancing

    Science.gov (United States)

    Jung, Timothy Paul

    Commercial supersonic travel has strong business potential; however, in order for the Federal Aviation Administration to lift its ban on supersonic flight overland, designers must reduce aircraft sonic boom strength to an acceptable level. An efficient methodology and associated tools for designing aircraft for minimized sonic booms are presented. The computer-based preliminary design tool, RapidF, based on modified linear theory, enables quick assessment of an aircraft's sonic boom with run times less than 30 seconds on a desktop computer. A unique feature of RapidF is that it tracks where on the aircraft each segment of the of the sonic boom came from, enabling precise modifications, speeding the design process. Sonic booms from RapidF are compared to flight test data, showing that it is capability of predicting a sonic boom duration, overpressure, and interior shock locations. After the preliminary design is complete, scaled flight tests should be conducted to validate the low boom design. When conducting such tests, it is insufficient to just scale the length; thus, equations to scale the weight and propagation distance are derived. Using RapidF, a conceptual supersonic business jet design is presented that uses F-function lobe balancing to create a frozen sonic boom using lifting surfaces. The leading shock is reduced from 1.4 to 0.83 psf, and the trailing shock from 1.2 to 0.87 psf, 41% and 28% reductions respectfully. By changing the incidence angle of the surfaces, different sonic boom shapes can be created, and allowing the lobes to be re-balanced for new flight conditions. Computational fluid dynamics is conducted to validate the sonic boom predictions. Off-design analysis is presented that varies weight, altitude, Mach number, and propagation angle, demonstrating that lobe-balance is robust. Finally, the Perceived Level of Loudness metric is analyzed, resulting in a modified design that incorporates other boom minimization techniques to further reduce

  2. Wide range operation of advanced low NOx aircraft gas turbine combustors

    Science.gov (United States)

    Roberts, P. B.; Fiorito, R. J.; Butze, H. F.

    1978-01-01

    The paper summarizes the results of an experimental test rig program designed to define and demonstrates techniques which would allow the jet-induced circulation and vortex air blast combustors to operate stably with acceptable emissions at simulated engine idle without compromise to the low NOx emissions under the high-altitude supersonic cruise condition. The discussion focuses on the test results of the key combustor modifications for both the simulated engine idle and cruise conditions. Several range-augmentation techniques are demonstrated that allow the lean-reaction premixed aircraft gas turbine combustor to operate with low NOx emissons at engine cruise and acceptable CO and UHC levels at engine idle. These techniques involve several combinations, including variable geometry and fuel switching designs.

  3. A Numerical Comparison of Symmetric and Asymmetric Supersonic Wind Tunnels

    Science.gov (United States)

    Clark, Kylen D.

    Supersonic wind tunnels are a vital aspect to the aerospace industry. Both the design and testing processes of different aerospace components often include and depend upon utilization of supersonic test facilities. Engine inlets, wing shapes, and body aerodynamics, to name a few, are aspects of aircraft that are frequently subjected to supersonic conditions in use, and thus often require supersonic wind tunnel testing. There is a need for reliable and repeatable supersonic test facilities in order to help create these vital components. The option of building and using asymmetric supersonic converging-diverging nozzles may be appealing due in part to lower construction costs. There is a need, however, to investigate the differences, if any, in the flow characteristics and performance of asymmetric type supersonic wind tunnels in comparison to symmetric due to the fact that asymmetric configurations of CD nozzle are not as common. A computational fluid dynamics (CFD) study has been conducted on an existing University of Michigan (UM) asymmetric supersonic wind tunnel geometry in order to study the effects of asymmetry on supersonic wind tunnel performance. Simulations were made on both the existing asymmetrical tunnel geometry and two axisymmetric reflections (of differing aspect ratio) of that original tunnel geometry. The Reynolds Averaged Navier Stokes equations are solved via NASAs OVERFLOW code to model flow through these configurations. In this way, information has been gleaned on the effects of asymmetry on supersonic wind tunnel performance. Shock boundary layer interactions are paid particular attention since the test section integrity is greatly dependent upon these interactions. Boundary layer and overall flow characteristics are studied. The RANS study presented in this document shows that the UM asymmetric wind tunnel/nozzle configuration is not as well suited to producing uniform test section flow as that of a symmetric configuration, specifically one

  4. Supersonic Wing Optimization Using SpaRibs

    Science.gov (United States)

    Locatelli, David; Mulani, Sameer B.; Liu, Qiang; Tamijani, Ali Y.; Kapania, Rakesh K.

    2014-01-01

    This research investigates the advantages of using curvilinear spars and ribs, termed SpaRibs, to design a supersonic aircraft wing-box in comparison to the use of classic design concepts that employ straight spars and ribs. The objective is to achieve a more efficient load-bearing mechanism and to passively control the deformation of the structure under the flight loads. Moreover, the use of SpaRibs broadens the design space and allows for natural frequencies and natural mode shape tailoring. The SpaRibs concept is implemented in a new optimization MATLAB-based framework referred to as EBF3SSWingOpt. This optimization scheme performs both the sizing and the shaping of the internal structural elements, connecting the optimizer with the analysis software. The shape of the SpaRibs is parametrically defined using the so called Linked Shape method. Each set of SpaRibs is placed in a one by one square domain of the natural space. The set of curves is subsequently transformed in the physical space for creating the wing structure geometry layout. The shape of each curve of each set is unique; however, mathematical relations link the curvature in an effort to reduce the number of design variables. The internal structure of a High Speed Commercial Transport aircraft concept developed by Boeing is optimized subjected to stress, subsonic flutter and supersonic flutter constraints. The results show that the use of the SpaRibs allows for the reduction of the aircraft's primary structure weight without violating the constraints. A weight reduction of about 15 percent is observed.

  5. Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018 to 2020 Period

    Science.gov (United States)

    Morgenstern, John; Norstrud, Nicole; Sokhey, Jack; Martens, Steve; Alonso, Juan J.

    2013-01-01

    Lockheed Martin Aeronautics Company (LM), working in conjunction with General Electric Global Research (GE GR), Rolls-Royce Liberty Works (RRLW), and Stanford University, herein presents results from the "N+2 Supersonic Validations" contract s initial 22 month phase, addressing the NASA solicitation "Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2018 to 2020 Period." This report version adds documentation of an additional three month low boom test task. The key technical objective of this effort was to validate integrated airframe and propulsion technologies and design methodologies. These capabilities aspired to produce a viable supersonic vehicle design with environmental and performance characteristics. Supersonic testing of both airframe and propulsion technologies (including LM3: 97-023 low boom testing and April-June nozzle acoustic testing) verified LM s supersonic low-boom design methodologies and both GE and RRLW's nozzle technologies for future implementation. The N+2 program is aligned with NASA s Supersonic Project and is focused on providing system-level solutions capable of overcoming the environmental and performance/efficiency barriers to practical supersonic flight. NASA proposed "Initial Environmental Targets and Performance Goals for Future Supersonic Civil Aircraft". The LM N+2 studies are built upon LM s prior N+3 100 passenger design studies. The LM N+2 program addresses low boom design and methodology validations with wind tunnel testing, performance and efficiency goals with system level analysis, and low noise validations with two nozzle (GE and RRLW) acoustic tests.

  6. Development of Longitudinal Equivalent System Models for Selected U.S. Navy Tactical Aircraft

    Science.gov (United States)

    1981-08-01

    revaraa side II nacaaaary and Identlly by block number) Aircraft Longitudinal Flying Qualities Equivalent Systems Frequency Response Matching...is a twin turbofan powered, land and carrier based, subsonic, anti- submarine warfare aircraft . Longitudinal control is accomplished via a...based, supersonic fighter aircraft . Longitudinal control is accomplished via an irreversible mechanical flight control system which transmits

  7. Continuous supersonic plasma wind tunnel

    DEFF Research Database (Denmark)

    Andersen, S.A.; Jensen, Vagn Orla; Nielsen, P.

    1968-01-01

    The B field configuration of a Q-device has been modified into a magnetic Laval nozzle. Continuous supersonic plasma flow is observed with M≈3......The B field configuration of a Q-device has been modified into a magnetic Laval nozzle. Continuous supersonic plasma flow is observed with M≈3...

  8. Continuous supersonic plasma wind tunnel

    DEFF Research Database (Denmark)

    Andersen, S.A.; Jensen, Vagn Orla; Nielsen, P.

    1969-01-01

    The normal magnetic field configuration of a Q device has been modified to obtain a 'magnetic Laval nozzle'. Continuous supersonic plasma 'winds' are obtained with Mach numbers ~3. The magnetic nozzle appears well suited for the study of the interaction of supersonic plasma 'winds' with either...

  9. Numerical simulation of supersonic gap flow.

    Science.gov (United States)

    Jing, Xu; Haiming, Huang; Guo, Huang; Song, Mo

    2015-01-01

    Various gaps in the surface of the supersonic aircraft have a significant effect on airflows. In order to predict the effects of attack angle, Mach number and width-to-depth ratio of gap on the local aerodynamic heating environment of supersonic flow, two-dimensional compressible Navier-Stokes equations are solved by the finite volume method, where convective flux of space term adopts the Roe format, and discretization of time term is achieved by 5-step Runge-Kutta algorithm. The numerical results reveal that the heat flux ratio is U-shaped distribution on the gap wall and maximum at the windward corner of the gap. The heat flux ratio decreases as the gap depth and Mach number increase, however, it increases as the attack angle increases. In addition, it is important to find that chamfer in the windward corner can effectively reduce gap effect coefficient. The study will be helpful for the design of the thermal protection system in reentry vehicles.

  10. Numerical simulation of supersonic gap flow.

    Directory of Open Access Journals (Sweden)

    Xu Jing

    Full Text Available Various gaps in the surface of the supersonic aircraft have a significant effect on airflows. In order to predict the effects of attack angle, Mach number and width-to-depth ratio of gap on the local aerodynamic heating environment of supersonic flow, two-dimensional compressible Navier-Stokes equations are solved by the finite volume method, where convective flux of space term adopts the Roe format, and discretization of time term is achieved by 5-step Runge-Kutta algorithm. The numerical results reveal that the heat flux ratio is U-shaped distribution on the gap wall and maximum at the windward corner of the gap. The heat flux ratio decreases as the gap depth and Mach number increase, however, it increases as the attack angle increases. In addition, it is important to find that chamfer in the windward corner can effectively reduce gap effect coefficient. The study will be helpful for the design of the thermal protection system in reentry vehicles.

  11. Thermal Design and Analysis of the Supersonic Flight Dynamics Test Vehicle for the Low Density Supersonic Decelerator Project

    Science.gov (United States)

    Mastropietro, A. J.; Pauken, Michael; Sunada, Eric; Gray, Sandria

    2013-01-01

    The thermal design and analysis of the experimental Supersonic Flight Dynamics Test (SFDT) vehicle is presented. The SFDT vehicle is currently being designed as a platform to help demonstrate key technologies for NASA's Low Density Supersonic Decelerator (LDSD) project. The LDSD project is charged by NASA's Office of the Chief Technologist (OCT) with the task of advancing the state of the art in Mars Entry, Descent, and Landing (EDL) systems by developing and testing three new technologies required for landing heavier payloads on Mars. The enabling technologies under development consist of a large 33.5 meter diameter Supersonic Ringsail (SSRS) parachute and two different types of Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class, SIAD-R, that inflates to a 6 meter diameter torus, and an exploration class, SIAD-E, that inflates to an 8 meter diameter isotensoid. As part of the technology development effort, the various elements of the new supersonic decelerator system must be tested in a Mars-like environment. This is currently planned to be accomplished by sending a series of SFDT vehicles into Earth's stratosphere. Each SFDT vehicle will be lifted to a stable float altitude by a large helium carrier balloon. Once at altitude, the SFDT vehicles will be released from their carrier balloon and spun up via spin motors to provide trajectory stability. An onboard third stage solid rocket motor will propel each test vehicle to supersonic flight in the upper atmosphere. After main engine burnout, each vehicle will be despun and testing of the deceleration system will begin: first an inflatable decelerator will be deployed around the aeroshell to increase the drag surface area, and then the large parachute will be deployed to continue the deceleration and return the vehicle back to the Earth's surface. The SFDT vehicle thermal system must passively protect the vehicle structure and its components from cold temperatures experienced during the

  12. Unsteady flow in a supersonic cascade with strong in-passage shocks

    Science.gov (United States)

    Goldstein, M. E.; Braun, W.; Adamczyk, J. J.

    1977-01-01

    Linearized theory is used to study the unsteady flow in a supersonic cascade with in-passage shock waves. We use the Wiener-Hopf technique to obtain a closed-form analytical solution for the supersonic region. To obtain a solution for the rotational flow in the subsonic region we must solve an infinite set of linear algebraic equations. The analysis shows that it is possible to correlate quantitatively the oscillatory shock motion with the Kutta condition at the trailing edges of the blades. This feature allows us to account for the effect of shock motion on the stability of the cascade. Unlike the theory for a completely supersonic flow, the present study predicts the occurrence of supersonic bending flutter. It therefore provides a possible explanation for the bending flutter that has recently been detected in aircraft-engine compressors at higher blade loadings.

  13. Mixing in Supersonic Turbulence

    CERN Document Server

    Pan, Liubin

    2010-01-01

    In many astrophysical environments, mixing of heavy elements occurs in the presence of a supersonic turbulent velocity field. Here we carry out the first systematic numerical study of such passive scalar mixing in isothermal supersonic turbulence. Our simulations show that the ratio of the scalar mixing timescale, $\\tau_{\\rm c}$, to the flow dynamical time, $\\tau_{\\rm dyn}$ (defined as the flow driving scale divided by the rms velocity), increases with the Mach number, $M$, for $M \\lsim3$, and becomes essentially constant for $M \\gsim3.$ This trend suggests that compressible modes are less efficient in enhancing mixing than solenoidal modes. However, since the majority of kinetic energy is contained in solenoidal modes at all Mach numbers, the overall change in $\\tau_{\\rm c}/\\tau_{\\rm dyn}$ is less than 20\\% over the range $1 \\lsim M \\lsim 6$. At all Mach numbers, if pollutants are injected at around the flow driving scale, $\\tau_{\\rm c}$ is close to $\\tau_{\\rm dyn}.$ This suggests that scalar mixing is drive...

  14. Proceedings of the 13th NAL Symposium on Aircraft Computational Aerodynamics

    OpenAIRE

    Organ. Commit. of NAL Symp.; 航空機計算空気力学シンポジウム運営委員会

    1996-01-01

    The following topics are discussed: CFD (Computational Fluid Dynamics), three dimensional display technique, HOPE, grid generation, transonic wing design, helicopter rotor noise, flow around aircraft configuration, tip vortex, supersonic combustion, film cooling, centrifugal compressor, fan blade flow, space plane, hypersonic rarefied nitrogen flow, shock wave, oscillating wing, unstructured grid, hull shape, wall turbulence, incompressive turbulence channel flow, supersonic flow, large-scale...

  15. Integrated Research/Education University Aircraft Design Program Development

    Science.gov (United States)

    2017-04-06

    long- range supersonic aircraft without tail surfaces. No tail surfaces or reduced size tail surfaces may lead to less drag, less weight, lower...Nelson, C.P., and Livne, E., "Low-Speed Stability and Control of a Reduced Scale Long- Range Supersonic Configuration with Reduced- Size or No Vertical Tail...location and size The front right access panel is over the power board. The two symmetric access panels give access to the battery and the pneumatics

  16. 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.

  17. Adaptation to High Altitude

    OpenAIRE

    1984-01-01

    Hypoxia is inconsequential for physiologically fit persons below an effective altitude of 2640 metres. At higher altitudes, the adaptation is brought about by four main factors, viz., hyperventilation, increased diffusion of oxygen across alveolar membrane, erythrocythemia and maintenance of body hydration. Carbon dioxide sensitivity is markedly elevated at high altitude, both in sojourners and acclimatized low-landers. The greater pulmonary diffusing capacity observed in high altitude native...

  18. Aerodynamic Models for the Low Density Supersonic Decelerator (LDSD) Test Vehicles

    Science.gov (United States)

    Van Norman, John W.; Dyakonov, Artem; Schoenenberger, Mark; Davis, Jody; Muppidi, Suman; Tang, Chun; Bose, Deepak; Mobley, Brandon; Clark, Ian

    2016-01-01

    An overview of aerodynamic models for the Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) campaign test vehicle is presented, with comparisons to reconstructed flight data and discussion of model updates. The SFDT campaign objective is to test Supersonic Inflatable Aerodynamic Decelerator (SIAD) and large supersonic parachute technologies at high altitude Earth conditions relevant to entry, descent, and landing (EDL) at Mars. Nominal SIAD test conditions are attained by lifting a test vehicle (TV) to 36 km altitude with a helium balloon, then accelerating the TV to Mach 4 and 53 km altitude with a solid rocket motor. Test flights conducted in June of 2014 (SFDT-1) and 2015 (SFDT-2) each successfully delivered a 6 meter diameter decelerator (SIAD-R) to test conditions and several seconds of flight, and were successful in demonstrating the SFDT flight system concept and SIAD-R technology. Aerodynamic models and uncertainties developed for the SFDT campaign are presented, including the methods used to generate them and their implementation within an aerodynamic database (ADB) routine for flight simulations. Pre- and post-flight aerodynamic models are compared against reconstructed flight data and model changes based upon knowledge gained from the flights are discussed. The pre-flight powered phase model is shown to have a significant contribution to off-nominal SFDT trajectory lofting, while coast and SIAD phase models behaved much as predicted.

  19. Supersonic induction plasma jet modeling

    Energy Technology Data Exchange (ETDEWEB)

    Selezneva, S.E. E-mail: svetlana2@hermes.usherbS_Selezneva2@hermes.usherb; Boulos, M.I

    2001-06-01

    Numerical simulations have been applied to study the argon plasma flow downstream of the induction plasma torch. It is shown that by means of the convergent-divergent nozzle adjustment and chamber pressure reduction, a supersonic plasma jet can be obtained. We investigate the supersonic and a more traditional subsonic plasma jets impinging onto a normal substrate. Comparing to the subsonic jet, the supersonic one is narrower and much faster. Near-substrate velocity and temperature boundary layers are thinner, so the heat flux near the stagnation point is higher in the supersonic jet. The supersonic plasma jet is characterized by the electron overpopulation and the domination of the recombination over the dissociation, resulting into the heating of the electron gas. Because of these processes, the supersonic induction plasma permits to separate spatially different functions (dissociation and ionization, transport and deposition) and to optimize each of them. The considered configuration can be advantageous in some industrial applications, such as plasma-assisted chemical vapor deposition of diamond and polymer-like films and in plasma spraying of nanoscaled powders.

  20. A NASA study of the impact of technology on future multimission aircraft

    Science.gov (United States)

    Samuels, Jeffrey J.

    1992-01-01

    A conceptual aircraft design study was recently completed which compared three supersonic multimission tactical aircraft. The aircraft were evaluated in two technology timeframes and were sized with consistent methods and technology assumptions so that the aircraft could be compared in operational utility or cost analysis trends. The three aircraft are a carrier-based Fighter/Attack aircraft, a land-based Multirole Fighter, and a Short Takeoff/Vertical Landing (STOVL) aircraft. This paper describes the design study ground rules used and the aircraft designed. The aircraft descriptions include weights, dimensions and layout, design mission and maneuver performance, and fallout mission performance. The effect of changing technology and mission requirements on the STOVL aircraft and the impact of aircraft navalization are discussed. Also discussed are the effects on the STOVL aircraft of both Thrust/Weight required in hover and design mission radius.

  1. Bibliography on aircraft fire hazards and safety. Volume 2: Safety. Part 1: Key numbers 1 to 524

    Science.gov (United States)

    Pelouch, J. J., Jr. (Compiler); Hacker, P. T. (Compiler)

    1974-01-01

    Bibliographic citations are presented to describe and define aircraft safety methods, equipment, and criteria. Some of the subjects discussed are: (1) fire and explosion suppression using whiffle balls, (2) ultraviolet flame detecting sensors, (3) evaluation of flame arrestor materials for aircraft fuel systems, (4) crash fire prevention system for supersonic commercial aircraft, and (5) fire suppression for aerospace vehicles.

  2. DLR HABLEG- High Altitude Balloon Launched Experimental Glider

    Science.gov (United States)

    Wlach, S.; Schwarzbauch, M.; Laiacker, M.

    2015-09-01

    The group Flying Robots at the DLR Institute of Robotics and Mechatronics in Oberpfaffenhofen conducts research on solar powered high altitude aircrafts. Due to the high altitude and the almost infinite mission duration, these platforms are also denoted as High Altitude Pseudo-Satellites (HAPS). This paper highlights some aspects of the design, building, integration and testing of a flying experimental platform for high altitudes. This unmanned aircraft, with a wingspan of 3 m and a mass of less than 10 kg, is meant to be launched as a glider from a high altitude balloon in 20 km altitude and shall investigate technologies for future large HAPS platforms. The aerodynamic requirements for high altitude flight included the development of a launch method allowing for a safe transition to horizontal flight from free-fall with low control authority. Due to the harsh environmental conditions in the stratosphere, the integration of electronic components in the airframe is a major effort. For regulatory reasons a reliable and situation dependent flight termination system had to be implemented. In May 2015 a flight campaign was conducted. The mission was a full success demonstrating that stratospheric research flights are feasible with rather small aircrafts.

  3. Adaptation to High Altitude

    Directory of Open Access Journals (Sweden)

    H. S. Nayar

    1984-10-01

    Full Text Available Hypoxia is inconsequential for physiologically fit persons below an effective altitude of 2640 metres. At higher altitudes, the adaptation is brought about by four main factors, viz., hyperventilation, increased diffusion of oxygen across alveolar membrane, erythrocythemia and maintenance of body hydration. Carbon dioxide sensitivity is markedly elevated at high altitude, both in sojourners and acclimatized low-landers. The greater pulmonary diffusing capacity observed in high altitude natives is well documented. RBC count, haemoglobin and haematocrit increase whereas arterial oxyhaemoglobin saturation percentage decreases at high altitude. Diuretics (Furosemide have no role in adaptation to high altitude and adequate body hydration must be maintained.The ultimate adaptive mechanisms occur at tissue level which facilitate the diffusion of oxygen from blood to tissue and its utilization. The work capacity decreases at high altitude and a relationship between load carried and speed of marching has been determined at various altitudes. Although altitude has an adverse effect on process of cold acclimatization, yet it is possible to induce cold acclimatization by exposing subjects to a temperature of 0° to -5°C for a period of three hours daily for three weeks. The caloric requirements increase at high altitudes and are 4,286 K Cal and 4,380 K Cal at 13000 feet (3950 m and 17000 feet (5170 m, respectively.

  4. Stochastic Methods for Aircraft Design

    Science.gov (United States)

    Pelz, Richard B.; Ogot, Madara

    1998-01-01

    The global stochastic optimization method, simulated annealing (SA), was adapted and applied to various problems in aircraft design. The research was aimed at overcoming the problem of finding an optimal design in a space with multiple minima and roughness ubiquitous to numerically generated nonlinear objective functions. SA was modified to reduce the number of objective function evaluations for an optimal design, historically the main criticism of stochastic methods. SA was applied to many CFD/MDO problems including: low sonic-boom bodies, minimum drag on supersonic fore-bodies, minimum drag on supersonic aeroelastic fore-bodies, minimum drag on HSCT aeroelastic wings, FLOPS preliminary design code, another preliminary aircraft design study with vortex lattice aerodynamics, HSR complete aircraft aerodynamics. In every case, SA provided a simple, robust and reliable optimization method which found optimal designs in order 100 objective function evaluations. Perhaps most importantly, from this academic/industrial project, technology has been successfully transferred; this method is the method of choice for optimization problems at Northrop Grumman.

  5. Supersonic Dislocation Bursts in Silicon

    Science.gov (United States)

    Hahn, E. N.; Zhao, S.; Bringa, E. M.; Meyers, M. A.

    2016-06-01

    Dislocations are the primary agents of permanent deformation in crystalline solids. Since the theoretical prediction of supersonic dislocations over half a century ago, there is a dearth of experimental evidence supporting their existence. Here we use non-equilibrium molecular dynamics simulations of shocked silicon to reveal transient supersonic partial dislocation motion at approximately 15 km/s, faster than any previous in-silico observation. Homogeneous dislocation nucleation occurs near the shock front and supersonic dislocation motion lasts just fractions of picoseconds before the dislocations catch the shock front and decelerate back to the elastic wave speed. Applying a modified analytical equation for dislocation evolution we successfully predict a dislocation density of 1.5 × 1012 cm-2 within the shocked volume, in agreement with the present simulations and realistic in regards to prior and on-going recovery experiments in silicon.

  6. Aircraft exhaust sulfur emissions

    Energy Technology Data Exchange (ETDEWEB)

    Brown, R.C.; Anderson, M.R.; Miake-Lye, R.C.; Kolb, C.E. [Aerodyne Research, Inc., Billerica, MA (United States). Center for Chemical and Environmental Physics; Sorokin, A.A.; Buriko, Y.I. [Scientific Research Center `Ecolen`, Moscow (Russian Federation)

    1997-12-31

    The extent to which fuel sulfur is converted to SO{sub 3} during combustion and the subsequent turbine flow in supersonic and subsonic aircraft engines is estimated numerically. The analysis is based on: a flamelet model with non-equilibrium sulfur chemistry for the combustor, and a one-dimensional, two-stream model with finite rate chemical kinetics for the turbine. The results indicate that between 2% and 10% of the fuel sulfur is emitted as SO{sub 3}. It is also shown that, for a high fuel sulfur mass loading, conversion in the turbine is limited by the level of atomic oxygen at the combustor exit, leading to higher SO{sub 2} oxidation efficiency at lower fuel sulfur loadings. While SO{sub 2} and SO{sub 3} are the primary oxidation products, the model results further indicate H{sub 2}SO{sub 4} levels on the order of 0.1 ppm for supersonic expansions through a divergent nozzle. This source of fully oxidized S(6) (SO{sub 3} + H{sub 2}SO{sub 4}) exceeds previously calculated S(6) levels due to oxidation of SO{sub 2} by OH in the exhaust plume outside the engine nozzle. (author) 26 refs.

  7. Properties of Supersonic Evershed Downflows

    Science.gov (United States)

    Pozuelo, S. Esteban; Bellot Rubio, L. R.; de la Cruz Rodríguez, J.

    2016-12-01

    We study supersonic Evershed downflows in a sunspot penumbra by means of high spatial resolution spectropolarimetric data acquired in the Fe i 617.3 nm line with the CRISP instrument at the Swedish 1 m Solar Telescope. Physical observables, such as Dopplergrams calculated from line bisectors and Stokes V zero-crossing wavelengths, and Stokes V maps in the far red-wing, are used to find regions where supersonic Evershed downflows may exist. We retrieve the line-of-sight velocity and the magnetic field vector in these regions using two-component inversions of the observed Stokes profiles with the help of the SIR code. We follow these regions during their lifetime to study their temporal behavior. Finally, we carry out a statistical analysis of the detected supersonic downflows to characterize their physical properties. Supersonic downflows are contained in compact patches moving outward, which are located in the mid- and outer penumbra. They are observed as bright, roundish structures at the outer end of penumbral filaments that resemble penumbral grains. The patches may undergo fragmentations and mergings during their lifetime; some of them are recurrent. Supersonic downflows are associated with strong and rather vertical magnetic fields with a reversed polarity compared to that of the sunspot. Our results suggest that downflows returning back to the solar surface with supersonic velocities are abruptly stopped in dense deep layers and produce a shock. Consequently, this shock enhances the temperature and is detected as a bright grain in the continuum filtergrams, which could explain the existence of outward-moving grains in the mid- and outer penumbra.

  8. Technical and environmental challenges for the next generation supersonic transport

    Energy Technology Data Exchange (ETDEWEB)

    Pacull, M. [Aerospatiale (France); Hume, Ch. [British Aerospace (United Kingdom)

    1994-12-31

    The next century will be marked by the entry into service of new supersonic transport. The real question concerning the next generation supersonic transport is not will it happen, but when, and how. There is a general agreement that such an airplane will result from a worldwide venture. Who will participate, to what extend and how we will put the vehicle and partners together, are an interesting concern that will need some time to resolve. The other challenges will be to design, build and market an aircraft that will be a viable product: for the passenger, who wants the service of a fast airliner with a reasonable surcharge; for the airline which wants competitive operating cost so that it will make sense to introduce such an airplane in its fleet; for the manufacturer, which not only does not want to go bankruptcy, but seeks to make a profit in the long term within the environmental constraints: no adverse impact on high atmosphere ozone; compliance with noise requirements, operations compatible with sonic boom. This paper does not try to answer all these question, but rather highlight major technical and environmental issues for the next generation supersonic transport. The topics discussed are: general specification, noise, atmospheric emissions, sonic boom, aerodynamics, structures, engine integration, systems. (authors)

  9. Development of semi-free jet test facility for supersonic engine; Choonsoku engine shiken shisetsu semi free jet shiken sochi no kaihatsu

    Energy Technology Data Exchange (ETDEWEB)

    Kato, T.; Taguchi, H.; Omi, J.; Sakamoto, K. [Ishikawajima-Harima Heavy Industries Co. Ltd., Tokyo (Japan)

    2000-01-01

    IHI has been developing the SETF (Supersonic Engine Test Facility) to aim at the research and development of engines for the next generation commercial supersonic transport in the NAL (National Aerospace Laboratory in Japan). The SETF will supply the functions to test the supersonic engine performance in high altitude flight condition and supersonic intake-engine matching. The semi-free jet test mode was adopted for the supersonic intake-engine matching test, but this test configuration has not been conducted previously in Japan and there were a large number of unknown factors. IHI has developed a sub-scale test model in cooperation with NAL to identify the test conditions and a start sequence of the semi-free jet test mode. In addition, the designs of facility component were optimized and verified by using the CFD (Computational Fluid Dynamics) method. (author)

  10. Flight Control Design for a Tailless Aircraft Using Eigenstructure Assignment

    OpenAIRE

    Clara Nieto-Wire; Kenneth Sobel

    2011-01-01

    We apply eigenstructure assignment to the design of a flight control system for a wind tunnel model of a tailless aircraft. The aircraft, known as the innovative control effectors (ICEs) aircraft, has unconventional control surfaces plus pitch and yaw thrust vectoring. We linearize the aircraft in straight and level flight at an altitude of 15,000 feet and Mach number 0.4. Then, we separately design flight control systems for the longitudinal and lateral dynamics. We use a control allocation ...

  11. An Efficiency Study on the U.S. Air Force’s Consideration of Allowing Enlisted Personnel to Fly Medium-Altitude Long-Endurance (MALE) Remotely Piloted Aircraft (RPA) or Unmanned Aerial Systems (UAS)

    Science.gov (United States)

    2016-06-10

    5 ( Hunter ) and the MQ-1C (Gray Eagle). The Marine Corps flies the RQ-7B (Shadow) and the RQ-21A (Black Jack). Finally, the Navy flies the MQ-4C...differ among the service 21 academies because of the size of the physical plants , size of housing, and medical care for its faculties (Director CBO...unexpected situations and as long as RPA pilots serve as lone hunters it is wise to invest in pilots who are also aircraft commanders (Blair 2015, 1-4

  12. S.C. Advanced Training Aircraft IAR 99 (A SOIM

    Directory of Open Access Journals (Sweden)

    Ioan STEFANESCU

    2012-06-01

    Full Text Available The use of subsonic single control aircraft and especially of double–control ones, instead of supersonic combat aircraft in the military pilot training programs in the operational units, has be-come a necessity due to the economic and financial world-wide crisis which began during the 70’s-80’s, with the advent of the oil crisis, affecting many countries, which have their own Military Air Forces.

  13. HIGH-ALTITUDE ILLNESS

    Directory of Open Access Journals (Sweden)

    Dwitya Elvira

    2015-05-01

    Full Text Available AbstrakHigh-altitude illness (HAI merupakan sekumpulan gejala paru dan otak yang terjadi pada orang yang baru pertama kali mendaki ke ketinggian. HAI terdiri dari acute mountain sickness (AMS, high-altitude cerebral edema (HACE dan high-altitude pulmonary edema (HAPE. Tujuan tinjauan pustaka ini adalah agar dokter dan wisatawan memahami risiko, tanda, gejala, dan pengobatan high-altitude illness. Perhatian banyak diberikan terhadap penyakit ini seiring dengan meningkatnya popularitas olahraga ekstrim (mendaki gunung tinggi, ski dan snowboarding dan adanya kemudahan serta ketersediaan perjalanan sehingga jutaan orang dapat terpapar bahaya HAI. Di Pherice, Nepal (ketinggian 4343 m, 43% pendaki mengalami gejala AMS. Pada studi yang dilakukan pada tempat wisata di resort ski Colorado, Honigman menggambarkan kejadian AMS 22% pada ketinggian 1850 m sampai 2750 m, sementara Dean menunjukkan 42% memiliki gejala pada ketinggian 3000 m. Aklimatisasi merupakan salah satu tindakan pencegahan yang dapat dilakukan sebelum pendakian, selain beberapa pengobatan seperti asetazolamid, dexamethasone, phosopodiestrase inhibitor, dan ginko biloba.Kata kunci: high-altitude illness, acute mountain sickness, edema cerebral, pulmonary edema AbstractHigh-altitude illness (HAI is symptoms of lung and brain that occurs in people who first climb to altitude. HAI includes acute mountain sickness (AMS, high-altitude cerebral edema (HACE and high altitude pulmonary edema (HAPE. The objective of this review was to understand the risks, signs, symptoms, and treatment of high-altitude illness. The attention was given to this disease due to the rising popularity of extreme sports (high mountain climbing, skiing and snowboarding and the ease and availability of the current travelling, almost each year, millions of people could be exposed to the danger of HAI. In Pherice, Nepal (altitude 4343 m, 43% of climbers have symptoms of AMS. Furthermore, in a study conducted at sites in

  14. Tibetans at extreme altitude.

    Science.gov (United States)

    Wu, Tianyi; Li, Shupin; Ward, Michal P

    2005-01-01

    Between 1960 and 2003, 13 Chinese expeditions successfully reached the summit of Chomolungma (Mt Everest or Sagarmatha). Forty-five of the 80 summiteers were Tibetan highlanders. During these and other high-altitude expeditions in Tibet, a series of medical and physiological investigations were carried out on the Tibetan mountaineers. The results suggest that these individuals are better adapted to high altitude and that, at altitude, they have a greater physical capacity than Han (ethnic Chinese) lowland newcomers. They have higher maximal oxygen uptake, greater ventilation, more brisk hypoxic ventilatory responses, larger lung volumes, greater diffusing capacities, and a better quality of sleep. Tibetans also have a lower incidence of acute mountain sickness and less body weight loss. These differences appear to represent genetic adaptations and are obviously significant for humans at extreme altitude. This paper reviews what is known about the physiologic responses of Tibetans at extreme altitudes.

  15. Properties of Supersonic Evershed Downflows

    CERN Document Server

    Pozuelo, Sara Esteban; Rodriguez, Jaime de la Cruz

    2016-01-01

    We study supersonic Evershed downflows in a sunspot penumbra by means of high spatial resolution spectropolarimetric data acquired in the Fe I 617.3 nm line with the CRISP instrument at the Swedish 1-m Solar Telescope. Physical observables, such as Dopplergrams calculated from line bisectors and Stokes V zero-crossing wavelengths, and Stokes V maps in the far red wing, are used to find regions where supersonic Evershed downflows may exist. We retrieve the LOS velocity and the magnetic field vector in these regions using two-component inversions of the observed Stokes profiles with the help of the SIR code. We follow these regions during their lifetime to study their temporal behavior. Finally, we carry out a statistical analysis of the detected supersonic downflows to characterize their physical properties. Supersonic downflows are contained in compact patches moving outward, which are located in the mid and outer penumbra. They are observed as bright, roundish structures at the outer end of penumbral filamen...

  16. Coherent structures in a supersonic complex nozzle

    Science.gov (United States)

    Magstadt, Andrew; Berry, Matthew; Glauser, Mark

    2016-11-01

    The jet flow from a complex supersonic nozzle is studied through experimental measurements. The nozzle's geometry is motivated by future engine designs for high-performance civilian and military aircraft. This rectangular jet has a single plane of symmetry, an additional shear layer (referred to as a wall jet), and an aft deck representative of airframe integration. The core flow operates at a Mach number of Mj , c = 1 . 6 , and the wall jet is choked (Mj , w = 1 . 0). This high Reynolds number jet flow is comprised of intense turbulence levels, an intricate shock structure, shear and boundary layers, and powerful corner vortices. In the present study, stereo PIV measurements are simultaneously sampled with high-speed pressure measurements, which are embedded in the aft deck, and far-field acoustics in the anechoic chamber at Syracuse University. Time-resolved schlieren measurements have indicated the existence of strong flow events at high frequencies, at a Strouhal number of St = 3 . 4 . These appear to result from von Kàrmàn vortex shedding within the nozzle and pervade the entire flow and acoustic domain. Proper orthogonal decomposition is applied on the current data to identify coherent structures in the jet and study the influence of this vortex street. AFOSR Turbulence and Transition Program (Grant No. FA9550-15-1-0435) with program managers Dr. I. Leyva and Dr. R. Ponnappan.

  17. High performance forward swept wing aircraft

    Science.gov (United States)

    Koenig, David G. (Inventor); Aoyagi, Kiyoshi (Inventor); Dudley, Michael R. (Inventor); Schmidt, Susan B. (Inventor)

    1988-01-01

    A high performance aircraft capable of subsonic, transonic and supersonic speeds employs a forward swept wing planform and at least one first and second solution ejector located on the inboard section of the wing. A high degree of flow control on the inboard sections of the wing is achieved along with improved maneuverability and control of pitch, roll and yaw. Lift loss is delayed to higher angles of attack than in conventional aircraft. In one embodiment the ejectors may be advantageously positioned spanwise on the wing while the ductwork is kept to a minimum.

  18. Fundamental Aeronautics Program: Overview of Propulsion Work in the Supersonic Cruise Efficiency Technical Challenge

    Science.gov (United States)

    Castner, Ray

    2012-01-01

    The Supersonics Project, part of NASA's Fundamental Aeronautics Program, contains a number of technical challenge areas which include sonic boom community response, airport noise, high altitude emissions, cruise efficiency, light weight durable engines/airframes, and integrated multi-discipline system design. This presentation provides an overview of the current (2012) activities in the supersonic cruise efficiency technical challenge, and is focused specifically on propulsion technologies. The intent is to develop and validate high-performance supersonic inlet and nozzle technologies. Additional work is planned for design and analysis tools for highly-integrated low-noise, low-boom applications. If successful, the payoffs include improved technologies and tools for optimized propulsion systems, propulsion technologies for a minimized sonic boom signature, and a balanced approach to meeting efficiency and community noise goals. In this propulsion area, the work is divided into advanced supersonic inlet concepts, advanced supersonic nozzle concepts, low fidelity computational tool development, high fidelity computational tools, and improved sensors and measurement capability. The current work in each area is summarized.

  19. Fundamental Aeronautics Program: Overview of Project Work in Supersonic Cruise Efficiency

    Science.gov (United States)

    Castner, Raymond

    2011-01-01

    The Supersonics Project, part of NASA?s Fundamental Aeronautics Program, contains a number of technical challenge areas which include sonic boom community response, airport noise, high altitude emissions, cruise efficiency, light weight durable engines/airframes, and integrated multi-discipline system design. This presentation provides an overview of the current (2011) activities in the supersonic cruise efficiency technical challenge, and is focused specifically on propulsion technologies. The intent is to develop and validate high-performance supersonic inlet and nozzle technologies. Additional work is planned for design and analysis tools for highly-integrated low-noise, low-boom applications. If successful, the payoffs include improved technologies and tools for optimized propulsion systems, propulsion technologies for a minimized sonic boom signature, and a balanced approach to meeting efficiency and community noise goals. In this propulsion area, the work is divided into advanced supersonic inlet concepts, advanced supersonic nozzle concepts, low fidelity computational tool development, high fidelity computational tools, and improved sensors and measurement capability. The current work in each area is summarized.

  20. 75 FR 8427 - Civil Supersonic Aircraft Panel Discussion

    Science.gov (United States)

    2010-02-24

    ... America and NOISE-CON 2010 and it will be held at the Baltimore Marriott Waterfront Hotel, Grand Ballroom... Society of America and ] NOISE-CON 2010. It will be held at the Baltimore Marriott Waterfront Hotel, Grand... Space Administration (NASA), and industry to get feedback from interested persons. Public involvement...

  1. Advanced materials and fabrication processes for supersonic cruise aircraft

    Science.gov (United States)

    Guess, M. K.; Kaneko, R. S.; Wald, G. G.

    1981-01-01

    Research and development programs to develop high-strength aluminum alloys and low-cost materials and fabrication techniques for titanium alloys are being conducted. Thirteen aluminum alloy compositions are being evaluated. A section of a production component was fabricated using superplastic forming and diffusion bonding (SPF/DB) and fabrication studies are being conducted on three low temperature forming beta titanium alloys. Cost studies indicate substantial structural cost reduction potentials resulting from the use of both aluminum alloys and low-cost titanium fabrication techniques. Lowest overall costs are indicated for a composite/aluminum or composite titanium structure.

  2. Cosmic Rays with Portable Geiger Counters: From Sea Level to Airplane Cruise Altitudes

    Science.gov (United States)

    Blanco, Francesco; La Rocca, Paola; Riggi, Francesco

    2009-01-01

    Cosmic ray count rates with a set of portable Geiger counters were measured at different altitudes on the way to a mountain top and aboard an aircraft, between sea level and cruise altitude. Basic measurements may constitute an educational activity even with high school teams. For the understanding of the results obtained, simulations of extensive…

  3. Assessing and controlling the effect of aircraft on the environment: Pollution

    Science.gov (United States)

    Poppoff, I. G.; Grobman, J. S.

    1975-01-01

    The air pollution created by aircraft engines around airports and the global atmospheric problem of supersonic aircraft operating in the stratosphere are discussed. Methods for assessing the air pollution impact are proposed. The use of atmospheric models to determine the air pollution extent is described. Methods for controlling the emissions of aircraft engines are examined. Diagrams of the atmospheric composition resulting from exhaust gas emissions are developed.

  4. High Altitude Cerebral Edema

    Science.gov (United States)

    1986-03-01

    such enzyme inhibition would favor the creation of a metabolic acidosis to offset the hypoxic respiratory alkalosis of high altitude hyperventilation...that some of their symptoms might be due to the early respiratory alkalosis seen upon arrival at high altitude. Unfortunately 23 out of the 30 subjects...i I Hamilton-16 was negative in all cases and normal respiratory excursions were seen. CSF chemistries and cell counts were normal. Houston and

  5. High-Altitude Aircraft and Balloon-Borne Observations of OH, HO2, ClO, BrO, NO2, ClONO2, ClOOCl, H2O, and O3 in Earth's Stratosphere

    Science.gov (United States)

    Anderson, James G.

    1999-01-01

    Using observations from balloon-borne instruments and aircraft-borne instruments the investigation arrived at the following developments.: (1) Determination of the dominant catalytic cycles that destroy ozone in the lower stratosphere; (2) The partial derivatives of the rate limiting steps are observables in the lower stratosphere; (3) Recognition that the "Low NOx" condition is the regime that holds the greatest potential for misjudgement of Ozone loss rates; (4) Mapping of the Bromine radical contribution to the ozone destruction rate in the lower stratosphere; (5) Observation of OH, HO2 and ClO in the plume of the Concorde SST in the stratosphere; (6) Determination of the diurnal behavior of OH in the lower stratosphere; (7) Observed OH and H02 in the Troposphere and the interrelationship between Ozone and OH, HO2, CO and NO; (8) Analysis of the Catalytic Production of Ozone and Reactions that Couple OH and H02 in the Troposphere; (9) The continuing development of the understanding of the Tropopause temperatures, water vapor mixing ratios, and vertical advection and the mixing in of mid-latitude air; (10) Performed Multiple Tracer Analyses as a diagnostic of water vapor intrusion into the "Middle World" (i.e., the lowermost stratsophere); (11) Flight testing of a new instrument for the In Situ detection of ClON02 from the ER-2; (12) Laser induced fluorescence detection of NO2. There is included an in depth discussion of each of these developments and observations.

  6. Aircraft Carriers

    DEFF Research Database (Denmark)

    Nødskov, Kim; Kværnø, Ole

    There are many indications that China is actively researching the design of an aircraft carrier. It is unknown whether China will initiate the actual acquisition of a carrier, but the indications that are available of their research into aircraft carriers and carrier-capable aircraft, as well...... as their purchases of aircraft carrier systems, makes it more than likely that the country is preparing such an acquisition. China has territorial disputes in the South China Sea over the Spratly Islands and is also worried about the security of its sea lines of communications, by which China transports the majority...... of its foreign trade, as well as its oil imports, upon which the country is totally dependent. China therefore has good reasons for acquiring an aircraft carrier to enable it to protect its national interests. An aircraft carrier would also be a prominent symbol of China’s future status as a great power...

  7. Supersonic Plasma Flow Control Experiments

    Science.gov (United States)

    2005-12-01

    to liquid metals , for example, the conductivities of typical plasma and electrolyte flows are relatively low. Ref. 14 cites the conductivity of...heating is the dominant effect. 15. SUBJECT TERMS Supersonic, plasma , MHD , boundary-layer 16. SECURITY CLASSIFICATION OF: 19a. NAME OF RESPONSIBLE...horns in operation on Mach 5 wind tunnel with a plasma discharge. 31 Figure 17 Front view of a 100 mA DC discharge generated with upstream pointing

  8. Supersonic Chordwise Bending Flutter in Cascades

    Science.gov (United States)

    1975-05-31

    such a flutter boundary can be made by utilizing the trend lines predicted from a supersonic analysis based on supersonic cascade theory (Appendix I...bonding agent was injected via hypodermic needles after the blade tabs were properly inserted, The integrity and repeatability of the mounting of the indi...in conjunction with NASTRAN predictions and supersonic cascade aerodynamic computa- tions. Comparisons between theory and experiment are discussed. DD

  9. Development of SCR Aircraft takeoff and landing procedures for community noise abatement and their impact on flight safety

    Science.gov (United States)

    Grantham, W. D.; Smith, P. M.

    1980-01-01

    Piloted simulator studies to determine takeoff and landing procedures for a supersonic cruise transport concept that result in predicted community noise levels which meet current Federal Aviation Administration (FAA) standards are discussed. The results indicate that with the use of advanced procedures, the subject simulated aircraft meets the FAA traded noise levels during takeoff and landing utilizing average flight crew skills. The advanced takeoff procedures developed involved violating three of the current Federal Aviation Regulations (FAR) noise test conditions. These were: (1) thrust cutbacks at altitudes below 214 meters (700 ft); (2) thrust cutback level below those presently allowed; and (3) configuration change, other than raising the landing gear. It was not necessary to violate any FAR noise test conditions during landing approach. It was determined that the advanced procedures developed do not compromise flight safety. Automation of some of the aircraft functions reduced pilot workload, and the development of a simple head-up display to assist in the takeoff flight mode proved to be adequate.

  10. Supersonic flow imaging via nanoparticles

    Institute of Scientific and Technical Information of China (English)

    2009-01-01

    Due to influence of compressibility,shock wave,instabilities,and turbulence on supersonic flows, current flow visualization and imaging techniques encounter some problems in high spatiotemporal resolution and high signal-to-noise ratio(SNR)measurements.Therefore,nanoparticle based planar laser scattering method(NPLS)is developed here.The nanoparticles are used as tracer,and pulse planar laser is used as light source in NPLS;by recording images of particles in flow field with CCD, high spatiotemporal resolution supersonic flow imaging is realized.The flow-following ability of nanoparticles in supersonic flows is studied according to multiphase flow theory and calibrating experiment of oblique shock wave.The laser scattering characteristics of nanoparticles are analyzed with light scattering theory.The results of theoretical and experimental studies show that the dynamic behavior and light scattering characteristics of nanoparticles highly enhance the spatiotemporal resolution and SNR of NPLS,with which the flow field involving shock wave,expansion,Mach disk,boundary layer,sliding-line,and mixing layer can be imaged clearly at high spatiotemporal resolution.

  11. Computations of ideal and real gas high altitude plume flows

    Science.gov (United States)

    Feiereisen, William J.; Venkatapathy, Ethiraj

    1988-01-01

    In the present work, complete flow fields around generic space vehicles in supersonic and hypersonic flight regimes are studied numerically. Numerical simulation is performed with a flux-split, time asymptotic viscous flow solver that incorporates a generalized equilibrium chemistry model. Solutions to generic problems at various altitude and flight conditions show the complexity of the flow, the equilibrium chemical dissociation and its effect on the overall flow field. Viscous ideal gas solutions are compared against equilibrium gas solutions to illustrate the effect of equilibrium chemistry. Improved solution accuracy is achieved through adaptive grid refinement.

  12. High Altitude and Heart

    Directory of Open Access Journals (Sweden)

    Murat Yalcin

    2011-04-01

    Full Text Available Nowadays, situations associated with high altitude such as mountaineering, aviation increasingly draw the attention of people. Gas pressure decreases and hypoxia is encountered when climbing higher. Physiological and pathological responses of human body to different heights are different. Therefore, physiological and pathological changes that may occur together with height and to know the clinical outcomes of these are important . Acute mountain sickness caused by high altitude and high altitude cerebral edema are preventable diseases with appropriate precautions. Atmospheric oxygen decreasing with height, initiates many adaptive mechanisms. These adaptation mechanisms and acclimatization vary widely among individuals because of reasons such as environmental factors, exercise and cold. High altitude causes different changes in the cardiovascular system with various mechanisms. Although normal individuals easily adapt to these changes, this situation can lead to undesirable results in people with heart disease. For this reason, it should be known the effective evaluation of the people with known heart disease before traveling to high altitude and the complications due to the changes with height and the recommendations can be made to these patients. [TAF Prev Med Bull 2011; 10(2.000: 211-222

  13. Aircraft Design

    Science.gov (United States)

    Bowers, Albion H. (Inventor); Uden, Edward (Inventor)

    2016-01-01

    The present invention is an aircraft wing design that creates a bell shaped span load, which results in a negative induced drag (induced thrust) on the outer portion of the wing; such a design obviates the need for rudder control of an aircraft.

  14. PIV Measurements of Supersonic Internally-Mixed Dual-Stream Jets

    Science.gov (United States)

    Bridges, James E.; Wernet, Mark P.

    2012-01-01

    While externally mixed, or separate flow, nozzle systems are most common in high bypass-ratio aircraft, they are not as attractive for use in lower bypass-ratio systems and on aircraft that will fly supersonically. The noise of such propulsion systems is also dominated by jet noise, making the study and noise reduction of these exhaust systems very important, both for military aircraft and future civilian supersonic aircraft. This paper presents particle image velocimetry of internally mixed nozzle with different area ratios between core and bypass, and nozzles that are ideally expanded and convergent. Such configurations independently control the geometry of the internal mixing layer and of the external shock structure. These allow exploration of the impact of shocks on the turbulent mixing layers, the impact of bypass ratio on broadband shock noise and mixing noise, and the impact of temperature on the turbulent flow field. At the 2009 AIAA/CEAS Aeroacoustics Conference the authors presented data and analysis from a series of tests that looked at the acoustics of supersonic jets from internally mixed nozzles. In that paper the broadband shock and mixing noise components of the jet noise were independently manipulated by holding Mach number constant while varying bypass ratio and jet temperature. Significant portions of that analysis was predicated on assumptions regarding the flow fields of these jets, both shock structure and turbulence. In this paper we add to that analysis by presenting particle image velocimetry measurements of the flow fields of many of those jets. In addition, the turbulent velocity data documented here will be very useful for validation of computational flow codes that are being developed to design advanced nozzles for future aircraft.

  15. Performance Evaluation Method for Dissimilar Aircraft Designs

    Science.gov (United States)

    Walker, H. J.

    1979-01-01

    A rationale is presented for using the square of the wingspan rather than the wing reference area as a basis for nondimensional comparisons of the aerodynamic and performance characteristics of aircraft that differ substantially in planform and loading. Working relationships are developed and illustrated through application to several categories of aircraft covering a range of Mach numbers from 0.60 to 2.00. For each application, direct comparisons of drag polars, lift-to-drag ratios, and maneuverability are shown for both nondimensional systems. The inaccuracies that may arise in the determination of aerodynamic efficiency based on reference area are noted. Span loading is introduced independently in comparing the combined effects of loading and aerodynamic efficiency on overall performance. Performance comparisons are made for the NACA research aircraft, lifting bodies, century-series fighter aircraft, F-111A aircraft with conventional and supercritical wings, and a group of supersonic aircraft including the B-58 and XB-70 bomber aircraft. An idealized configuration is included in each category to serve as a standard for comparing overall efficiency.

  16. Altitude and endurance training.

    Science.gov (United States)

    Rusko, Heikki K; Tikkanen, Heikki O; Peltonen, Juha E

    2004-10-01

    The benefits of living and training at altitude (HiHi) for an improved altitude performance of athletes are clear, but controlled studies for an improved sea-level performance are controversial. The reasons for not having a positive effect of HiHi include: (1) the acclimatization effect may have been insufficient for elite athletes to stimulate an increase in red cell mass/haemoglobin mass because of too low an altitude (stress with possible overtraining symptoms and an increased frequency of infections. Moreover, the effects of hypoxia in the brain may influence both training intensity and physiological responses during training at altitude. Thus, interrupting hypoxic exposure by training in normoxia may be a key factor in avoiding or minimizing the noxious effects that are known to occur in chronic hypoxia. When comparing HiHi and HiLo (living high and training low), it is obvious that both can induce a positive acclimatization effect and increase the oxygen transport capacity of blood, at least in 'responders', if certain prerequisites are met. The minimum dose to attain a haematological acclimatization effect is > 12 h a day for at least 3 weeks at an altitude or simulated altitude of 2100-2500 m. Exposure to hypoxia appears to have some positive transfer effects on subsequent training in normoxia during and after HiLo. The increased oxygen transport capacity of blood allows training at higher intensity during and after HiLo in subsequent normoxia, thereby increasing the potential to improve some neuromuscular and cardiovascular determinants of endurance performance. The effects of hypoxic training and intermittent short-term severe hypoxia at rest are not yet clear and they require further study.

  17. Analyzing the structure of the optical path difference of the supersonic film cooling

    Science.gov (United States)

    Ding, Haolin; Yi, Shihe; Fu, Jia; He, Lin

    2016-10-01

    While high-speed aircraft are flying in the atmosphere, its optical-hood is subjected to severe aerodynamic heating. Supersonic film cooling method can effectively isolate external heating, but the flow structures formed by the supersonic film cooling can cause the beam degradation and affect the imaging quality. To research the aero-optics of supersonic film cooling, an experimental model was adopted in this paper, its mainstream Mach number 3.4, designed jet Mach number 2.5, measured jet Mach number 2.45. High-resolution images of flow were acquired by the nano-based planar laser scattering (NPLS) technique, by reconstructing the density field of supersonic film cooling, and then, the optical path difference (OPD) were acquired by the ray-tracing method. Depending on the comparison between K-H vortex and OPD distribution, the valleys of OPD correspond to the vortex `rollers' and the peaks to the `braids'. However, the corresponding relationship becomes quite irregular for the flow field with developed vortices, and cannot be summarized in this manner. And then, the OPD were analyzed by correlation function and structure function, show that, there is a relationship between the shape of OPD correlation function and the vortex structure, the correlation function type changed with the development of the vortex. The correctness that the mixing layer makes a main contribution to the aero-optics of supersonic film cooling was verified, and the structure function of aero-optical distortion has a power relationship that is similar to that of atmospheric optics. At last, the power spectrum corresponding to the typical region of supersonic film cooling were acquired by improved periodgram.

  18. Rapid Parameterization Schemes for Aircraft Shape Optimization

    Science.gov (United States)

    Li, Wu

    2012-01-01

    A rapid shape parameterization tool called PROTEUS is developed for aircraft shape optimization. This tool can be applied directly to any aircraft geometry that has been defined in PLOT3D format, with the restriction that each aircraft component must be defined by only one data block. PROTEUS has eight types of parameterization schemes: planform, wing surface, twist, body surface, body scaling, body camber line, shifting/scaling, and linear morphing. These parametric schemes can be applied to two types of components: wing-type surfaces (e.g., wing, canard, horizontal tail, vertical tail, and pylon) and body-type surfaces (e.g., fuselage, pod, and nacelle). These schemes permit the easy setup of commonly used shape modification methods, and each customized parametric scheme can be applied to the same type of component for any configuration. This paper explains the mathematics for these parametric schemes and uses two supersonic configurations to demonstrate the application of these schemes.

  19. Static aeroelastic analysis for generic configuration aircraft

    Science.gov (United States)

    Lee, IN; Miura, Hirokazu; Chargin, Mladen K.

    1987-01-01

    A static aeroelastic analysis capability that can calculate flexible air loads for generic configuration aircraft was developed. It was made possible by integrating a finite element structural analysis code (MSC/NASTRAN) and a panel code of aerodynamic analysis based on linear potential flow theory. The framework already built in MSC/NASTRAN was used and the aerodynamic influence coefficient matrix is computed externally and inserted in the NASTRAN by means of a DMAP program. It was shown that deformation and flexible airloads of an oblique wing aircraft can be calculated reliably by this code both in subsonic and supersonic speeds. Preliminary results indicating importance of flexibility in calculating air loads for this type of aircraft are presented.

  20. Detonation in supersonic radial outflow

    KAUST Repository

    Kasimov, Aslan R.

    2014-11-07

    We report on the structure and dynamics of gaseous detonation stabilized in a supersonic flow emanating radially from a central source. The steady-state solutions are computed and their range of existence is investigated. Two-dimensional simulations are carried out in order to explore the stability of the steady-state solutions. It is found that both collapsing and expanding two-dimensional cellular detonations exist. The latter can be stabilized by putting several rigid obstacles in the flow downstream of the steady-state sonic locus. The problem of initiation of standing detonation stabilized in the radial flow is also investigated numerically. © 2014 Cambridge University Press.

  1. Low altitude remote sensing

    NARCIS (Netherlands)

    Pérez Calero, D.; Peyaud, A.; Van der Wal, D.; van 't Hof, J.; Hakkesteegt, H.; Vink, R.; Bovenkamp, E.G.P.; van Antwerpen, G.; Meynart, R.; Neeck, S.P.; Shimoda, H.; Habib, S.

    2008-01-01

    In 2007 TNO started to fly some sensors on an unmanned helicopter platform. These sensors included RGB, B/W and thermal infrared cameras. In 2008 a spectrometer was added. The goal for 2010 is to be able to offer a low altitude flying platform including several sensors. Development of these sensors

  2. Findings from the Supersonic Qualification Program of the Mars Science Laboratory Parachute System

    Science.gov (United States)

    Sengupta, Anita; Steltzner, Adam; Witkowski, Allen; Candler, Graham; Pantano, Carlos

    2009-01-01

    In 2012, the Mars Science Laboratory Mission (MSL) will deploy NASA's largest extra-terrestrial parachute, a technology integral to the safe landing of its advanced robotic explorer on the surface. The supersonic parachute system is a mortar deployed 21.5 m disk-gap-band (DGB) parachute, identical in geometric scaling to the Viking era DGB parachutes of the 1970's. The MSL parachute deployment conditions are Mach 2.3 at a dynamic pressure of 750 Pa. The Viking Balloon Launched Decelerator Test (BLDT) successfully demonstrated a maximum of 700 Pa at Mach 2.2 for a 16.1 m DGB parachute in its AV4 flight. All previous Mars deployments have derived their supersonic qualification from the Viking BLDT test series, preventing the need for full scale high altitude supersonic testing. The qualification programs for Mars Pathfinder, Mars Exploration Rover, and Phoenix Scout Missions were all limited to subsonic structural qualification, with supersonic performance and survivability bounded by the BLDT qualification. The MSL parachute, at the edge of the supersonic heritage deployment space and 33% larger than the Viking parachute, accepts a certain degree of risk without addressing the supersonic environment in which it will deploy. In addition, MSL will spend up to 10 seconds above Mach 1.5, an aerodynamic regime that is associated with a known parachute instability characterized by significant canopy projected area fluctuation and dynamic drag variation. This aerodynamic instability, referred to as "area oscillations" by the parachute community has drag performance, inflation stability, and structural implications, introducing risk to mission success if not quantified for the MSL parachute system. To minimize this risk and as an alternative to a prohibitively expensive high altitude test program, a multi-phase qualification program using computation simulation validated by subscale test was developed and implemented for MSL. The first phase consisted of 2% of fullscale

  3. Reference aircraft for ICAO Working Group E

    Science.gov (United States)

    1978-01-01

    The results of an advanced supersonic transport aircraft/engine integration study to be used as a detail preliminary design case to assist in the assessment of noise standards applicable to future supersonic transports are summarized. The design considered reflects the application of the advanced technologies which are projected to be available for program initiation in the 1980-1985 time period. Suppression characteristics included were obtained in simulated forward flight in the Rolls-Royce spin rig using a small scale model. The engine size selected produces a noise no greater than 108 EPNdB at any of the three Far Part 36 (Stage 2) defined measuring points and is sized slightly larger than the optimum cruise size to meet this noise constraint condition.

  4. Amphibious Aircraft

    Data.gov (United States)

    National Aeronautics and Space Administration — A brief self composed research article on Amphibious Aircrafts discussing their use, origin and modern day applications along with their advantages and disadvantages...

  5. Aircraft Disinsection

    Science.gov (United States)

    Some countries may require aircraft coming from countries where certain insects or insect-borne diseases are present, such as malaria and Zika virus, to be treated with insecticide. Find out about regulation of pesticides for this treatment.

  6. Towards the characterization of noise sources in a supersonic three-stream jet using advanced analysis tools

    Science.gov (United States)

    Ruscher, Christopher; Gogineni, Sivaram

    2016-11-01

    Strict noise regulation set by governing bodies currently make supersonic commercial aviation impractical. One of the many challenges that exist in developing practical supersonic commercial aircraft is the noise produced by the engine's exhaust jet. A promising method of jet noise reduction for supersonic applications is through the addition of extra exhaust streams. Data for an axisymmetric three-stream nozzle were generated using the Naval Research Laboratory's JENRE code. This data will be compared to experimental results obtained by NASA for validation purposes. Once the simulation results show satisfactory agreement to the experiments, advanced analysis tools will be applied to the simulation data to characterize potential noise sources. The tools to be applied include methods that are based on proper orthogonal decomposition, wavelet decomposition, and stochastic estimation. Additionally, techniques such as empirical mode decomposition and momentum potential theorem will be applied to the data as well.

  7. Ear - blocked at high altitudes

    Science.gov (United States)

    High altitudes and blocked ears; Flying and blocked ears; Eustachian tube dysfunction - high altitude ... eustachian tube is a connection between the middle ear (the space deep to the eardrum) and the ...

  8. Icing Characteristics of Low Altitude, Supercooled Layer Clouds. Revision

    Science.gov (United States)

    1980-05-01

    Buffalo (BUF), NY, the upper layer appeared to be cirrus or cirro- stratus which provided about 30% sky cover in the two northern quadrants at this time...Aircraft still below cloud base at this altitude and position 13 mi south of BUF at the completion of the final data run for the day. Aircraft starL - ing...Otherwise the sky was cloudless with good ve;tical and horizontal visibility during the transit into Ohio. At about 1530 E.S.T., near Belleaire, Ohio, the

  9. The Effect of the Recombination Shock behind a Backward Step on the Mixing Characteristics of an Inclined Sonic Methane Jet in a Supersonic Crossflow

    Science.gov (United States)

    Wen, A. C. Y.; Chang, B. Y. C.; Su, C. Y. H.; Yuan, D. H. F.

    The scramjet engines have been extensively studied for use in aircraft and future space transportation systems operating at speeds of about Mach 5 and above. At these high flight velocities, the incoming air is slowed down and maintained supersonic speed within the combustor

  10. Atlas occipitalization in a supersonic fighter pilot involved in a midair collision: a case report.

    Science.gov (United States)

    Gips, Hadas; Hiss, Jehuda; Davidson, Benjamin

    2010-11-01

    We report a case of a midair collision between two F16 fighter aircraft, in which one pilot survived and the other was ejected upon impact and his remains recovered from sea. In autopsy, no patholgy was detected, other than the expected evidence of mechanical trauma. No defects in the aircraft or faults in the parachute or ejection mechanism were found. Reconstruction of the shattered skull base and the cervical vertebrae revealed fusion of the atlanto-occipital joint (occipitalization) and a left paracondylar process. The effective diameter of the spinal canal was decreased by the abnormal articulation. Such malformations can cause a wide range of neurologic deficits. Considering the skill and alertness needed to operate a supersonic fighter aircraft, with the pressure applied by the heavy protective head gear and various G forces endured by the spinal column during flight, we postulate that the collision was related to the pilot's sudden incapacitation.

  11. Pdf prediction of supersonic hydrogen flames

    Science.gov (United States)

    Eifler, P.; Kollmann, W.

    1993-01-01

    A hybrid method for the prediction of supersonic turbulent flows with combustion is developed consisting of a second order closure for the velocity field and a multi-scalar pdf method for the local thermodynamic state. It is shown that for non-premixed flames and chemical equilibrium mixture fraction, the logarithm of the (dimensionless) density, internal energy per unit mass and the divergence of the velocity have several advantages over other sets of scalars. The closure model is applied to a supersonic non-premixed flame burning hydrogen with air supplied by a supersonic coflow and the results are compared with a limited set of experimental data.

  12. Annual view (1999) - aeronautic relation/space relation. Aeronautic relation - special aircraft; Nenkan tenbo (1999) koku kankei uchu kankei. Tokushu kokuki kanren

    Energy Technology Data Exchange (ETDEWEB)

    NONE

    2000-03-05

    The military use tilt rotor entered the practical use stage, and in May the first plane of quantity model MV-22B was delivered to the U.S. Marine Corps. As to the private use BA609, the development is being proceeded with, jointly with Kawasaki Heavy Industries which also joined the development, and that is planned to be completed in 2000. Relating to the unmanned aircraft, in Japan, Fuji Heavy Industries has completed aircraft with jet engine for experiment on soft landing under the lunar probe orbitary satellite plan worked on by National Space Development Agency of Japan and the Institute of the Space and Astronautical Science. The flight test is planned to be conducted in 2000. At National Aerospace Laboratory, Science and Technology Agency, non-powered unmanned supersonic experimental transport is planned, and the flight test is expected to be made in FY 2002. At NASA of the U.S., a prototype made a flight in August of the unmanned flying wing which flies at a high altitude for a long time by solar cells and fuel cells. The airship is now reviewed in the light of the environmental problem. National Aerospace Laboratory, Science and Technology Agency has started the R and S of an unmanned airship aimed at stationarily staying in the stratosphere using solar cells and fuel cells. (NEDO)

  13. Underexpanded Supersonic Plume Surface Interactions: Applications for Spacecraft Landings on Planetary Bodies

    Science.gov (United States)

    Mehta, M.; Sengupta, A.; Renno, N. O.; Norman, J. W.; Gulick, D. S.

    2011-01-01

    Numerical and experimental investigations of both far-field and near-field supersonic steady jet interactions with a flat surface at various atmospheric pressures are presented in this paper. These studies were done in assessing the landing hazards of both the NASA Mars Science Laboratory and Phoenix Mars spacecrafts. Temporal and spatial ground pressure measurements in conjunction with numerical solutions at altitudes of approx.35 nozzle exit diameters and jet expansion ratios (e) between 0.02 and 100 are used. Data from steady nitrogen jets are compared to both pulsed jets and rocket exhaust plumes at Mach approx.5. Due to engine cycling, overpressures and the plate shock dynamics are different between pulsed and steady supersonic impinging jets. In contrast to highly over-expanded (e plumes, results show that there is a relative ground pressure load maximum for moderately underexpanded (e approx.2-5) jets which demonstrate a long collimated plume shock structure. For plumes with e much >5 (lunar atmospheric regime), the ground pressure is minimal due to the development of a highly expansive shock structure. We show this is dependent on the stability of the plate shock, the length of the supersonic core and plume decay due to shear layer instability which are all a function of the jet expansion ratio. Asymmetry and large gradients in the spatial ground pressure profile and large transient overpressures are predominantly linked to the dynamics of the plate shock. More importantly, this study shows that thruster plumes exhausting into martian environments possess the largest surface pressure loads and can occur at high spacecraft altitudes in contrast to the jet interactions at terrestrial and lunar atmospheres. Theoretical and analytical results also show that subscale supersonic cold gas jets adequately simulate the flow field and loads due to rocket plume impingement provided important scaling parameters are in agreement. These studies indicate the critical

  14. Effect of reduced pressure, vibration and orientation to simulate high altitude testing of liquid pharmaceutical glass and plastic bottles

    NARCIS (Netherlands)

    Singh, S. Paul; Burgess, Gary; Kremer, Matt; Lockhart, Hugh

    2007-01-01

    This paper discusses the impact of high-altitude shipments of glass and plastic bottles on package integrity. High altitudes are encountered when trucks travel over mountain passes and when cargo and feeder aircraft transport packages in non-pressurized or partially pressurized cargo holds. This is

  15. Advanced Supersonic Nozzle Concepts: Experimental Flow Visualization Results Paired With LES

    Science.gov (United States)

    Berry, Matthew; Magstadt, Andrew; Stack, Cory; Gaitonde, Datta; Glauser, Mark; Syracuse University Team; The Ohio State University Team

    2015-11-01

    Advanced supersonic nozzle concepts are currently under investigation, utilizing multiple bypass streams and airframe integration to bolster performance and efficiency. This work focuses on the parametric study of a supersonic, multi-stream jet with aft deck. The single plane of symmetry, rectangular nozzle, displays very complex and unique flow characteristics. Flow visualization techniques in the form of PIV and schlieren capture flow features at various deck lengths and Mach numbers. LES is compared to the experimental results to both validate the computational model and identify limitations of the simulation. By comparing experimental results to LES, this study will help create a foundation of knowledge for advanced nozzle designs in future aircraft. SBIR Phase II with Spectral Energies, LLC under direction of Barry Kiel.

  16. Meteorological Support of the Helios World Record High Altitude Flight to 96,863 Feet

    Science.gov (United States)

    Teets, Edward H., Jr.; Donohue, Casey J.; Wright, Patrick T.; DelFrate, John (Technical Monitor)

    2002-01-01

    In characterizing and understanding atmospheric behavior when conducting high altitude solar powered flight research flight planning engineers and meteorologists are able to maximize the use of available airspace and coordinate aircraft maneuvers with pilots to make the best use of changing sun elevation angles. The result of this cooperative research produced a new world record for absolute altitude of a non-rocket powered aircraft of 96,863 ft (29,531.4 m). The Helios prototype solar powered aircraft, with a wingspan of 247 ft (75.0m), reached this altitude on August 13, 2001, off the coast of Kauai, Hawaii. The analyses of the weather characterization, the planning efforts, and the weather-of-the-day summary that led to at record flight are described in this paper.

  17. Aircraft Survivability: Survivability in The Low Altitude Regime, Summer 2009

    Science.gov (United States)

    2009-01-01

    colleague, Terry Dougherty, was diagnosed with Amyotrophic lateral sclerosis (ALS), often referred to as “Lou Gehrig’s Disease.” Terry is a leader...acquire infrared (IR) data every one degree around a target at multiple elevations. Despite the initial simplicity of the test concept, there were...Traditions Analysis & Synthesis Previous Experience New Information Genetic Heritage Decision (Hypothesis) Action (Test) Unfolding Circumstances Outside

  18. Utilization of simple and double control subsonic aircraft for advanced combat training of the military pilots

    Directory of Open Access Journals (Sweden)

    Ioan STEFANESCU

    2012-03-01

    Full Text Available The use of subsonic single control aircraft and especially of double–control ones, instead of supersonic combat aircraft in the military pilot training programs in the operational units, has be-come a necessity due to the economic and financial world-wide crisis which began during the 70’s-80’s, with the advent of the oil crisis, affecting many countries, which have their own Military Air Forces.

  19. Brain Food at High Altitude.

    Science.gov (United States)

    Jain, Vishal

    2016-01-01

    Scenic view at high altitude is a pleasure to the eyes, but it has some shortcoming effects as well. High altitude can be divided into different categories, i.e., high altitude (3000-5000 ft), very high altitude (5000-8000 ft), and extreme altitude (above 8000 ft). Much of the population resides at high altitude, and others go there for tourism. Military personnel are also posted there to defend boundaries. As we ascent to high altitude, partial pressure of oxygen reduces, whereas concentration remains the same; this reduces the availability of oxygen to different body parts. This pathophysiological condition is known as hypobaric hypoxia (HH) which leads to oxidative stress and further causes cognitive dysfunction in some cases. Hypoxia causes neurodegeneration in different brain regions; however, the hippocampus is found to be more prone in comparison to other brain regions. As the hippocampus is affected most, therefore, spatial memory is impaired most during such condition. This chapter will give a brief review of the damaging effect of high altitude on cognition and also throw light on possible herbal interventions at high altitude, which can improve cognitive performance as well as provide protection against the deteriorating effect of hypobaric hypoxia at high altitude.

  20. Design of a digital ride quality augmentation system for commuter aircraft

    Science.gov (United States)

    Hammond, T. A.; Amin, S. P.; Paduano, J. D.; Downing, D. R.

    1984-01-01

    Commuter aircraft typically have low wing loadings, and fly at low altitudes, and so they are susceptible to undesirable accelerations caused by random atmospheric turbulence. Larger commercial aircraft typically have higher wing loadings and fly at altitudes where the turbulence level is lower, and so they provide smoother rides. This project was initiated based on the goal of making the ride of the commuter aircraft as smooth as the ride experienced on the major commercial airliners. The objectives of this project were to design a digital, longitudinal mode ride quality augmentation system (RQAS) for a commuter aircraft, and to investigate the effect of selected parameters on those designs.

  1. Aircraft cybernetics

    Science.gov (United States)

    1977-01-01

    The use of computers for aircraft control, flight simulation, and inertial navigation is explored. The man-machine relation problem in aviation is addressed. Simple and self-adapting autopilots are described and the assets and liabilities of digital navigation techniques are assessed.

  2. LOW ALTITUDE AIRSHIPS FOR SEAMLESS MOBILE COMMUNICATION IN AIR TRAVEL

    Directory of Open Access Journals (Sweden)

    Madhu D

    2014-11-01

    Full Text Available The Aviation Administration policy prohibits the use of mobile phones in Aircraft during transition for the reason it may harm their communication system due to Electromagnetic interference. In case the user wants to access cellular network at higher altitudes, base station access is a problem. Large number of channels are allocated to a single user moving at high speed by various Base Stations in the vicinity to service the request requiring more resources. Low Altitude Platforms (LAPs are provided in the form of Base stations in the Airships with antennas projected upwards which has direct link with the Ground Station. LAPs using LongEndurance Multi-Intelligence Vehicle (LEMVs equipped with an engine for mobility and stable positioning against rough winds are utilized. This paper proposes a system that allows the passengers to use their mobiles in Aircraft using LAPs as an intermediate system between Aircraft and Ground station. As the Aircraft is dynamic, it has to change its link frequently with the Airships, MANETs using AODV protocol is established in the prototype using NS2 to provide the service and the results are encouraging

  3. On the unification of aircraft ultrafine particle emission data

    Energy Technology Data Exchange (ETDEWEB)

    Kaercher, B.; Busen, R. [DLR Deutsches Zentrum fuer Luft- und Raumfahrt e.V., Wessling (Germany). Inst. fuer Physik der Atmosphaere; Turco, R.P.; Yu Fangqun [California Univ., Los Angeles, CA (United States). Dept. of Atmospheric Sciences; Danilin, M.Y.; Weisenstein, D.K. [Atmospheric and Environmental Research, Inc., Cambridge, MA (United States); Miake-Lye, R.C. [Aerodyne Research, Inc., Billerica, MA (United States)

    2000-03-01

    To predict the environmental impacts of future commercial aviation, intensive studies have been launched to measure the properties and effects of aircraft emissions. These observations have revealed an extremely wide variance with respect to the number and sizes of the particles produced in the exhaust plumes. Aircraft aerosol ultimately contributes to the population of cloud-forming nuclei, and may lead to significant global radiative and chemical perturbations. In this paper, recent discoveries are coordinated and unified in the form of a physically consistent plume aerosol model that explains most of the observational variance. Using this new approach, it is now practical to carry out reliable global atmospheric simulations of aircraft effects, as demonstrated by a novel assessment of the perturbation of the stratospheric aerosol layer by a supersonic aircraft fleet. (orig.)

  4. On the unification of aircraft ultrafine particle emission data

    Energy Technology Data Exchange (ETDEWEB)

    Kaercher, B.; Busen, R. [DLR Deutsches Zentrum fuer Luft- und Raumfahrt e.V., Wessling (Germany). Inst. fuer Physik der Atmosphaere; Turco, R.P.; Yu Fangqun [California Univ., Los Angeles, CA (United States). Dept. of Atmospheric Sciences; Danilin, M.Y.; Weisenstein, D.K. [Atmospheric and Environmental Research, Inc., Cambridge, MA (United States); Miake-Lye, R.C. [Aerodyne Research, Inc., Billerica, MA (United States)

    2000-03-01

    To predict the environmental impacts of future commercial aviation, intensive studies have been launched to measure the properties and effects of aircraft emissions. These observations have revealed an extremely wide variance with respect to the number and sizes of the particles produced in the exhaust plumes. Aircraft aerosol ultimately contributes to the population of cloud-forming nuclei, and may lead to significant global radiative and chemical perturbations. In this paper, recent discoveries are coordinated and unified in the form of a physically consistent plume aerosol model that explains most of the observational variance. Using this new approach, it is now practical to carry out reliable global atmospheric simulations of aircraft effects, as demonstrated by a novel assessment of the perturbation of the stratospheric aerosol layer by a supersonic aircraft fleet. (orig.)

  5. Passive Thermal Control for the Low Density Supersonic Decelerator (LDSD) Test Vehicle Spin Motors Sub-System

    Science.gov (United States)

    Redmond, Matthew; Mastropietro, A. J.; Pauken, Michael; Mobley, Brandon

    2014-01-01

    Future missions to Mars will require improved entry, descent, and landing (EDL) technology over the Viking-heritage systems which recently landed the largest payload to date, the 900 kg Mars Science Laboratory. As a result, NASA's Low Density Supersonic Decelerator (LDSD) project is working to advance the state of the art in Mars EDL systems by developing and testing three key technologies which will enable heavier payloads and higher altitude landing sites on the red planet. These technologies consist of a large 33.5 m diameter Supersonic Disk Sail (SSDS) parachute and two different Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class that inflates to a 6 m diameter torus (SIAD-R), and an exploration class that inflates to an 8 m diameter isotensoid (SIADE). All three technologies will be demonstrated on test vehicles at high earth altitudes in order to simulate the Mars EDL environment. Each vehicle will be carried to altitude by a large helium balloon, released, spun up using spin motors to stabilize the vehicle's trajectory, and accelerated to supersonic speeds using a large solid rocket motor. The vehicle will then be spun down using another set of spin motors, and will deploy either the SIAD-R or SIAD-E, followed by the SSDS parachute until the vehicle lands in the ocean. Component level testing and bounding analysis are used to ensure the survival of system components in extreme thermal environments and predict temperatures throughout the flight. This paper presents a general description of the thermal testing, model correlation, and analysis of the spin motor passive thermal control sub-system to maintain spin motor performance, prescribed vehicle trajectory, and structural integrity of the test vehicle. The spin motor subsystem is predicted to meet its requirements with margin.

  6. Passive Thermal Control for the Low Density Supersonic Decelerator (LDSD) Test Vehicle Spin Motors Sub-System

    Science.gov (United States)

    Redmond, Matthew; Mastropietro, A. J.; Pauken, Michael; Mobley, Brandon

    2014-01-01

    Future missions to Mars will require improved entry, descent, and landing (EDL) technology over the Viking-heritage systems which recently landed the largest payload to date, the 900 kg Mars Science Laboratory. As a result, NASA's Low Density Supersonic Decelerator (LDSD) project is working to advance the state of the art in Mars EDL systems by developing and testing three key technologies which will enable heavier payloads and higher altitude landing sites on the red planet. These technologies consist of a large 33.5 m diameter Supersonic Disk Sail (SSDS) parachute and two different Supersonic Inflatable Aerodynamic Decelerator (SIAD) devices - a robotic class that inflates to a 6 m diameter torus (SIAD-R), and an exploration class that inflates to an 8 m diameter isotensoid (SIADE). All three technologies will be demonstrated on test vehicles at high earth altitudes in order to simulate the Mars EDL environment. Each vehicle will be carried to altitude by a large helium balloon, released, spun up using spin motors to stabilize the vehicle's trajectory, and accelerated to supersonic speeds using a large solid rocket motor. The vehicle will then be spun down using another set of spin motors, and will deploy either the SIAD-R or SIAD-E, followed by the SSDS parachute until the vehicle lands in the ocean. Component level testing and bounding analysis are used to ensure the survival of system components in extreme thermal environments and predict temperatures throughout the flight. This paper presents a general description of the thermal testing, model correlation, and analysis of the spin motor passive thermal control sub-system to maintain spin motor performance, prescribed vehicle trajectory, and structural integrity of the test vehicle. The spin motor subsystem is predicted to meet its requirements with margin.

  7. On highly focused supersonic microjets

    CERN Document Server

    Tagawa, Yoshiyuki; Willem, Claas; Peters, Ivo R; van der Meer, Deveraj; Sun, Chao; Prosperetti, Andrea; Lohse, Detlef

    2011-01-01

    By focusing a laser pulse in a liquid-filled glass-microcapillary open at one end, a small mass of liquid is instantaneously vapourised. This leads to a shock wave which travels towards the concave free surface where it generates a high-speed microjet. The initial shape of the meniscus plays a dominant role in the process. The velocity of the jet can reach supersonic speeds up to 850\\,m/s while maintaining a very sharp geometry. The entire evolution of the jet is observed by high-speed recordings of up to $10^6\\,$fps. A parametric study of the jet velocity as a function of the contact angle of the liquid-glass interface, the energy absorbed by the liquid, the diameter of the capillary tube, and the distance between the laser focus and the free surface is performed, and the results are rationalised. The method could be used for needle-free injection of vaccines or drugs.

  8. Supersonic Cloud Collision-II

    CERN Document Server

    Anathpindika, S

    2009-01-01

    In this, second paper of the sequel of two papers, we present five SPH simulations of fast head-on cloud collisions and study the evolution of the ram pressure confined gas slab. Anathpindika (2008) (hereafter paper I) considered highly supersonic cloud collisions and examined the effect of bending and shearing instabilities on the shocked gas slab. The post-collision shock here, as in paper I, is also modelled by a simple barotropic equation of state (EOS). However, a much stiffer EOS is used to model the shock resulting from a low velocity cloud collision. We explore the parameter space by varying the pre-collision velocity and the impact parameter. We observe that pressure confined gas slabs become Jeans unstable if the sound crossing time, $t_{cr}$, is much larger than the freefall time, $t_{ff}$, of putative clumps condensing out of them. Self gravitating clumps may spawn multiple/larger $N$-body star clusters. We also suggest that warmer gas slabs are unlikely to fragment and may end up as diffuse gas c...

  9. Monocular Vision System for Fixed Altitude Flight of Unmanned Aerial Vehicles.

    Science.gov (United States)

    Huang, Kuo-Lung; Chiu, Chung-Cheng; Chiu, Sheng-Yi; Teng, Yao-Jen; Hao, Shu-Sheng

    2015-07-13

    The fastest and most economical method of acquiring terrain images is aerial photography. The use of unmanned aerial vehicles (UAVs) has been investigated for this task. However, UAVs present a range of challenges such as flight altitude maintenance. This paper reports a method that combines skyline detection with a stereo vision algorithm to enable the flight altitude of UAVs to be maintained. A monocular camera is mounted on the downside of the aircraft's nose to collect continuous ground images, and the relative altitude is obtained via a stereo vision algorithm from the velocity of the UAV. Image detection is used to obtain terrain images, and to measure the relative altitude from the ground to the UAV. The UAV flight system can be set to fly at a fixed and relatively low altitude to obtain the same resolution of ground images. A forward-looking camera is mounted on the upside of the aircraft's nose. In combination with the skyline detection algorithm, this helps the aircraft to maintain a stable flight pattern. Experimental results show that the proposed system enables UAVs to obtain terrain images at constant resolution, and to detect the relative altitude along the flight path.

  10. Silent and Efficient Supersonic Bi-Directional Flying Wing Project

    Data.gov (United States)

    National Aeronautics and Space Administration — We propose a Phase I study for a novel concept of a supersonic bi-directional (SBiDir) flying wing (FW) that has the potential to revolutionize supersonic flight...

  11. Serial Escape System For Aircraft Crews

    Science.gov (United States)

    Wood, Kenneth E.

    1990-01-01

    Emergency escape system for aircraft and aerospace vehicles ejects up to seven crewmembers, one by one, within 120 s. Intended for emergencies in which disabled craft still in stable flight at no more than 220 kn (113 m/s) equivalent airspeed and sinking no faster than 110 ft/s (33.5 m/s) at altitudes up to 50,000 ft (15.2 km). Ejection rockets load themselves from magazine after each crewmember ejected. Jumpmaster queues other crewmembers and helps them position themselves on egress ramp. Rockets pull crewmembers clear of aircraft structure. Provides orderly, controlled exit and avoids ditching at sea or landing in rough terrain.

  12. Handling Qualities Prediction of an F-16XL-Based Reduced Sonic Boom Aircraft

    Science.gov (United States)

    Cogan, Bruce; Yoo, Seung

    2010-01-01

    A major goal of the Supersonics Project under NASA s Fundamental Aeronautics program is sonic boom reduction of supersonic aircraft. An important part of this effort is development and validation of sonic boom prediction tools used in aircraft design. NASA Dryden s F- 16XL was selected as a potential testbed aircraft to provide flight validation. Part of this task was predicting the handling qualities of the modified aircraft. Due to the high cost of modifying the existing F-16XL control laws, it was desirable to find modifications that reduced the aircraft sonic boom but did not degrade baseline aircraft handling qualities allowing for the potential of flight test without changing the current control laws. This was not a requirement for the initial modification design work, but an important consideration for proceeding to the flight test option. The primary objective of this work was to determine an aerodynamic and mass properties envelope of the F-16XL aircraft. The designers could use this envelope to determine the effect of proposed modifications on aircraft handling qualities.

  13. Cardiovascular physiology at high altitude.

    Science.gov (United States)

    Hooper, T; Mellor, A

    2011-03-01

    The role of the cardiovascular system is to deliver oxygenated blood to the tissues and remove metabolic effluent. It is clear that this complex system will have to adapt to maintain oxygen deliver in the profound hypoxia of high altitude. The literature on the adaptation of both the systemic and pulmonary circulations to high altitude is reviewed.

  14. Simulating Supersonic Turbulence in Galaxy Outflows

    CERN Document Server

    Scannapieco, Evan

    2010-01-01

    We present three-dimensional, adaptive mesh simulations of dwarf galaxy out- flows driven by supersonic turbulence. Here we develop a subgrid model to track not only the thermal and bulk velocities of the gas, but also its turbulent velocities and length scales. This allows us to deposit energy from supernovae directly into supersonic turbulence, which acts on scales much larger than a particle mean free path, but much smaller than resolved large-scale flows. Unlike previous approaches, we are able to simulate a starbursting galaxy modeled after NGC 1569, with realistic radiative cooling throughout the simulation. Pockets of hot, diffuse gas around individual OB associations sweep up thick shells of material that persist for long times due to the cooling instability. The overlapping of high-pressure, rarefied regions leads to a collective central outflow that escapes the galaxy by eating away at the exterior gas through turbulent mixing, rather than gathering it into a thin, unstable shell. Supersonic, turbul...

  15. Map images portraying flight paths of low-altitude transects over the Arctic Network of national park units and Selawik National Wildlife Refuge, Alaska, July 2013

    Data.gov (United States)

    U.S. Geological Survey, Department of the Interior — Maps portraying the flight paths for low altitude transects conducted from small aircraft over the National Park Service’s Arctic Network (Bering Land Bridge...

  16. Garmin GPS waypoints delineating low-altitude transects over the Arctic Network of national park units and Selawik National Wildlife Refuge, Alaska, July 2013

    Data.gov (United States)

    U.S. Geological Survey, Department of the Interior — GPS waypoints delineating the flight paths for low altitude transects from a Garmin GPS unit. Transects were conducted from small aircraft over the National Park...

  17. Supersonic Flutter of Laminated Curved Panels

    Directory of Open Access Journals (Sweden)

    M. Ganapathi

    1995-04-01

    Full Text Available Supersonic flutter analysis of laminated composite curved panels is investigated using doubly-curved, quadrilateral, shear flexible, shell element based on field-consistency approach. The formulation includes transverse shear deformation, in-plane and rotary inertias. The aerodynamic force is evaluated using two-dimensional static aerodynamic approximation for high supersonic flow. Initially, the model developed here is verified for the flutter analysis of flat plates. Numerical results are presented for isotropic, orthotropic and laminated anisotropic curved panels. A detailed parametric study is carried out to observe the effects of aspect and thickness ratios, number of layers, lamination scheme, and boundary conditions on flutter boundary.

  18. Supersonic gas shell for puff pinch experiments

    Science.gov (United States)

    Smith, R. S., III; Doggett, W. O.; Roth, I.; Stallings, C.

    1982-09-01

    An easy-to-fabricate, conical, annular supersonic nozzle has been developed for use in high-power, puff gas z-pinch experiments. A fast responding conical pressure probe has also been developed as an accurate supersonic gas flow diagnostic for evaluating the transient gas jet formed by the nozzle. Density profile measurements show that the magnitude and radial position of the gas annulus are fairly constant with distance from the nozzle, but the gas density in the center of the annulus increases with distance from the nozzle.

  19. Energy at high altitude.

    Science.gov (United States)

    Hill, N E; Stacey, M J; Woods, D R

    2011-03-01

    For the military doctor, an understanding of the metabolic effects of high altitude (HA) exposure is highly relevant. This review examines the acute metabolic challenge and subsequent changes in nutritional homeostasis that occur when troops deploy rapidly to HA. Key factors that impact on metabolism include the hypoxic-hypobaric environment, physical exercise and diet. Expected metabolic changes include augmentation of basal metabolic rate (BMR), decreased availability of oxygen in peripheral metabolic tissues, reduction in VO2 max, increased glucose dependency and lactate accumulation during exercise. The metabolic demands of exercise at HA are crucial. Equivalent activity requires greater effort and more energy than it does at sea level. Soldiers working at HA show high energy expenditure and this may exceed energy intake significantly. Energy intake at HA is affected adversely by reduced availability, reduced appetite and changes in endocrine parameters. Energy imbalance and loss of body water result in weight loss, which is extremely common at HA. Loss of fat predominates over loss of fat-free mass. This state resembles starvation and the preferential primary fuel source shifts from carbohydrate towards fat, reducing performance efficiency. However, these adverse effects can be mitigated by increasing energy intake in association with a high carbohydrate ration. Commanders must ensure that individuals are motivated, educated, strongly encouraged and empowered to meet their energy needs in order to maximise mission-effectiveness.

  20. High Altitude Dermatology

    Science.gov (United States)

    Singh, Lt. Col. G K

    2017-01-01

    Approximately, 140 million people worldwide live permanently at high altitudes (HAs) and approximately another 40 million people travel to HA area (HAA) every year for reasons of occupation, sports or recreation. In India, whole of Ladakh region, part of Northwest Kashmir, Northern part of Sikkim and Tenga valley of Arunachal are considered inhabited areas of HAA. The low quantity of oxygen, high exposure of ultraviolet (UV) light, very low humidity, extreme subzero temperature in winter, high wind velocity, make this region difficult for lowlanders as well as for tourists. Acute mountain sickness, HA pulmonary edema, HA cerebral edema, and thromboembolic conditions are known to occur in HA. However, enough knowledge has not been shared on dermatoses peculiar to this region. Xerosis, UV-related skin disorders (tanning, photomelanosis, acute and chronic sunburn, polymorphic light eruption, chronic actinic dermatitis, actinic cheilitis, etc.), cold injuries (frostbite, chilblains, acrocyanosis, erythrocyanosis, etc.) nail changes (koilonychias), airborne contact dermatitis, insect bite reaction, and skin carcinoma (basal cell carcinomas, squamous cell carcinomas, and also rarely malignant melanoma) are the dermatoses seen in HAAs. Early diagnosis and knowledge of HA dermatoses may prevent serious consequences of disease and improve the quality of life for the visitors as well as for native of the place. PMID:28216727

  1. High altitude dermatology

    Directory of Open Access Journals (Sweden)

    G K Singh

    2017-01-01

    Full Text Available Approximately, 140 million people worldwide live permanently at high altitudes (HAs and approximately another 40 million people travel to HA area (HAA every year for reasons of occupation, sports or recreation. In India, whole of Ladakh region, part of Northwest Kashmir, Northern part of Sikkim and Tenga valley of Arunachal are considered inhabited areas of HAA. The low quantity of oxygen, high exposure of ultraviolet (UV light, very low humidity, extreme subzero temperature in winter, high wind velocity, make this region difficult for lowlanders as well as for tourists. Acute mountain sickness, HA pulmonary edema, HA cerebral edema, and thromboembolic conditions are known to occur in HA. However, enough knowledge has not been shared on dermatoses peculiar to this region. Xerosis, UV-related skin disorders (tanning, photomelanosis, acute and chronic sunburn, polymorphic light eruption, chronic actinic dermatitis, actinic cheilitis, etc., cold injuries (frostbite, chilblains, acrocyanosis, erythrocyanosis, etc. nail changes (koilonychias, airborne contact dermatitis, insect bite reaction, and skin carcinoma (basal cell carcinomas, squamous cell carcinomas, and also rarely malignant melanoma are the dermatoses seen in HAAs. Early diagnosis and knowledge of HA dermatoses may prevent serious consequences of disease and improve the quality of life for the visitors as well as for native of the place.

  2. ARMAS and NAIRAS Comparisons of Radiation at Aviation Altitudes

    Science.gov (United States)

    Bell, L. D.

    2015-12-01

    Space Environment Technologies and the Space Weather Center (SWC) at Utah State University are deploying and obtaining effective dose rate radiation data from dosimeters flown on research aircraft. This project is called Automated Radiation Measurements for Aerospace Safety (ARMAS). Through several dozen flights since 2013 the ARMAS project has successfully demonstrated the operation of a micro-dosimeter on commercial aviation altitude aircraft that captures the real-time radiation environment resulting from galactic cosmic rays (GCR's) and solar energetic particles (SEP's). Space weather effects upon the near Earth environment are to dynamic changes in the energy transfer process from the Sun's photons, particles, and fields. The coupling between the solar and galactic high-energy particles, and atmospheric regions can significantly affect human tissue and the aircrafts technology as a result of radiation exposure. We describe and compare the types of radiation we have been measuring with the NAIRAS global climatological model as it relates to human tissue susceptibility and as a source at different altitude regions.

  3. Investigation of Efficient Turbulence Model for Two-Dimensional Nozzle Designed for Supersonic Cruise Using STAR-CCM+

    Directory of Open Access Journals (Sweden)

    Karthik Mummidisetti

    2013-08-01

    Full Text Available In the present work, investigation of various turbulence models has been carried out for predicting the efficient turbulence model for a two-dimensional nozzle designed for a supersonic cruise nozzle. Initially, a computational domain was created for a two-dimensional nozzle for a supersonic cruise, then, with an appropriate mesh size, various turbulence models has been used for simulations. The main objective of the present work is to determine the efficient turbulence model for nozzle designs. As till date, commercial software’s are implementing many advanced technique, the test of turbulence model is very much needed for today’s research. The results obtained from the computational approach were compared with experimental approach which was conducted in the Langley 16-Foot Transonic Tunnel at Mach numbers from 0.8 to 1.2 by NASA Langley Research Centre, Virginia. These supersonic cruise nozzles have a wide range of applications in designing Fighter jets and supersonic cruise aircraft's. The present work was conducted by using the commercial Computational Fluid Dynamics Software, STAR-CCM+. Initially, Nozzle at a free stream Mach number 0.9 was designed and all the initial and boundary conditions were calculated. From the results obtained in the present investigation, we can conclude that there was an excellent correlation between the experimental and computational data for K-Epsilon turbulence model.

  4. The effect of aircraft emissions on atmospheric ozone in the northern hemisphere

    NARCIS (Netherlands)

    Beck JP; Reeves CE; de Leeuw FAAM; Penkett SA

    1990-01-01

    The effect of aircraft emissions on tropospheric ozone was studied using a 2-D zonal model, of longitude versus altitude. An emission inventory for the 1987 civil aircraft fleet was constructed based on fuel usage and civil aviation statistics. For the area covered by the model (30 - 60 degrees N)

  5. Plume and Shock Interaction Effects on Sonic Boom in the 1-foot by 1-foot Supersonic Wind Tunnel

    Science.gov (United States)

    Castner, Raymond; Elmiligui, Alaa; Cliff, Susan; Winski, Courtney

    2015-01-01

    The desire to reduce or eliminate the operational restrictions of supersonic aircraft over populated areas has led to extensive research at NASA. Restrictions are due to the disturbance of the sonic boom, caused by the coalescence of shock waves formed by the aircraft. A study has been performed focused on reducing the magnitude of the sonic boom N-wave generated by airplane components with a focus on shock waves caused by the exhaust nozzle plume. Testing was completed in the 1-foot by 1-foot supersonic wind tunnel to study the effects of an exhaust nozzle plume and shock wave interaction. The plume and shock interaction study was developed to collect data for computational fluid dynamics (CFD) validation of a nozzle plume passing through the shock generated from the wing or tail of a supersonic vehicle. The wing or tail was simulated with a wedgeshaped shock generator. This test entry was the first of two phases to collect schlieren images and off-body static pressure profiles. Three wedge configurations were tested consisting of strut-mounted wedges of 2.5- degrees and 5-degrees. Three propulsion configurations were tested simulating the propulsion pod and aft deck from a low boom vehicle concept, which also provided a trailing edge shock and plume interaction. Findings include how the interaction of the jet plume caused a thickening of the shock generated by the wedge (or aft deck) and demonstrate how the shock location moved with increasing nozzle pressure ratio.

  6. Unmanned aerial vehicle: A unique platform for low-altitude remote sensing for crop management

    Science.gov (United States)

    Unmanned aerial vehicles (UAV) provide a unique platform for remote sensing to monitor crop fields that complements remote sensing from satellite, aircraft and ground-based platforms. The UAV-based remote sensing is versatile at ultra-low altitude to be able to provide an ultra-high-resolution imag...

  7. A comparative analysis of the influence of weather on the flight altitudes of birds

    NARCIS (Netherlands)

    Shamoun-Baranes, J.; van Loon, E.; van Gasteren, H.; van Belle, J.; Bouten, W.; Buurma, L.

    2006-01-01

    Birds pose a serious risk to flight safety worldwide. A Bird Avoidance Model (BAM) is being developed in the Netherlands to reduce the risk of bird-aircraft collisions. In order to develop a temporally and spatially dynamic model of bird densities, data are needed on the flight-altitude distribution

  8. Supersonic Injection of Aerated Liquid Jet

    Science.gov (United States)

    Choudhari, Abhijit; Sallam, Khaled

    2016-11-01

    A computational study of the exit flow of an aerated two-dimensional jet from an under-expanded supersonic nozzle is presented. The liquid sheet is operating within the annular flow regime and the study is motivated by the application of supersonic nozzles in air-breathing propulsion systems, e.g. scramjet engines, ramjet engines and afterburners. The simulation was conducted using VOF model and SST k- ω turbulence model. The test conditions included: jet exit of 1 mm and mass flow rate of 1.8 kg/s. The results show that air reaches transonic condition at the injector exit due to the Fanno flow effects in the injector passage. The aerated liquid jet is alternately expanded by Prandtl-Meyer expansion fan and compressed by oblique shock waves due to the difference between the back (chamber) pressure and the flow pressure. The process then repeats itself and shock (Mach) diamonds are formed at downstream of injector exit similar to those typical of exhaust plumes of propulsion system. The present results, however, indicate that the flow field of supersonic aerated liquid jet is different from supersonic gas jets due to the effects of water evaporation from the liquid sheet. The contours of the Mach number, static pressure of both cases are compared to the theory of gas dynamics.

  9. Conditions for supersonic bent Marshak waves

    CERN Document Server

    Xu, Qiang; Li, Jing; Dan, Jia-kun; Wang, Kun-lun; Zhou, Shao-tong

    2014-01-01

    Supersonic radiation diffusion approximation is a useful way to study the radiation transportation. Considering the bent Marshak wave theory in 2-dimensions, and an invariable source temperature, we get the supersonic radiation diffusion conditions which are about the Mach number $M>8(1+\\sqrt{\\ep})/3$, and the optical depth $\\tau>1$. A large Mach number requires a high temperature, while a large optical depth requires a low temperature. Only when the source temperature is in a proper region these conditions can be satisfied. Assuming the material opacity and the specific internal energy depend on the temperature and the density as a form of power law, for a given density, these conditions correspond to a region about source temperature and the length of the sample. This supersonic diffusion region involves both lower and upper limit of source temperature, while that in 1-dimension only gives a lower limit. Taking $\\rm SiO_2$ and the Au for example, we show the supersonic region numerically.

  10. Dielectric barrier discharge source for supersonic beams

    Energy Technology Data Exchange (ETDEWEB)

    Luria, K.; Lavie, N.; Even, U. [Sackler School of Chemistry, Tel Aviv University, Tel Aviv 69978 (Israel)

    2009-10-15

    We present a new excitation source for pulsed supersonic beams. The excitation is based on dielectric barrier discharge in the beam. It produces cold beams of metastable atoms, dissociated neutral atoms from molecular precursors, and both positive and negative ions with high efficiency and reliability.

  11. Numerical and experimental investigations on supersonic ejectors

    Energy Technology Data Exchange (ETDEWEB)

    Bartosiewicz, Y.; Aidoun, Z. [CETC-Varennes, Natural Resources Canada (Canada); Desevaux, P. [CREST-UMR 6000, Belfort (France); Mercadier, Y. [Sherbrooke Univ. (Canada). THERMAUS

    2005-02-01

    Supersonic ejectors are widely used in a range of applications such as aerospace, propulsion and refrigeration. The primary interest of this study is to set up a reliable hydrodynamics model of a supersonic ejector, which may be extended to refrigeration applications. The first part of this work evaluated the performance of six well-known turbulence models for the study of supersonic ejectors. The validation concentrated on the shock location, shock strength and the average pressure recovery prediction. Axial pressure measurements with a capillary probe performed previously [Int. J. Turbo Jet Engines 19 (2002) 71; Conference Proc., 10th Int. Symp. Flow Visualization, Kyoto, Japan, 2002], were compared with numerical simulations while laser tomography pictures were used to evaluate the non-mixing length. The capillary probe has been included in the numerical model and the non-mixing length has been numerically evaluated by including an additional transport equation for a passive scalar, which acted as an ideal colorant in the flow. At this point, the results show that the k-omega-sst model agrees best with experiments. In the second part, the tested model was used to reproduce the different operation modes of a supersonic ejector, ranging from on-design point to off-design. In this respect, CFD turned out to be an efficient diagnosis tool of ejector analysis (mixing, flow separation), for design, and performance optimization (optimum entrainment and recompression ratios). (Author)

  12. Reducing The Climate Change Impact of Aviation By Restricting Cruise Altitudes

    Science.gov (United States)

    Williams, V.; Noland, R. B.; Toumi, R.

    Aviation has the potential to influence the global climate. The total annual fuel burned by aircraft contributes a small but significant proportion of global anthropogenic car- bon dioxide emissions, with this proportion set to increase with the projected rise in demand for air travel. Additionally, the emission of nitrogen oxides at altitude can have a much greater impact on ozone, and in turn on the atmospheric radiation bud- get, than emission at the surface. A third mechanism for the influence of aviation on climate is through the production of contrails. Contrails cover 0.1 Cruise altitude restrictions could severely constrain air space capacity, especially in parts of Europe. In addition, carbon emissions may increase due to less efficient air- craft operation at lower cruise altitudes, which would offset some of the benefits of eliminating contrail formation. An analysis of these trade-offs is presented, using the RAMS air space simulation model as applied to European airspace. This model sim- ulates the flight paths and altitudes of each aircraft and is here used to calculate emis- sions of carbon dioxide and changes in the journey time. Our analysis demonstrates that altitude restrictions on commercial aircraft could be an effective means of re- ducing climate change impacts, though it will be necessary to mitigate the increased controller workload conflicts that this will generate.

  13. Experimental observations of a complex, supersonic nozzle concept

    Science.gov (United States)

    Magstadt, Andrew; Berry, Matthew; Glauser, Mark; Ruscher, Christopher; Gogineni, Sivaram; Kiel, Barry; Skytop Turbulence Labs, Syracuse University Team; Spectral Energies, LLC. Team; Air Force Research Laboratory Team

    2015-11-01

    A complex nozzle concept, which fuses multiple canonical flows together, has been experimentally investigated via pressure, schlieren and PIV in the anechoic chamber at Syracuse University. Motivated by future engine designs of high-performance aircraft, the rectangular, supersonic jet under investigation has a single plane of symmetry, an additional shear layer (referred to as a wall jet) and an aft deck representative of airframe integration. Operating near a Reynolds number of 3 ×106 , the nozzle architecture creates an intricate flow field comprised of high turbulence levels, shocks, shear & boundary layers, and powerful corner vortices. Current data suggest that the wall jet, which is an order of magnitude less energetic than the core, has significant control authority over the acoustic power through some non-linear process. As sound is a direct product of turbulence, experimental and analytical efforts further explore this interesting phenomenon associated with the turbulent flow. The authors acknowledge the funding source, a SBIR Phase II project with Spectral Energies, LLC. and AFRL turbine engine branch under the direction of Dr. Barry Kiel.

  14. Acoustic measurements of models of military style supersonic nozzle jets

    Directory of Open Access Journals (Sweden)

    Ching-Wen Kuo

    2014-02-01

    Full Text Available Modern military aircraft jet engines are designed with variable-geometry nozzles to provide optimal thrust in different operating conditions, depending on the flight envelope. However, acoustic measurements for such nozzles are scarce, due to the cost involved in making full-scale measurements and the lack of details about the exact geometries of these nozzles. Thus the present effort at Pennsylvania State University (PSU in partnership with GE Aviation and the NASA Glenn Research Center is aiming to study and characterize the acoustic field produced by supersonic jets issuing from converging-diverging military style nozzles, and to identify and test promising noise reduction techniques. An equally important objective is to develop methodology for using data obtained from small- and moderate-scale experiments to reliably predict the full-scale engine noise. The experimental results presented show reasonable agreement between small-scale and medium-scale jets, as well as between heated jets and heat-simulated ones.

  15. CFD-based Analysis of Aeroelastic behavior of Supersonic Fins

    Directory of Open Access Journals (Sweden)

    Tianxing Cai

    2011-02-01

    Full Text Available The main goal of this paper is to analyze the flutter boundary, transient loads of a supersonic fin, and the flutter with perturbation. Reduced order mode (ROM based on Volterra Series is presented to calculate the flutter boundary, and CFD/CSD coupling is used to compute the transient aerodynamic load. The Volterra-based ROM is obtained using the derivative of unsteady aerodynamic step-response, and the infinite plate spline is used to perform interpolation of physical quantities between the fluid and the structural grids. The results show that inertia force plays a significant role in the transient loads, the moment cause by inertia force is lager than the aerodynamic force, because of the huge transient loads, structure may be broken by aeroelasticity below the flutter dynamic pressure. Perturbations of aircraft affect the aeroelastic response evident, the reduction of flutter dynamic pressure by rolling perturbation form 15.4% to 18.6% when Mach from 2.0 to 3.0. It is necessary to analyze the aeroelasticity behaviors under the compositive force environment.

  16. Flight tests of a supersonic natural laminar flow airfoil

    Science.gov (United States)

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

    2015-06-01

    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.

  17. Acoustic measurements of models of military style supersonic nozzle jets

    Institute of Scientific and Technical Information of China (English)

    Ching-Wen Kuo; Jérémy Veltin; Dennis K. McLaughlin

    2014-01-01

    Modern military aircraft jet engines are designed with variable-geometry nozzles to provide optimal thrust in different operating conditions, depending on the flight envelope. How-ever, acoustic measurements for such nozzles are scarce, due to the cost involved in making full-scale measurements and the lack of details about the exact geometries of these nozzles. Thus the present effort at Pennsylvania State University (PSU) in partnership with GE Aviation and the NASA Glenn Research Center is aiming to study and characterize the acoustic field produced by supersonic jets issuing from converging-diverging military style nozzles, and to identify and test promising noise reduction techniques. An equally important objective is to develop methodology for using data obtained from small-and moderate-scale experiments to reliably predict the full-scale engine noise. The experimental results presented show reasonable agreement between small-scale and medium-scale jets, as well as between heated jets and heat-simulated ones.

  18. Venus Altitude Cycling Balloon Project

    Data.gov (United States)

    National Aeronautics and Space Administration — The ISTAR Group ( IG) and team mate Thin Red Line Aerospace (TRLA) propose a Venus altitude cycling balloon (Venus ACB), an innovative superpressure balloon...

  19. A3 Altitude Test Facility

    Science.gov (United States)

    Dulreix, Lionel J.

    2009-01-01

    This slide presentation shows drawings, diagrams and photographs of the A3 Altitude Test Facility. It includes a review of the A3 Facility requirements, and drawings of the various sections of the facility including Engine Deck and Superstructure, Test Cell and Thrust Takeout, Structure and Altitude Support Systems, Chemical Steam generators, and the subscale diffuser. There are also pictures of the construction site, and the facility under construction. A Diagram of the A3 Steam system schematic is also shown

  20. Evaluation of the doses to aircrew members by considering the aircraft structures

    Science.gov (United States)

    Battistoni, G.; Ferrari, A.; Pelliccioni, M.; Villari, R.

    A mathematical model of an aircraft has been developed with the aim to investigate the influence of the aircraft structures and contents on the exposure of aircrew and passengers to the galactic component of cosmic rays. The irradiation of the mathematical model in the cosmic ray environment has been simulated using the Monte Carlo transport code FLUKA. Effective dose and ambient dose equivalent rates have been determined inside the aircraft at several locations along the fuselage at typical civil aviation altitudes.

  1. Meeting the challenges with the Douglas Aircraft Company Aeroelastic Design Optimization Program (ADOP)

    Science.gov (United States)

    Rommel, Bruce A.

    1989-01-01

    An overview of the Aeroelastic Design Optimization Program (ADOP) at the Douglas Aircraft Company is given. A pilot test program involving the animation of mode shapes with solid rendering as well as wire frame displays, a complete aircraft model of a high-altitude hypersonic aircraft to test ADOP procedures, a flap model, and an aero-mesh modeler for doublet lattice aerodynamics are discussed.

  2. GEMACS (General EM Model for the Analysis of Computer Systems) Frequency-Domain Analysis to Determine the Lightning Induced Electromagnetic Skin Current Distributions on an Aircraft.

    Science.gov (United States)

    1986-12-01

    Static Electricity. Paper No 17: 1-9. Fort Worth TX, June 21- 23, 1983. 40. Rustan, P.L. and J. Moreau . "Aircraft Lightning Attach- ment at Low Altitudes...John F. and Gustave L. Weinstock. Aircraft Related Lightning Mechanisms: Technical Report. Contract F33615-71-C-1581. McDonnell Aircraft Company, St

  3. Reduction of Altitude Diffuser Jet Noise Using Water Injection

    Science.gov (United States)

    Allgood, Daniel C.; Saunders, Grady P.; Langford, Lester A.

    2011-01-01

    A feasibility study on the effects of injecting water into the exhaust plume of an altitude rocket diffuser for the purpose of reducing the far-field acoustic noise has been performed. Water injection design parameters such as axial placement, angle of injection, diameter of injectors, and mass flow rate of water have been systematically varied during the operation of a subscale altitude test facility. The changes in acoustic far-field noise were measured with an array of free-field microphones in order to quantify the effects of the water injection on overall sound pressure level spectra and directivity. The results showed significant reductions in noise levels were possible with optimum conditions corresponding to water injection at or just upstream of the exit plane of the diffuser. Increasing the angle and mass flow rate of water injection also showed improvements in noise reduction. However, a limit on the maximum water flow rate existed as too large of flow rate could result in un-starting the supersonic diffuser.

  4. Reduction of Altitude Diffuser Jet Noise Using Water Injection

    Science.gov (United States)

    Allgood, Daniel C.; Saunders, Grady P.; Langford, Lester A.

    2014-01-01

    A feasibility study on the effects of injecting water into the exhaust plume of an altitude rocket diffuser for the purpose of reducing the far-field acoustic noise has been performed. Water injection design parameters such as axial placement, angle of injection, diameter of injectors, and mass flow rate of water have been systematically varied during the operation of a subscale altitude test facility. The changes in acoustic far-field noise were measured with an array of free-field microphones in order to quantify the effects of the water injection on overall sound pressure level spectra and directivity. The results showed significant reductions in noise levels were possible with optimum conditions corresponding to water injection at or just upstream of the exit plane of the diffuser. Increasing the angle and mass flow rate of water injection also showed improvements in noise reduction. However, a limit on the maximum water flow rate existed as too large of flow rate could result in un-starting the supersonic diffuser.

  5. A Comparitive Analysis of the Influence of Weather on the Flight Altitudes of Birds.

    Science.gov (United States)

    Shamoun-Baranes, Judy; van Loon, Emiel; van Gasteren, Hans; van Belle, Jelmer; Bouten, Willem; Buurma, Luit

    2006-01-01

    Birds pose a serious risk to flight safety worldwide. A Bird Avoidance Model (BAM) is being developed in the Netherlands to reduce the risk of bird aircraft collisions. In order to develop a temporally and spatially dynamic model of bird densities, data are needed on the flight-altitude distribution of birds and how this is influenced by weather. This study focuses on the dynamics of flight altitudes of several species of birds during local flights over land in relation to meteorological conditions.We measured flight altitudes of several species in the southeastern Netherlands using tracking radar during spring and summer 2000. Representatives of different flight strategy groups included four species: a soaring species (buzzard ), an obligatory aerial forager (swift Apus apus), a flapping and gliding species (blackheaded gull Larus ridibundus), and a flapping species (starling Sturnus vulgaris).Maximum flight altitudes varied among species, during the day and among days. Weather significantly influenced the flight altitudes of all species studied. Factors such as temperature, relative humidity, atmospheric instability, cloud cover, and sea level pressure were related to flight altitudes. Different combinations of factors explained 40% 70% of the variance in maximum flight altitudes. Weather affected flight strategy groups differently. Compared to flapping species, buzzards and swifts showed stronger variations in maximum daily altitude and f lew higher under conditions reflecting stronger thermal convection. The dynamic vertical distributions of birds are important for risk assessment and mitigation measures in flight safety as well as wind turbine studies.

  6. Aircraft Electric Secondary Power

    Science.gov (United States)

    1983-01-01

    Technologies resulted to aircraft power systems and aircraft in which all secondary power is supplied electrically are discussed. A high-voltage dc power generating system for fighter aircraft, permanent magnet motors and generators for aircraft, lightweight transformers, and the installation of electric generators on turbine engines are among the topics discussed.

  7. Application of altitude control techniques for low altitude earth satellites

    Science.gov (United States)

    Nickerson, K. G.; Herder, R. W.; Glass, A. B.; Cooley, J. L.

    1977-01-01

    The applications sensors of many low altitude earth satellites designed for recording surface or atmospheric data require near zero orbital eccentricities for maximum usefulness. Coverage patterns and altitude profiles require specified values of orbit semimajor axis. Certain initial combinations of semimajor axis, eccentricity, and argument of perigee can produce a so called 'frozen orbit' and minimum altitude variation which enhances sensor coverage. This paper develops information on frozen orbits and minimum altitude variation for all inclinations, generalizing previous results. In the altitude regions where most of these satellites function (between 200 and 1000 kilometers) strong atmospheric drag effects influence the evolution of the initial orbits. Active orbital maneuver control techniques to correct evolution of orbit parameters while minimizing the frequency of maneuvers are presented. The paper presents the application of theoretical techniques for control of near frozen orbits and expands upon the methods useful for simultaneously targeting several inplane orbital parameters. The applications of these techniques are illustrated by performance results from the Atmosphere Explorer (AE-3 and -5) missions and in preflight maneuver analysis and plans for the Seasat Oceanographic Satellite.

  8. A Grid Sourcing and Adaptation Study Using Unstructured Grids for Supersonic Boom Prediction

    Science.gov (United States)

    Carter, Melissa B.; Deere, Karen A.

    2008-01-01

    NASA created the Supersonics Project as part of the NASA Fundamental Aeronautics Program to advance technology that will make a supersonic flight over land viable. Computational flow solvers have lacked the ability to accurately predict sonic boom from the near to far field. The focus of this investigation was to establish gridding and adaptation techniques to predict near-to-mid-field (sources along the body the aircraft, far field sourcing and far field boundaries. The study then examined several techniques for grid adaptation. During the course of the study, volume sourcing was introduced as a new way to source grids using the grid generation code VGRID. Two different methods of using the volume sources were examined. The first method, based on manual insertion of the numerous volume sources, made great improvements in the prediction capability of USM3D for boom signatures. The second method (SSGRID), which uses an a priori adaptation approach to stretch and shear the original unstructured grid to align the grid and pressure waves, showed similar results with a more automated approach. Due to SSGRID s results and ease of use, the rest of the study focused on developing a best practice using SSGRID. The best practice created by this study for boom predictions using the CFD code USM3D involved: 1) creating a small cylindrical outer boundary either 1 or 2 body lengths in diameter (depending on how far below the aircraft the boom prediction is required), 2) using a single volume source under the aircraft, and 3) using SSGRID to stretch and shear the grid to the desired length.

  9. Asteroid airburst altitude vs. strength

    Science.gov (United States)

    Robertson, Darrel; Wheeler, Lorien; Mathias, Donovan

    2016-10-01

    Small NEO asteroids (<Ø140m) may not be a threat on a national or global level but can still cause a significant amount of local damage as demonstrated by the Chelyabinsk event where there was over $33 million worth of damage (1 billion roubles) and 1500 were injured, mostly due to broken glass. The ground damage from a small asteroid depends strongly on the altitude at which they "burst" where most of the energy is deposited in the atmosphere. The ability to accurately predict ground damage is useful in determining appropriate evacuation or shelter plans and emergency management.Strong asteroids, such as a monolithic boulder, fail and create peak energy deposition close to the altitude at which ram dynamic pressure exceeds the material cohesive strength. Weaker asteroids, such as a rubble pile, structurally fail at higher altitude, but it requires the increased aerodynamic pressure at lower altitude to disrupt and disperse the rubble. Consequently the resulting airbursts have a peak energy deposition at similar altitudes.In this study hydrocode simulations of the entry and break-up of small asteroids were performed to examine the effect of strength, size, composition, entry angle, and speed on the resulting airburst. This presentation will show movies of the simulations, the results of peak burst height, and the comparison to semi-analytical models.

  10. Supersonic Turbulent Boundary Layer: DNS and RANS

    Institute of Scientific and Technical Information of China (English)

    XU Jing-Lei; MA Hui-Yang

    2007-01-01

    We assess the performance of a few turbulence models for Reynolds averaged Navier-Stokes (RANS) simulation of supersonic boundary layers, compared to the direct numerical simulations (DNS) of supersonic flat-plate turbulent boundary layers, carried out by Gao et al. [Chin. Phys. Lett. 22 (2005) 1709] and Huang et al. [Sci.Chin. 48 (2005) 614], as well as some available experimental data. The assessment is made for two test cases, with incoming Mach numbers and Reynolds numbers M = 2.25, Re = 365, 000/in, and M = 4.5, Re - 1.7 × 107/m,respectively. It is found that in the first case the prediction of RANS models agrees well with the DNS and the experimental data, while for the second case the agreement of the DNS models with experiment is less satisfactory.The compressibility effect on the RANS models is discussed.

  11. Supersonic Motions of Galaxies in Clusters

    CERN Document Server

    Faltenbacher, A; Nagai, D; Gottlöber, S; Faltenbacher, Andreas; Kravtsov, Andrey V.; Nagai, Daisuke; Gottloeber, Stefan

    2004-01-01

    We study motions of galaxies in galaxy clusters formed in the concordance LCDM cosmology. We use high-resolution cosmological simulations that follow dynamics of dark matter and gas and include various physical processes critical for galaxy formation: gas cooling, heating and star formation. Analysing motions of galaxies and the properties of intracluster gas in the sample of eight simulated clusters at z=0, we study velocity dispersion profiles of the dark matter, gas, and galaxies. We measure the mean velocity of galaxy motions and gas sound speed as a function of radius and calculate the average Mach number of galaxy motions. The simulations show that galaxies, on average, move supersonically with the average Mach number of ~1.4, approximately independent of the cluster-centric radius. The supersonic motions of galaxies may potentially provide an important source of heating for the intracluster gas by driving weak shocks and via dynamical friction, although these heating processes appear to be inefficient ...

  12. Control of star formation by supersonic turbulence

    CERN Document Server

    MacLow, M M; Low, Mordecai-Mark Mac; Klessen, Ralf S.

    2004-01-01

    Understanding the formation of stars in galaxies is central to much of modern astrophysics. For several decades it has been thought that stellar birth is primarily controlled by the interplay between gravity and magnetostatic support, modulated by ambipolar diffusion. Recently, however, both observational and numerical work has begun to suggest that support by supersonic turbulence rather than magnetic fields controls star formation. In this review we outline a new theory of star formation relying on the control by turbulence. We demonstrate that although supersonic turbulence can provide global support, it nevertheless produces density enhancements that allow local collapse. Inefficient, isolated star formation is a hallmark of turbulent support, while efficient, clustered star formation occurs in its absence. The consequences of this theory are then explored for both local star formation and galactic scale star formation. (Abstract abbreviated)

  13. Altitude Stress During Participation of Medical Congress

    OpenAIRE

    Kim, Soon Bae; Kim, Jong Sung; Kim, Sang Jun; Cho, Su Hee; Suh, Dae Chul

    2016-01-01

    Medical congresses often held in highlands. We reviewed several medical issues associated with altitude stress especially while physicians have participated medical congress held in high altitude. Altitude stress, also known as an acute mountain sickness (AMS), is caused by acute exposure to low oxygen level at high altitude which is defined as elevations at or above 1,200 m and AMS commonly occurs above 2,500 m. Altitude stress with various symptoms including insomnia can also be experienced...

  14. Chemically reacting supersonic flow calculation using an assumed PDF model

    Science.gov (United States)

    Farshchi, M.

    1990-01-01

    This work is motivated by the need to develop accurate models for chemically reacting compressible turbulent flow fields that are present in a typical supersonic combustion ramjet (SCRAMJET) engine. In this paper the development of a new assumed probability density function (PDF) reaction model for supersonic turbulent diffusion flames and its implementation into an efficient Navier-Stokes solver are discussed. The application of this model to a supersonic hydrogen-air flame will be considered.

  15. Aerodynamic analysis of the aerospaceplane HyPlane in supersonic rarefied flow

    Science.gov (United States)

    Zuppardi, Gennaro; Savino, Raffaele; Russo, Gennaro; Spano'Cuomo, Luca; Petrosino, Eliano

    2016-06-01

    HyPlane is the Italian aerospaceplane proposal targeting, at the same time, both the space tourism and point-to-point intercontinental hypersonic flights. Unlike other aerospaceplane projects, relying on boosters or mother airplanes that bring the vehicle to high altitude, HyPlane will take off and land horizontally from common runways. According to the current project, HyPlane will fly sub-orbital trajectories under high-supersonic/low-hypersonic continuum flow regimes. It can go beyond the von Karman line at 100 km altitude for a short time, then starting the descending leg of the trajectory. Its aerodynamic behavior up to 70 km have already been studied and the results published in previous works. In the present paper some aspects of the aerodynamic behavior of HyPlane have been analyzed at 80, 90 and 100 km. Computer tests, calculating the aerodynamic parameters, have been carried out by a Direct Simulation Monte Carlo code. The effects of the Knudsen, Mach and Reynolds numbers have been evaluated in clean configuration. The effects of the aerodynamic surfaces on the rolling, pitching and yawing moments, and therefore on the capability to control attitude, have been analyzed at 100 km altitude. The aerodynamic behavior has been compared also with that of another aerospaceplane at 100 km both in clean and flapped configuration.

  16. Supersonic Gas-Liquid Cleaning System

    Science.gov (United States)

    Kinney, Frank

    1996-01-01

    The Supersonic Gas-Liquid Cleaning System Research Project consisted mainly of a feasibility study, including theoretical and engineering analysis, of a proof-of-concept prototype of this particular cleaning system developed by NASA-KSC. The cleaning system utilizes gas-liquid supersonic nozzles to generate high impingement velocities at the surface of the device to be cleaned. The cleaning fluid being accelerated to these high velocities may consist of any solvent or liquid, including water. Compressed air or any inert gas is used to provide the conveying medium for the liquid, as well as substantially reduce the total amount of liquid needed to perform adequate surface cleaning and cleanliness verification. This type of aqueous cleaning system is considered to be an excellent way of conducting cleaning and cleanliness verification operations as replacements for the use of CFC 113 which must be discontinued by 1995. To utilize this particular cleaning system in various cleaning applications for both the Space Program and the commercial market, it is essential that the cleaning system, especially the supersonic nozzle, be characterized for such applications. This characterization consisted of performing theoretical and engineering analysis, identifying desirable modifications/extensions to the basic concept, evaluating effects of variations in operating parameters, and optimizing hardware design for specific applications.

  17. Skin Friction and Pressure Measurements in Supersonic Inlets Project

    Data.gov (United States)

    National Aeronautics and Space Administration — Supersonic propulsion systems include internal ducts, and therefore, the flow often includes shock waves, shear layers, vortices, and separated flows. Passive flow...

  18. Spatial sensitivities of human health risk to intercontinental and high-altitude pollution

    Science.gov (United States)

    Koo, Jamin; Wang, Qiqi; Henze, Daven K.; Waitz, Ian A.; Barrett, Steven R. H.

    2013-06-01

    We perform the first long-term (>1 year) continuous adjoint simulations with a global atmospheric chemistry-transport model focusing on population exposure to fine particulate matter (PM2.5) and associated risk of early death. Sensitivities relevant to intercontinental and high-altitude PM pollution are calculated with particular application to aircraft emissions. Specifically, the sensitivities of premature mortality risk in different regions to NOx, SOx, CO, VOC and primary PM2.5 emissions as a function of location are computed. We apply the resultant sensitivity matrices to aircraft emissions, finding that NOx emissions are responsible for 93% of population exposure to aircraft-attributable PM2.5. Aircraft NOx accounts for all of aircraft-attributable nitrate exposure (as expected) and 53% of aircraft-attributable sulfate exposure due to the strong "oxidative coupling" between aircraft NOx emissions and non-aviation SO2 emissions in terms of sulfate formation. Of the health risk-weighted human PM2.5 exposure attributable to aviation, 73% occurs in Asia, followed by 18% in Europe. 95% of the air quality impacts of aircraft emissions in the US are incurred outside the US. We also assess the impact of uncertainty or changes in (non-aviation) ammonia emissions on aviation-attributable PM2.5 exposure by calculating second-order sensitivities. We note the potential application of the sensitivity matrices as a rapid policy analysis tool in aviation environmental policy contexts.

  19. Development and application of procedures to evaluate air quality and visibility impacts of low-altitude flying operations

    Energy Technology Data Exchange (ETDEWEB)

    Liebsch, E.J.

    1990-08-01

    This report describes the development and application of procedures to evaluate the effects of low-altitude aircraft flights on air quality and visibility. The work summarized in this report was undertaken as part of the larger task of assessing the various potential environmental impacts associated with low-altitude military airspaces. Accomplishing the air quality/visibility analysis for the GEIS included (1) development and application of an integrated air quality model and aircraft emissions database specifically for Military Training Route (MTR) or similar flight operations, (2) selection and application of an existing air quality model to analyze the more widespread and less concentrated aircraft emissions from military Operations Areas (MOAs) and Restricted Areas (RAs), and (3) development and application of procedures to assess impacts of aircraft emissions on visibility. Existing air quality models were considered to be inadequate for predicting ground-level concentrations of pollutants emitted by aircraft along MTRs; therefore, the Single-Aircraft Instantaneous Line Source (SAILS) and Multiple-Aircraft Instantaneous Line Source (MAILS) models were developed to estimate potential impacts along MTRs. Furthermore, a protocol was developed and then applied in the field to determine the degree of visibility impairment caused by aircraft engine exhaust plumes. 19 refs., 2 figs., 3 tabs.

  20. Propulsion controlled aircraft computer

    Science.gov (United States)

    Cogan, Bruce R. (Inventor)

    2010-01-01

    A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

  1. Development of Aptitude at Altitude

    Science.gov (United States)

    Hogan, Alexandra M.; Virues-Ortega, Javier; Botti, Ana Baya; Bucks, Romola; Holloway, John W.; Rose-Zerilli, Matthew J.; Palmer, Lyle J.; Webster, Rebecca J.; Baldeweg, Torsten; Kirkham, Fenella J.

    2010-01-01

    Millions of people currently live at altitudes in excess of 2500 metres, where oxygen supply is limited, but very little is known about the development of brain and behavioural function under such hypoxic conditions. We describe the physiological, cognitive and behavioural profile of a large cohort of infants (6-12 months), children (6-10 years)…

  2. Simulation development of a forward sensor-enhanced low-altitude guidance system

    Science.gov (United States)

    Zelenka, Richard E.; Swenson, Harry N.; Dearing, Munro G.; Hardy, Gordon H.

    1993-01-01

    The requirement to operate aircraft at low-altitude near the terrain is common in the military community and essential for helicopters. The risk and crew workload in this flight regime is severe, with navigation, guidance, and obstacle avoidance demanding high attention. A guidance system relying on digitized terrain elevation maps has been developed that employs airborne navigation, mission requirements, aircraft performance limits, and radar altimeter returns to generate a valley-seeking, low-altitude trajectory between waypoints for display to the pilot. This system has been flight demonstrated to 150 ft above ground level altitude, and is primarily limited by the ability of the pilot to perform obstacle detection and avoidance. In this study, a wide field of view forward sensor has been modeled and incorporated in the guidance system for the purpose of relieving the pilot of the obstacle avoidance duty. The results of a piloted, motion-based simulation of this enhanced low-altitude guidance system is presented. Simulated flights to 50 ft altitude in the presence of obstacles were demonstrated while maintaining situational awareness and close tracking of the guidance trajectory.

  3. Impingement of water droplets on wedges and diamond airfoils at supersonic speeds

    Science.gov (United States)

    Serafini, John S

    1953-01-01

    An analytical solution has been obtained for the equations of motion of water droplets impinging on a wedge in a two-dimensional supersonic flow field with a shock wave attached to the wedge. The closed-form solution yields analytical expressions for the equation of the droplet trajectory, the local rate of impingement and the impingement velocity at any point on the wedge surface, and the total rate of impingement. The analytical expressions are utilized to determine the impingement on the forward surfaces of diamond airfoils in supersonic flow fields with attached shock waves. The results presented include the following conditions: droplet diameters from 2 to 100 microns, pressure altitudes from sea level to 30,000 feet, free-stream static temperatures from 420 degrees to 460 degrees R. Also, free-stream Mach numbers from 1.1 to 2.0, semi-apex angles for the wedge from 1.14 degrees to 7.97 degrees, thickness-to-chord ratios for the diamond airfoil from 0.02 to 0.14, chord lengths from 1 to 20 feet, and angles of attack from zero to the inverse tangent of the airfoil thickness-to-chord ratio.

  4. Impingement of water droplets on wedges and double-wedge airfoils at supersonic speeds

    Science.gov (United States)

    Serafini, John S

    1954-01-01

    An analytical solution has been obtained for the equations of motion of water droplets impinging on a wedge in a two-dimensional supersonic flow field with a shock wave attached to the wedge. The closed-form solution yields analytical expressions for the equation of the droplet trajectory, the local rate of impingement and the impingement velocity at any point on the wedge surface, and the total rate of impingement. The analytical expressions are utilized to determine the impingement on the forward surfaces of diamond airfoils in supersonic flow fields with attached shock waves. The results presented include the following conditions: droplet diameters from 2 to 100 microns, pressure altitudes from sea level to 30,000 feet, free-stream static temperatures from 420 degrees r, free stream Mach numbers from 1.1 to 2.0, semiapex angles for the wedge from 1.14 degrees to 7.97 degrees, thickness-to-chord ratios for the diamond airfoil from 0.02 to 0.14, chord lengths from 1 to 20 feet, and angles of attack from zero to the inverse tangent of the airfoil thickness-to-chord ratio.

  5. Numerical Simulation of Reactive Flows in Overexpanded Supersonic Nozzle with Film Cooling

    Directory of Open Access Journals (Sweden)

    Mohamed Sellam

    2015-01-01

    Full Text Available Reignition phenomena occurring in a supersonic nozzle flow may present a crucial safety issue for rocket propulsion systems. These phenomena concern mainly rocket engines which use H2 gas (GH2 in the film cooling device, particularly when the nozzle operates under over expanded flow conditions at sea level or at low altitudes. Consequently, the induced wall thermal loads can lead to the nozzle geometry alteration, which in turn, leads to the appearance of strong side loads that may be detrimental to the rocket engine structural integrity. It is therefore necessary to understand both aerodynamic and chemical mechanisms that are at the origin of these processes. This paper is a numerical contribution which reports results from CFD analysis carried out for supersonic reactive flows in a planar nozzle cooled with GH2 film. Like the experimental observations, CFD simulations showed their ability to highlight these phenomena for the same nozzle flow conditions. Induced thermal load are also analyzed in terms of cooling efficiency and the results already give an idea on their magnitude. It was also shown that slightly increasing the film injection pressure can avoid the reignition phenomena by moving the separation shock towards the nozzle exit section.

  6. Aeroelastic passive control optimization of supersonic composite wing with external stores

    Science.gov (United States)

    Sulaeman, E.; Abdullah, N. A.; Kashif, S. M.

    2017-03-01

    This paper provides a study on passive aeroelastic control optimization, by means of aeroelastic tailoring, of a composite supersonic wing equipped with external stores. The objective of the optimization is to minimize wing weight by considering the aeroelastic flutter and divergence instability speeds as constraints at several flight altitudes. The optimization variables are the composite ply angle and skin thickness of the wing box, wing rib and its control surfaces. The aeroelastic instability speed is set as constraint such that it should be higher than the flutter speed of a metallic base line model of supersonic wing having previously published. A finite element analysis is applied to determine the stiffness and mass matric of the wing and its multi stores. The boundary element method in the form of doublet lattice method is used to model the unsteady aerodynamic load. The results indicate that, for the present wing configuration, the high modulus Graphite/Epoxy composite provides a desired higher flutter speed and lower wing weight compare to that of Kevlar/Epoxy composite as well as the base line metallic wing materials. The aeroelastic boundary thus can be enlarged to higher speed zone and in the same time reduce the structural weight which is important for a further optimization process.

  7. Human Health Effects of Ozone Depletion From Stratospheric Aircraft

    Science.gov (United States)

    Wey, Chowen (Technical Monitor)

    2001-01-01

    This report presents EPA's initial response to NASA's request to advise on potential environmental policy issues associated with the future development of supersonic flight technologies. Consistent with the scope of the study to which NASA and EPA agreed, EPA has evaluated only the environmental concerns related to the stratospheric ozone impacts of a hypothetical HSCT fleet, although recent research indicates that a fleet of HSCT is predicted to contribute to climate warming as well. This report also briefly describes the international and domestic institutional frameworks established to address stratospheric ozone depletion, as well as those established to control pollution from aircraft engine exhaust emissions.

  8. Impact of surface proximity on flow and acoustics of a rectangular supersonic jet

    Science.gov (United States)

    Gutmark, Ephraim; Baier, Florian; Mora, Pablo; Kailsanath, Kailas; Viswanath, Kamal; Johnson, Ryan

    2016-11-01

    Advances in jet technology have pushed towards faster aircraft, leading to more streamlined designs and configurations, pushing engines closer to the aircraft frame. This creates additional noise sources stemming from interactions between the jet flow and surfaces on the aircraft body, and interaction between the jet and the ground during takeoff and landing. The paper studies the impact of the presence of a flat plate on the flow structures and acoustics in an M =1.5 (NPR =3.67) supersonic jet exhausting from a rectangular C-D nozzle. Comparisons are drawn between baseline cases without a plate and varying nozzle-plate distance at NPRs from 2.5 to 4.5, and temperature ratios of up to 3.0. At the shielded side and sideline of the plate noise is mitigated only when the plate is at the nozzle lip (h =0). Low frequency mixing noise is increased in the downstream direction only for h =0. Screech tones that exist only for low NTR are fully suppressed by the plate at h =0. However, for h>0 the reflection enhances screech at both reflected side and sideline. Low frequency mixing noise is enhanced by the plate at the reflected side at all plate distances, while broad band shock associated noise is reduced only at the sideline for h =0. Increased temperature mitigates the screech tones across all test conditions. The results are compared to a circular nozzle of equivalent diameter with an adjacent plate.

  9. 14 CFR Appendix J to Part 141 - Aircraft Type Rating Course, For Other Than an Airline Transport Pilot Certificate

    Science.gov (United States)

    2010-01-01

    ... control of airspeed, configuration, direction, altitude, and attitude in accordance with procedures and... preflight; and (7) Use of the aircraft's prestart checklist, appropriate control system checks, starting... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Aircraft Type Rating Course, For Other Than...

  10. Novel matrix resins for composites for aircraft primary structures, phase 1

    Science.gov (United States)

    Woo, Edmund P.; Puckett, P. M.; Maynard, S.; Bishop, M. T.; Bruza, K. J.; Godschalx, J. P.; Mullins, M. J.

    1992-01-01

    The objective of the contract is the development of matrix resins with improved processability and properties for composites for primarily aircraft structures. To this end, several resins/systems were identified for subsonic and supersonic applications. For subsonic aircraft, a series of epoxy resins suitable for RTM and powder prepreg was shown to give composites with about 40 ksi compressive strength after impact (CAI) and 200 F/wet mechanical performance. For supersonic applications, a thermoplastic toughened cyanate prepreg system has demonstrated excellent resistance to heat aging at 360 F for 4000 hours, 40 ksi CAI and useful mechanical properties at greater than or equal to 310 F. An AB-BCB-maleimide resin was identified as a leading candidate for the HSCT. Composite panels fabricated by RTM show CAI of approximately 50 ksi, 350 F/wet performance and excellent retention of mechanical properties after aging at 400 F for 4000 hours.

  11. AIRCRAFT MAINTENANCE HANGAR

    National Research Council Canada - National Science Library

    GEAMBASU Gabriel George

    2017-01-01

    .... The first part of research describes the aircraft maintenance process that has to be done after an updated maintenance manual according with aircraft type, followed by a short introduction about maintenance hangar...

  12. Low Density Supersonic Decelerator (LDSD) Supersonic Flight Dynamics Test (SFDT) Plume Induced Environment Modelling

    Science.gov (United States)

    Mobley, B. L.; Smith, S. D.; Van Norman, J. W.; Muppidi, S.; Clark, I

    2016-01-01

    Provide plume induced heating (radiation & convection) predictions in support of the LDSD thermal design (pre-flight SFDT-1) Predict plume induced aerodynamics in support of flight dynamics, to achieve targeted freestream conditions to test supersonic deceleration technologies (post-flight SFDT-1, pre-flight SFDT-2)

  13. Investigation on the pressure matching performance of the constant area supersonic-supersonic ejector

    Directory of Open Access Journals (Sweden)

    Chen Jian

    2015-01-01

    Full Text Available The pressure matching performance of the constant area supersonic-supersonic ejector has been studied by varying the primary and secondary Mach numbers. The effect of the primary fluid injection configurations in ejector, namely peripheral and central, has been investigated as well. Schlieren pictures of flow structure in the former part of the mixing duct with different stagnation pressure ratio of the primary and secondary flows have been taken. Pressure ratios of the primary and secondary flows at the limiting condition have been obtained from the results of pressure and optical measurements. Additionally, a computational fluid dynamics analysis has been performed to clarify the physical meaning of the pressure matching performance diagram of the ejector. The obtained results show that the pressure matching performance of the constant area supersonic-supersonic ejector increases with the increase of the secondary Mach number, and the performance decreases slightly with the increase of the primary Mach number. The phenomenon of boundary layer separation induced by shock wave results in weaker pressure matching performance of the central ejector than that of the peripheral one. Furthermore, based on the observations of the experiment, a simplified analytical model has been proposed to predict the limiting pressure ratio, and the predicted values obtained by this model agree well with the experimental data.

  14. Methodology for the Design of Streamline-Traced External-Compression Supersonic Inlets

    Science.gov (United States)

    Slater, John W.

    2014-01-01

    A design methodology based on streamline-tracing is discussed for the design of external-compression, supersonic inlets for flight below Mach 2.0. The methodology establishes a supersonic compression surface and capture cross-section by tracing streamlines through an axisymmetric Busemann flowfield. The compression system of shock and Mach waves is altered through modifications to the leading edge and shoulder of the compression surface. An external terminal shock is established to create subsonic flow which is diffused in the subsonic diffuser. The design methodology was implemented into the SUPIN inlet design tool. SUPIN uses specified design factors to design the inlets and computes the inlet performance, which includes the flow rates, total pressure recovery, and wave drag. A design study was conducted using SUPIN and the Wind-US computational fluid dynamics code to design and analyze the properties of two streamline-traced, external-compression (STEX) supersonic inlets for Mach 1.6 freestream conditions. The STEX inlets were compared to axisymmetric pitot, two-dimensional, and axisymmetric spike inlets. The STEX inlets had slightly lower total pressure recovery and higher levels of total pressure distortion than the axisymmetric spike inlet. The cowl wave drag coefficients of the STEX inlets were 20% of those for the axisymmetric spike inlet. The STEX inlets had external sound pressures that were 37% of those of the axisymmetric spike inlet, which may result in lower adverse sonic boom characteristics. The flexibility of the shape of the capture cross-section may result in benefits for the integration of STEX inlets with aircraft.

  15. High speed titanium coating by Supersonic Laser Deposition

    OpenAIRE

    LUPOI, ROCCO

    2011-01-01

    PUBLISHED The importance of metal coating technologies drives the continuous improvement of metal deposition techniques for application in a wide range of industrial sectors. This work presents the foundations of a new process technology f or the deposition of t itanium coatings on steel tube substrates using supersonic powder streams and impact site laser heating , known as Supersonic Laser Deposition (SLD). M et...

  16. Unmanned aircraft systems

    Science.gov (United States)

    Unmanned platforms have become increasingly more common in recent years for acquiring remotely sensed data. These aircraft are referred to as Unmanned Airborne Vehicles (UAV), Remotely Piloted Aircraft (RPA), Remotely Piloted Vehicles (RPV), or Unmanned Aircraft Systems (UAS), the official term used...

  17. Physiological Factors Analysis in Unpressurized Aircraft Cabins

    Science.gov (United States)

    Patrao, Luis; Zorro, Sara; Silva, Jorge

    2016-11-01

    Amateur and sports flight is an activity with growing numbers worldwide. However, the main cause of flight incidents and accidents is increasingly pilot error, for a number of reasons. Fatigue, sleep issues and hypoxia, among many others, are some that can be avoided, or, at least, mitigated. This article describes the analysis of psychological and physiological parameters during flight in unpressurized aircraft cabins. It relates cerebral oximetry and heart rate with altitude, as well as with flight phase. The study of those parameters might give clues on which variations represent a warning sign to the pilot, thus preventing incidents and accidents due to human factors. Results show that both cerebral oximetry and heart rate change along the flight and altitude in the alert pilot. The impaired pilot might not reveal these variations and, if this is detected, he can be warned in time.

  18. Closed cycle propulsion for small unmanned aircraft

    Science.gov (United States)

    Hays, Thomas Chadwick

    This study evaluates the merit of closed cycle propulsion systems for use in unmanned systems. The complexity and added weight of closed cycle engines is offset by benefits in high altitude performance, operation in polluted air environments, multi-fuel operation, and potential for flight in low oxygen environments using generic thermal heat sources. Although most closed thermal cycles cannot match the efficiency and power density potential of internal combustion engines (ICE) and turbomachines in aircraft propulsion applications, the addition of design requirements regarding noise output, and operation at high altitude results in IC and CC engine's performance becoming much more comparable. Muffling devices increase backpressure on internal combustion engines thereby reducing power output and efficiency. Multi stage turbo supercharging for operation at high altitude can in some cases increase efficiency of ICE's, but at the result of significant additional complexity and cost that also reduces practical reliability because of the often intricate mechanisms involved. It is in these scenarios that closed cycle engines offer a comparable performance alternative that may prove to be simpler, cheaper, and more reliable than high altitude or low noise internal combustion or turbomachine propulsion systems.

  19. High Altitude Cooking and Food Safety

    Science.gov (United States)

    ... Standard Forms FSIS United States Department of Agriculture Food Safety and Inspection Service About FSIS District Offices Careers ... 286) Actions ${title} Loading... High Altitude Cooking and Food Safety What is considered a high altitude? How is ...

  20. Kajian Teknologi High Altitude Platform (HAP [Study of High Altitude Platform (HAP Technology

    Directory of Open Access Journals (Sweden)

    Amry Daulat Gultom

    2016-07-01

    Full Text Available High Altitude Platform (HAP merupakan solusi alternatif untuk mengatasi keterbatasan infrastruktur terestrial maupun satelit. HAP merupakan pesawat ataupun balon udara yang ditempatkan pada ketinggian 20-50 km di atas permukaan bumi. Kelebihan yang utama dari HAP adalah kemudahan dalam penempatan, fleksibilitas, biaya operasionalnya rendah, delay  propagasi rendah, sudut elevasi lebar, cakupan yang luas. Penelitian ini dilakukan untuk mengetahui potensi HAP untuk komunikasi pita lebar dan perkembangannya di Indonesia. Analisis dilakukan secara deskriptif dengan mengolah data literatur yang didapat. Hasil penelitian menunjukkan bahwa di Indonesia terdapat potensi teknologi HAP untuk komunikasi pita lebar dengan lebar pita 2x300 MHz di band 27,9-28,2 GHz dan 31-31,3 GHz. Namun, belum ada peraturan yang mengatur alokasi frekuensi untuk HAP secara khusus di Indonesia.*****High Altitude Platform (HAP has been developed as an alternative solution in order to overcome limitation of terrestrial and satellite communication system. HAP is an aircraft or balloon situated on 20-50 km above the earth. Main advantages of HAP are flexibility in deployment, low propagation delay, wide elevation angle and broad coverage. The research is conducted to gather HAP potential for broadband communication and its development in Indonesia. Analysis is conducted by descriptive analysis from literature study gather. The research result shows that in Indonesia, there is potential of HAP technology for broadband communication with 2x300 MHz bandwidth within 27,9-28,2 GHz and 31-31,3 GHz. Yet, there are no specific regulations managing frequency allocation for HAP in Indonesia.

  1. Model predictions of latitude-dependent ozone depletion due to supersonic transport operations

    Science.gov (United States)

    Borucki, W. J.; Whitten, R. C.; Watson, V. R.; Woodward, H. T.; Riegel, C. A.; Capone, L. A.; Becker, T.

    1976-01-01

    Results are presented from a two-dimensional model of the stratosphere that simulates the seasonal movement of ozone by both wind and eddy transport, and contains all the chemistry known to be important. The calculated reductions in ozone due to NO2 injection from a fleet of supersonic transports are compared with the zonally averaged results of a three-dimensional model for a similar episode of injection. The agreement is good in the northern hemisphere, but is not as good in the southern hemisphere. Both sets of calculations show a strong corridor effect in that the predicted ozone depletions are largest to the north of the flight corridor for aircraft operating in the northern hemisphere.

  2. On the Coupling Between a Supersonic Turbulent Boundary Layer and a Flexible Structure

    Science.gov (United States)

    Frendi, Abdelkader

    1996-01-01

    A mathematical model and a computer code have been developed to fully couple the vibration of an aircraft fuselage panel to the surrounding flow field, turbulent boundary layer and acoustic fluid. The turbulent boundary layer model is derived using a triple decomposition of the flow variables and applying a conditional averaging to the resulting equations. Linearized panel and acoustic equations are used. Results from this model are in good agreement with existing experimental and numerical data. It is shown that in the supersonic regime, full coupling of the flexible panel leads to lower response and radiation from the panel. This is believed to be due to an increase in acoustic damping on the panel in this regime. Increasing the Mach number increases the acoustic damping, which is in agreement with earlier work.

  3. Unsteady Euler algorithm with unstructured dynamic mesh for complex-aircraft aeroelastic analysis

    Science.gov (United States)

    Batina, John T.

    1989-01-01

    A finite-volume unstructured-grid FEM scheme with multistage Runge-Kutta time stepping is applied to the three-dimensional time-dependent Euler equations for inviscid flows on complex aircraft configurations undergoing structural deformation. The derivation of the model, the solution procedure, and the computer implementation are described, and results are presented graphically for a NASA Langley supersonic fighter aircraft model in steady and unsteady (harmonic oscillation in complete-vehicle bending mode) flow regimes. Good agreement between FEM predictions and experimental data is demonstrated.

  4. Cold Stress at High Altitudes

    Directory of Open Access Journals (Sweden)

    N. C. Majumdar

    1983-04-01

    Full Text Available The problem of cold at high altitudes has been analysed from a purely physical standpoint. It has been shown that Siple's Wind-Chill Index is not reliable because (i it does not make use of the well established principles governing the physical processes of heat transfer by convection and radiation, and (ii it assumes that the mean radiant temperature of the surroundings is the same as the ambient dry bulb temperature. A Cold Stress Index has been proposed which is likely to be a more reliable guide for assessing the climatic hazards of high altitude environments. The Index can be quickly estimated with the help of two nomograms devised for the purpose.

  5. Design features of a low-disturbance supersonic wind tunnel for transition research at low supersonic Mach numbers

    Science.gov (United States)

    Wolf, Stephen W. D.; Laub, James A.; King, Lyndell S.; Reda, Daniel C.

    1992-01-01

    A unique, low-disturbance supersonic wind tunnel is being developed at NASA-Ames to support supersonic laminar flow control research at cruise Mach numbers of the High Speed Civil Transport (HSCT). The distinctive design features of this new quiet tunnel are a low-disturbance settling chamber, laminar boundary layers along the nozzle/test section walls, and steady supersonic diffuser flow. This paper discusses these important aspects of our quiet tunnel design and the studies necessary to support this design. Experimental results from an 1/8th-scale pilot supersonic wind tunnel are presented and discussed in association with theoretical predictions. Natural laminar flow on the test section walls is demonstrated and both settling chamber and supersonic diffuser performance is examined. The full-scale wind tunnel should be commissioned by the end of 1993.

  6. FLEXSTAB: A computer program for the prediction of loads and stability and control of flexible aircraft

    Science.gov (United States)

    Perkin, B. R.; Erickson, L. R.

    1976-01-01

    Capabilities of the FLEXSTAB Computer Program System are described and illustrated. Aeroelastic analysis of a wide variety of aircraft configurations is performed. The aerodynamic theory used in FLEXSTAB is applicable to both steady and unsteady, subsonic and supersonic flow for multiple wing-body tail nacelle configurations with a plane of symmetry. For unsteady flow calculations, an unsteady aerodynamic theory is used which is appropriate for the low reduced frequencies associated with aircraft flight dynamics. The aircraft is modeled as either a rigid or flexible structure. The computer trims the aircraft in steady reference flight and computes both static and dynamic stability and control derivatives and the stability behavior about the trim condition. The airplane lifting pressure distribution, aerodynamic and inertia loads and deflected shape are also computed.

  7. THE RIGHT PLACE AT THE RIGHT TIME - An Analysis of High Altitude Airdrop and the Joint Precision Airdrop System

    Science.gov (United States)

    2004-06-01

    people trying to get to the food were killed ( Neuffer , Boston Globe, 2002). C-17 aircraft also performed nearly 70 high altitude CDS airdrops...Headquarters Military Airlift Command, May 1991. Neuffer , E. A., “Afghan food drops found to do little good.” Boston Globe. 26 March 2002. [On line

  8. Sonic Boom Mitigation Through Aircraft Design and Adjoint Methodology

    Science.gov (United States)

    Rallabhandi, Siriam K.; Diskin, Boris; Nielsen, Eric J.

    2012-01-01

    This paper presents a novel approach to design of the supersonic aircraft outer mold line (OML) by optimizing the A-weighted loudness of sonic boom signature predicted on the ground. The optimization process uses the sensitivity information obtained by coupling the discrete adjoint formulations for the augmented Burgers Equation and Computational Fluid Dynamics (CFD) equations. This coupled formulation links the loudness of the ground boom signature to the aircraft geometry thus allowing efficient shape optimization for the purpose of minimizing the impact of loudness. The accuracy of the adjoint-based sensitivities is verified against sensitivities obtained using an independent complex-variable approach. The adjoint based optimization methodology is applied to a configuration previously optimized using alternative state of the art optimization methods and produces additional loudness reduction. The results of the optimizations are reported and discussed.

  9. Supersonic Jet Interactions in a Plenum Chamber

    Directory of Open Access Journals (Sweden)

    K. M. Venugopal

    2004-07-01

    Full Text Available Understanding thè supersonic jet interactions in a plenum chamber is essential for thè design of hot launch systems. Static tests were conducted in a small-scale rocket motor ioaded with a typical nitramine propellaiit to produce a nozzle exit Mach number of 3. This supersonic jet is made to interact with plenum chambers having both open and closed sides. The distance between thè nozzle exit and thè back piate of plenum chamber are varied from 2. 5 to 7. 0 times thè nozzle exit diameter. The pressure rise in thè plenum chamber was measured using pressure transducers mounted at different locatìons. The pressure-time data were analysed to obtain an insight into thè flow field in thè plenum chamber. The maximum pressure exerted on thè back piate of plenum chamber is about 25-35 per cent. of thè maximum stagnation pressure developed in thè rocket motor. Ten static tests were carried out to obtain thè effect of axial distance between thè nozzle exit and thè plenum chamber back piate, and stagnation pressure in thè rocket motoron thè flow field in thè open-sided and closed-sided plenum chambers configurations.

  10. Coupling dynamic of twin supersonic jets

    Science.gov (United States)

    Kuo, Ching-Wen; Cluts, Jordan; Samimy, Mo

    2015-11-01

    In a supersonic shock-containing jet, the interaction of large-scale structures in the jet's shear layer with the shock waves generates acoustic waves. The waves propagate upstream, excite the jet initial shear layer instability, establish a feedback loop at certain conditions, and generate screech noise. The screech normally contains different modes of various strengths. Similarly, twin-jet plumes contain screech tones. If the dynamics of the two jet plumes are synchronized, the screech amplitude could be significantly amplified. There is a proposed analytical model in the literature for screech synchronization in twin rectangular jets. This model shows that with no phase difference in acoustic waves arriving at neighboring nozzle lips, twin-jet plumes feature a strong coupling with a significant level of screech tones. In this work the maximum nozzle separation distance for sustained screech synchronization and strong coupling is analytically derived. This model is used with our round twin-jet experiments and the predicted coupling level agrees well with the experimental results. Near-field microphone measurements and schlieren visualization along with the analytical model are used to investigate the coupling mechanisms of twin supersonic jets. Supported by ONR.

  11. Space Operations Center orbit altitude selection strategy

    Science.gov (United States)

    Indrikis, J.; Myers, H. L.

    1982-01-01

    The strategy for the operational altitude selection has to respond to the Space Operation Center's (SOC) maintenance requirements and the logistics demands of the missions to be supported by the SOC. Three orbit strategies are developed: two are constant altitude, and one variable altitude. In order to minimize the effect of atmospheric uncertainty the dynamic altitude method is recommended. In this approach the SOC will operate at the optimum altitude for the prevailing atmospheric conditions and logistics model, provided that mission safety constraints are not violated. Over a typical solar activity cycle this method produces significant savings in the overall logistics cost.

  12. Monocular Vision System for Fixed Altitude Flight of Unmanned Aerial Vehicles

    Directory of Open Access Journals (Sweden)

    Kuo-Lung Huang

    2015-07-01

    Full Text Available The fastest and most economical method of acquiring terrain images is aerial photography. The use of unmanned aerial vehicles (UAVs has been investigated for this task. However, UAVs present a range of challenges such as flight altitude maintenance. This paper reports a method that combines skyline detection with a stereo vision algorithm to enable the flight altitude of UAVs to be maintained. A monocular camera is mounted on the downside of the aircraft’s nose to collect continuous ground images, and the relative altitude is obtained via a stereo vision algorithm from the velocity of the UAV. Image detection is used to obtain terrain images, and to measure the relative altitude from the ground to the UAV. The UAV flight system can be set to fly at a fixed and relatively low altitude to obtain the same resolution of ground images. A forward-looking camera is mounted on the upside of the aircraft’s nose. In combination with the skyline detection algorithm, this helps the aircraft to maintain a stable flight pattern. Experimental results show that the proposed system enables UAVs to obtain terrain images at constant resolution, and to detect the relative altitude along the flight path.

  13. Interactive Inverse Design Optimization of Fuselage Shape for Low-Boom Supersonic Concepts

    Science.gov (United States)

    Li, Wu; Shields, Elwood; Le, Daniel

    2008-01-01

    This paper introduces a tool called BOSS (Boom Optimization using Smoothest Shape modifications). BOSS utilizes interactive inverse design optimization to develop a fuselage shape that yields a low-boom aircraft configuration. A fundamental reason for developing BOSS is the need to generate feasible low-boom conceptual designs that are appropriate for further refinement using computational fluid dynamics (CFD) based preliminary design methods. BOSS was not developed to provide a numerical solution to the inverse design problem. Instead, BOSS was intended to help designers find the right configuration among an infinite number of possible configurations that are equally good using any numerical figure of merit. BOSS uses the smoothest shape modification strategy for modifying the fuselage radius distribution at 100 or more longitudinal locations to find a smooth fuselage shape that reduces the discrepancies between the design and target equivalent area distributions over any specified range of effective distance. For any given supersonic concept (with wing, fuselage, nacelles, tails, and/or canards), a designer can examine the differences between the design and target equivalent areas, decide which part of the design equivalent area curve needs to be modified, choose a desirable rate for the reduction of the discrepancies over the specified range, and select a parameter for smoothness control of the fuselage shape. BOSS will then generate a fuselage shape based on the designer's inputs in a matter of seconds. Using BOSS, within a few hours, a designer can either generate a realistic fuselage shape that yields a supersonic configuration with a low-boom ground signature or quickly eliminate any configuration that cannot achieve low-boom characteristics with fuselage shaping alone. A conceptual design case study is documented to demonstrate how BOSS can be used to develop a low-boom supersonic concept from a low-drag supersonic concept. The paper also contains a study

  14. B-52 Launch Aircraft in Flight

    Science.gov (United States)

    2001-01-01

    the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet.

  15. Measurement of the energy spectrum of cosmic-ray induced neutrons aboard an ER-2 high-altitude airplane

    CERN Document Server

    Goldhagen, P E; Kniss, T; Reginatto, M; Singleterry, R C; Van Steveninck, W; Wilson, J W

    2002-01-01

    Crews working on present-day jet aircraft are a large occupationally exposed group with a relatively high average effective dose from galactic cosmic radiation. Crews of future high-speed commercial aircraft flying at higher altitudes would be even more exposed. To help reduce the significant uncertainties in calculations of such exposures, the atmospheric ionizing radiation (AIR) project, an international collaboration of 15 laboratories, made simultaneous radiation measurements with 14 instruments on five flights of a NASA ER-2 high-altitude aircraft. The primary AIR instrument was a highly sensitive extended-energy multisphere neutron spectrometer with lead and steel shells placed within the moderators of two of its 14 detectors to enhance response at high energies. Detector responses were calculated for neutrons and charged hadrons at energies up to 100 GeV using MCNPX. Neutron spectra were unfolded from the measured count rates using the new MAXED code. We have measured the cosmic-ray neutron spectrum (t...

  16. An Introduction to the Supersonic Molecular Beam Injection

    Institute of Scientific and Technical Information of China (English)

    2001-01-01

    Recently a new fuelling method with supersonic molecular beam injection (MBI) has been developed and used in the tokamaks experiments successfully. It is economical to develop and maintain. The advantages of supersonic MBI compared with the conventional of gas-puffing method are as follows: deep deposition of fuel, better fuelling efficiency, reduced recycling and pure plasma. Particle and energy confinement can be improved and density limit extended. This review described the Laval nozzle molecular beam and a simple collective model for the injection of a supersonic MBI into the tokamak plasma.

  17. Magnetic geometry and particle source drive of supersonic divertor regimes

    Science.gov (United States)

    Bufferand, H.; Ciraolo, G.; Dif-Pradalier, G.; Ghendrih, P.; Tamain, Ph; Marandet, Y.; Serre, E.

    2014-12-01

    We present a comprehensive picture of the mechanisms driving the transition from subsonic to supersonic flows in tokamak plasmas. We demonstrate that supersonic parallel flows into the divertor volume are ubiquitous at low density and governed by the divertor magnetic geometry. As the density is increased, subsonic divertor plasmas are recovered. On detachment, we show the change in particle source can also drive the transition to a supersonic regime. The comprehensive theoretical analysis is completed by simulations in ITER geometry. Such results are essential in assessing the divertor performance and when interpreting measurements and experimental evidence.

  18. Impact of Cabin Ozone Concentrations on Passenger Reported Symptoms in Commercial Aircraft

    DEFF Research Database (Denmark)

    Bekö, Gabriel; Allen, Joseph G.; Weschler, Charles J.

    2015-01-01

    Due to elevated ozone concentrations at high altitudes, the adverse effect of ozone on air quality, human perception and health may be more pronounced in aircraft cabins. The association between ozone and passenger-reported symptoms has not been investigated under real conditions since smoking...... was banned on aircraft and ozone converters became more common. Indoor environmental parameters were measured at cruising altitude on 83 US domestic and international flights. Passengers completed a questionnaire about symptoms and satisfaction with the indoor air quality. Average ozone concentrations were...

  19. Numerical Analysis of Supersonic Film Cooling in Supersonic Flow in Hypersonic Inlet with Isolator

    Directory of Open Access Journals (Sweden)

    Silong Zhang

    2014-02-01

    Full Text Available Supersonic film cooling is an efficient method to cool the engine with extremely high heat load. In order to study supersonic film cooling in a real advanced engine, a two-dimensional model of the hypersonic inlet in a scramjet engine with supersonic film cooling in the isolator is built and validated through experimental data. The simulation results show that the cooling effect under different coolant injection angles does not show clear differences; a small injection angle can ensure both the cooling effect and good aerodynamic performances (e.g., flow coefficient of the hypersonic inlet. Under selected coolant injection angle and inlet Mach number, the cooling efficiency increases along with the injection Mach number of the coolant flow, only causing a little total pressure loss in the isolator. Along with the increase of the inlet Mach number of the hypersonic inlet, the cooling efficiency does not present a monotonic change because of the complex shock waves. However, the wall temperature shows a monotonic increase when the inlet Mach number increases. The mass flow rate of coolant flow should be increased to cool the engine more efficiently according to the mass flow rate of the main stream when the inlet Mach number increases.

  20. Determining the approach speed envelope of carrier aircraft

    Institute of Scientific and Technical Information of China (English)

    Geng Jianzhong; Yao Hailin; Duan Zhuoyi

    2013-01-01

    Many factors,such as deck motion and air wave,influence the determination of the approach speed which has an important effect on landing safety. Until recently,there are no design criteria about approach speed of carrier aircraft in the current standards and available publications. Therefore,the requirements of stall margin, longitudinal acceleration ability,altitude correction and field-of-view on approach speed were researched. Based on the flight dynamics model,the flight simulations were conducted to study the effect of the response time of en-gine,wave off requirements,elevator efficiency and deflection rate on the approach speed. The results presented that the approach longitudinal acceleration and altitude correction ability had crucial influence on the approach speed envelope of the aircraft. The limitations of the control requirements,field-of-view requirements and gear were also given through the simulation and analysis. Based on the above results,the approach speed envelope were determined.

  1. Aircraft Noise Prediction

    OpenAIRE

    2014-01-01

    This contribution addresses the state-of-the-art in the field of aircraft noise prediction, simulation and minimisation. The point of view taken in this context is that of comprehensive models that couple the various aircraft systems with the acoustic sources, the propagation and the flight trajectories. After an exhaustive review of the present predictive technologies in the relevant fields (airframe, propulsion, propagation, aircraft operations, trajectory optimisation), the paper add...

  2. Altitude Stress During Participation of Medical Congress.

    Science.gov (United States)

    Kim, Soon Bae; Kim, Jong Sung; Kim, Sang Jun; Cho, Su Hee; Suh, Dae Chul

    2016-09-01

    Medical congresses often held in highlands. We reviewed several medical issues associated with altitude stress especially while physicians have participated medical congress held in high altitude. Altitude stress, also known as an acute mountain sickness (AMS), is caused by acute exposure to low oxygen level at high altitude which is defined as elevations at or above 1,200 m and AMS commonly occurs above 2,500 m. Altitude stress with various symptoms including insomnia can also be experienced in airplane. AMS and drunken state share many common features in symptoms, neurologic manifestations and even show multiple microbleeds in corpus callosum and white matter on MRI. Children are more susceptible to altitude stress than adults. Gradual ascent is the best method for the prevention of altitude stress. Adequate nutrition (mainly carbohydrates) and hydration are recommended. Consumption of alcohol can exacerbate the altitude-induced impairments in judgment and the visual senses and promote psychomotor dysfunction. For prevention or treatment of altitude stress, acetazolamide, phosphodiesterase inhibitors, dexamethasone and erythropoietin are helpful. Altitude stress can be experienced relatively often during participation of medical congress. It is necessary to remind the harmful effect of AMS because it can cause serious permanent organ damage even though the symptoms are negligible in most cases.

  3. Gas turbine engine with supersonic compressor

    Science.gov (United States)

    Roberts, II, William Byron; Lawlor, Shawn P.

    2015-10-20

    A gas turbine engine having a compressor section using blades on a rotor to deliver a gas at supersonic conditions to a stator. The stator includes one or more of aerodynamic ducts that have converging and diverging portions for deceleration of the gas to subsonic conditions and to deliver a high pressure gas to combustors. The aerodynamic ducts include structures for changing the effective contraction ratio to enable starting even when designed for high pressure ratios, and structures for boundary layer control. In an embodiment, aerodynamic ducts are provided having an aspect ratio of two to one (2:1) or more, when viewed in cross-section orthogonal to flow direction at an entrance to the aerodynamic duct.

  4. Linear stability analysis of supersonic axisymmetric jets

    Directory of Open Access Journals (Sweden)

    Zhenhua Wan

    2014-01-01

    Full Text Available Stabilities of supersonic jets are examined with different velocities, momentum thicknesses, and core temperatures. Amplification rates of instability waves at inlet are evaluated by linear stability theory (LST. It is found that increased velocity and core temperature would increase amplification rates substantially and such influence varies for different azimuthal wavenumbers. The most unstable modes in thin momentum thickness cases usually have higher frequencies and azimuthal wavenumbers. Mode switching is observed for low azimuthal wavenumbers, but it appears merely in high velocity cases. In addition, the results provided by linear parabolized stability equations show that the mean-flow divergence affects the spatial evolution of instability waves greatly. The most amplified instability waves globally are sometimes found to be different from that given by LST.

  5. The shock waves in decaying supersonic turbulence

    CERN Document Server

    Smith, M D; Zuev, J M; Smith, Michael D.; Low, Mordecai-Mark Mac; Zuev, Julia M.

    2000-01-01

    We here analyse numerical simulations of supersonic, hypersonic andmagnetohydrodynamic turbulence that is free to decay. Our goals are tounderstand the dynamics of the decay and the characteristic properties of theshock waves produced. This will be useful for interpretation of observations ofboth motions in molecular clouds and sources of non-thermal radiation. We find that decaying hypersonic turbulence possesses an exponential tail offast shocks and an exponential decay in time, i.e. the number of shocks isproportional to t exp (-ktv) for shock velocity jump v and mean initialwavenumber k. In contrast to the velocity gradients, the velocity ProbabilityDistribution Function remains Gaussian with a more complex decay law. The energy is dissipated not by fast shocks but by a large number of low Machnumber shocks. The power loss peaks near a low-speed turn-over in anexponential distribution. An analytical extension of the mapping closuretechnique is able to predict the basic decay features. Our analytic descrip...

  6. Aeroacoustic properties of supersonic elliptic jets

    Science.gov (United States)

    Kinzie, Kevin W.; McLaughlin, Dennis K.

    1999-09-01

    The aerodynamic and acoustic properties of supersonic elliptic and circular jets are experimentally investigated. The jets are perfectly expanded with an exit Mach number of approximately 1.5 and are operated in the Reynolds number range of 25 000 to 50 000. The reduced Reynolds number facilitates the use of conventional hot-wire anemometry and a glow discharge excitation technique which preferentially excites the varicose or flapping modes in the jets. In order to simulate the high-velocity and low-density effects of heated jets, helium is mixed with the air jets. This allows the large-scale structures in the jet shear layer to achieve a high enough convective velocity to radiate noise through the Mach wave emission process.

  7. Pathfinder aircraft prepared for flight at dawn on lakebed

    Science.gov (United States)

    1996-01-01

    The Pathfinder solar-powered research aircraft is silhouetted by the morning sun on the bed of Rogers Dry Lake as technicians prepare it for flight. The unique remotely piloted flying wing flew for two hours under control of a ground-based pilot on Nov. 19, 1996, at NASA's Dryden Flight Research Center, Edwards, California, while engineers checked out various aircraft systems. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

  8. Effects of NO{sub x} and SO{sub 2} injections by supersonic aviation on sulfate aerosol and ozone in the troposphere and stratosphere

    Energy Technology Data Exchange (ETDEWEB)

    Dyominov, I.G.; Zadorozhny, A.M. [Novosibirsk State Univ. (Russian Federation); Elansky, N.F. [Russian Academy of Sciences, Moscow (Russian Federation). Inst. of Atmospheric Physics

    1997-12-31

    The impact of supersonic aviation on atmospheric ozone and sulfate aerosol is examined with the help of a two-dimensional dynamical/radiative/chemical model of ozonosphere including aerosol physics. For SO{sub 2} emissions from aircraft as gas, gas/particles (90%/10%) mix, and particles of 0.01 {mu}m radius the sulphate aerosol surface density at maximum of changes increases against its background value by {approx}50%, {approx}75%, and {approx}200%, respectively. This effect of SO{sub 2} emissions with insignificant NO{sub x} injection leads to a significant decrease of total ozone by 2015 in the entire atmosphere. For NO{sub x} emissions which are anticipated in future (EI(NO{sub x}) = 15) any kind of SO{sub 2} emission results in significant weakening of supersonic aviation impact on ozone layer in the Northern Hemisphere. (author) 14 refs.

  9. ARBITRARY INTERACTION OF PLANE SUPERSONIC FLOWS

    Directory of Open Access Journals (Sweden)

    P. V. Bulat

    2015-11-01

    Full Text Available Subject of study.We consider the Riemann problem for parameters at collision of two plane flows at a certain angle. The problem is solved in the exact statement. Most cases of interference, both stationary and non-stationary gas-dynamic discontinuities, followed by supersonic flows can be reduced to the problem of random interaction of two supersonic flows. Depending on the ratio of the parameters in the flows, outgoing discontinuities turn out to be shock waves, or rarefactionwaves. In some cases, there is no solution at all. It is important to know how to find the domain of existence for the relevant decisions, as the type of shock-wave structures in these domains is known in advance. The Riemann problem is used in numerical methods such as the method of Godunov. As a rule, approximate solution is used, known as the Osher solution, but for a number of problems with a high precision required, solution of this problem needs to be in the exact statement. Main results.Domains of existence for solutions with different types of shock-wave structure have been considered. Boundaries of existence for solutions with two outgoing shock waves are analytically defined, as well as with the outgoing shock wave and rarefaction wave. We identify the area of Mach numbers and angles at which the flows interact and there is no solution. Specific flows with two outgoing rarefaction waves are not considered. Practical significance. The results supplement interference theory of stationary gas-dynamic discontinuities and can be used to develop new methods of numerical calculation with extraction of discontinuities.

  10. Airdrop of Armament and Military Equipment from Aircraft

    Directory of Open Access Journals (Sweden)

    Dražen Kovačević

    2012-10-01

    Full Text Available Air supply can be performed in two ways: by transportingthe technical equipment by transport aircraft or helicopters,and unloading upon landing and by air-dropping. The airdropcan be performed by dropping without parachutes, with parachutesand by low altitude cargo extraction. In the USA- CADS(Controlled Aerial Delivery System has been developed providingcontrol of the falling cargo via a remote controller.

  11. High-Altitude Platforms - Present Situation and Technology Trends

    Directory of Open Access Journals (Sweden)

    Flavio Araripe D'Oliveira

    2016-07-01

    Full Text Available High-altitude platforms (HAPs are aircraft, usually unmanned airships or airplanes positioned above 20 km, in the stratosphere, in order to compose a telecommunications network or perform remote sensing. In the 1990 and 2000 decades, several projects were launched, but very few had continued. In 2014, 2 major Internet companies (Google and Facebook announced investments in new HAP projects to provide Internet access in regions without communication infrastructure (terrestrial or satellite, bringing back attention to the development of HAP. This article aims to survey the history of HAPs, the current state-of-the-art (April 2016, technology trends and challenges. The main focus of this review will be on technologies directly related to the aerial platform, inserted in the aeronautical engineering field of knowledge, not detailing aspects of the telecommunications area.

  12. 1 Ft. x 1 Ft. Supersonic Wind Tunnel, Bldg. 37

    Data.gov (United States)

    Federal Laboratory Consortium — The 1- by 1-Foot Supersonic Wind Tunnel (1x), located in the Engine Research Building, is one of the most active test facilities at the Glenn Research Center. Used...

  13. THERMAL AND AERODYNAMIC PERFORMANCES OF THE SUPERSONIC MOTION

    Directory of Open Access Journals (Sweden)

    Dejan P Ninković

    2010-01-01

    Full Text Available Generally speaking, Mach number of 4 can be taken as a boundary value for transition from conditions for supersonic, into the area of hypersonic flow, distinguishing two areas: area of supersonic in which the effects of the aerodynamic heating can be neglected and the area of hypersonic, in which the thermal effects become dominant. This paper presents the effects in static and dynamic areas, as well as presentation of G.R.O.M. software for determination of the values of aerodynamic derivatives, which was developed on the basis of linearized theory of supersonic flow. Validation of developed software was carried out through different types of testing, proving its usefulness for engineering practice in the area of supersonic wing aerodynamic loading calculations, even at high Mach numbers, with dominant thermal effects.

  14. 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...

  15. Entropy Minimization Design Approach of Supersonic Internal Passages

    Directory of Open Access Journals (Sweden)

    Jorge Sousa

    2015-08-01

    Full Text Available Fluid machinery operating in the supersonic regime unveil avenues towards more compact technology. However, internal supersonic flows are associated with high aerodynamic and thermal penalties, which usually prevent their practical implementation. Indeed, both shock losses and the limited operational range represent particular challenges to aerodynamic designers that should be taken into account at the initial phase of the design process. This paper presents a design methodology for supersonic passages based on direct evaluations of the velocity field using the method of characteristics and computation of entropy generation across shock waves. This meshless function evaluation tool is then coupled to an optimization scheme, based on evolutionary algorithms that minimize the entropy generation across the supersonic passage. Finally, we assessed the results with 3D Reynolds Averaged Navier Stokes calculations.

  16. An experimental system for release simulation of internal stores in a supersonic wind tunnel

    Directory of Open Access Journals (Sweden)

    Wei Liu

    2017-02-01

    Full Text Available Aerodynamic parameters obtained from separation experiments of internal stores in a wind tunnel are significant in aircraft designs. Accurate wind tunnel tests can help to improve the release stability of the stores and in-flight safety of the aircrafts in supersonic environments. A simulative system for free drop experiments of internal stores based on a practical project is provided in this paper. The system contains a store release mechanism, a control system and an attitude measurement system. The release mechanism adopts a six-bar linkage driven by a cylinder, which ensures the release stability. The structure and initial aerodynamic parameters of the stores are also designed and adjusted. A high speed vision measurement system for high speed rolling targets is utilized to measure the pose parameters of the internal store models and an optimizing method for the coordinates of markers is presented based on a priori model. The experimental results show excellent repeatability of the system, and indicate that the position measurement precision is less than 0.13 mm, and the attitude measurement precision for pitch and yaw angles is less than 0.126°, satisfying the requirements of practical wind tunnel tests. A separation experiment for the internal stores is also conducted in the FL-3 wind tunnel of China Aerodynamics Research Institute.

  17. 1962 Satellite High Altitude Radiation Belt Database

    Science.gov (United States)

    2014-03-01

    TR-14-18 1962 Satellite High Altitude Radiation Belt Database Approved for public release; distribution is unlimited. March...the Status of the High Altitude Nuclear Explosion (HANE) Trapped Radiation Belt Database”, AFRL-VS-PS-TR- 2006-1079, Air Force Research Laboratory...Roth, B., “Blue Ribbon Panel and Support Work Assessing the Status of the High Altitude Nuclear Explosion (HANE) Trapped Radiation Belt Database

  18. Economy of Adaptation to High Altitude

    Institute of Scientific and Technical Information of China (English)

    Jean-Paul Richalet

    2004-01-01

    @@ The international meeting that will be held in Xining and Lhasa in August 2004 will be a wonderful occasion to share facts and concepts dealing with adaptation to high altitude. Life at high altitude is a challenge for thousands of animal species and millions of humans residing or visiting high altitude regions of the world. To try to understand the physiological mechanisms involved in the adaptation processes to high altitude hypoxia, it is convenient to start by defining what is "extreme" from a biological point of view.

  19. Aspirated Compressors for High Altitude Engines Project

    Data.gov (United States)

    National Aeronautics and Space Administration — Aurora Flight Sciences proposes to incorporate aspirated compressor technology into a high altitude, long endurance (HALE) concept engine. Aspiration has been proven...

  20. Cable Tensiometer for Aircraft

    Science.gov (United States)

    Nunnelee, Mark (Inventor)

    2008-01-01

    The invention is a cable tensiometer that can be used on aircraft for real-time, in-flight cable tension measurements. The invention can be used on any aircraft cables with high precision. The invention is extremely light-weight, hangs on the cable being tested and uses a dual bending beam design with a high mill-volt output to determine tension.

  1. Physical Body Impact After High Altitude Bail-out

    Institute of Scientific and Technical Information of China (English)

    CHEN Xiaopeng; GUAN Huanwen; ZHUO Congshan; FENG Wenchun; ZHONG Chengwen

    2011-01-01

    In most of the emergency circumstances, the aircrew leaves the aircraft under unsatisfied conditions, such as too high relative velocity to the ambient air or Iow partial oxygen pressure. The aircrew must pass through this area as quickly as possible before opening the parachute safely, viz., free-fall. Numerical simulations are conducted in this paper to explore the major characteristics of the aircrew free-fall process by using a commercial computational fluid dynamic (CFD) software, FLUENT. Coupled with the classical pressure-altitude and temperature-altitude relations, Navier-Stokes (N-S) equations for compressible flow are solved by using finite volume method. The body velocity and the attitude are predicted with six-degree of freedom (6DOF) module. The evolution of velocities, including horizontal, vertical components and angular velocity, is obtained. It is also analyzed further according to the particle kinetic theories. It is validated that the theories can predict the process qualitatively well with a modified drag effect, which mainly stems from the velocity pressure. An empirical modification factor is proposed according to the fitting results.

  2. Propulsion controlled aircraft research

    Science.gov (United States)

    Fullerton, C. Gordon

    1993-01-01

    The NASA Dryden Flight Research Facility has been conducting flight, ground simulator, and analytical studies to investigate the use of thrust modulation on multi-engine aircraft for emergency flight control. Two general methods of engine only control have been studied; manual manipulation of the throttles by the pilot, and augmented control where a computer commands thrust levels in response to pilot attitude inputs and aircraft motion feedbacks. This latter method is referred to as the Propulsion Controlled Aircraft (PCA) System. A wide variety of aircraft have been investigated. Simulation studies have included the B720, F-15, B727, B747 and MD-11. A look at manual control has been done in actual flight on the F15, T-38, B747, Lear 25, T-39, MD-11 and PA-30 Aircraft. The only inflight trial of the augmented (PCA) concept has been on an F15, the results of which will be presented below.

  3. Aircraft operations management manual

    Science.gov (United States)

    1992-01-01

    The NASA aircraft operations program is a multifaceted, highly diverse entity that directly supports the agency mission in aeronautical research and development, space science and applications, space flight, astronaut readiness training, and related activities through research and development, program support, and mission management aircraft operations flights. Users of the program are interagency, inter-government, international, and the business community. This manual provides guidelines to establish policy for the management of NASA aircraft resources, aircraft operations, and related matters. This policy is an integral part of and must be followed when establishing field installation policy and procedures covering the management of NASA aircraft operations. Each operating location will develop appropriate local procedures that conform with the requirements of this handbook. This manual should be used in conjunction with other governing instructions, handbooks, and manuals.

  4. Cosmic radiation exposure at aircraft crew workplaces

    Energy Technology Data Exchange (ETDEWEB)

    Latocha, M.; Beck, P.; Rollet, S. [ARC Seibersdorf Research, Seibersdorf (Austria); Latocha, M. [Institute of Nuclear Physics Polish Academy of Sciences, Krakow (Poland)

    2006-07-01

    E.U.R.A.D.O.S. working group W.G.5. on air crew dosimetry coordinated research of some 24 international institutes to exchange experimental data and results of calculations of the radiation exposure in aircraft altitudes due to cosmic radiation. The purpose was to provide a data-set for all European Union Member States for the assessment of individual doses, the validity of different approaches, and to provide an input to technical recommendations by the Article 31 group of experts and the European Commission. The results of this work have been recently published and are available for the international community. The radiation protection quantity of interest is effective dose, E (ISO), but the comparison of measurement results and the results of calculations, is done in terms of the operational quantity ambient dose equivalent, H{sup *}(10). This paper gives an overview of the E.U.R.A.D.O.S. Aircraft Crew In-Flight Database which was implemented under the responsibility of A.R.C. Seibersdorf research. It discusses calculation models for air crew dose assessment comparing them with measurements contained in this database. Further it presents current developments using updated information of galactic cosmic radiation proton spectra and new results of the recently finalized European research project D.O.S.M.A.X. on dosimetry of aircraft crew at solar maximum. (authors)

  5. Solar Cell Short Circuit Current Errors and Uncertainties During High Altitude Calibrations

    Science.gov (United States)

    Snyder, David D.

    2012-01-01

    High altitude balloon based facilities can make solar cell calibration measurements above 99.5% of the atmosphere to use for adjusting laboratory solar simulators. While close to on-orbit illumination, the small attenuation to the spectra may result in under measurements of solar cell parameters. Variations of stratospheric weather, may produce flight-to-flight measurement variations. To support the NSCAP effort, this work quantifies some of the effects on solar cell short circuit current (Isc) measurements on triple junction sub-cells. This work looks at several types of high altitude methods, direct high altitude meas urements near 120 kft, and lower stratospheric Langley plots from aircraft. It also looks at Langley extrapolation from altitudes above most of the ozone, for potential small balloon payloads. A convolution of the sub-cell spectral response with the standard solar spectrum modified by several absorption processes is used to determine the relative change from AMO, lscllsc(AMO). Rayleigh scattering, molecular scatterin g from uniformly mixed gases, Ozone, and water vapor, are included in this analysis. A range of atmosph eric pressures are examined, from 0. 05 to 0.25 Atm to cover the range of atmospheric altitudes where solar cell calibrations a reperformed. Generally these errors and uncertainties are less than 0.2%

  6. A One Dimensional, Time Dependent Inlet/Engine Numerical Simulation for Aircraft Propulsion Systems

    Science.gov (United States)

    Garrard, Doug; Davis, Milt, Jr.; Cole, Gary

    1999-01-01

    The NASA Lewis Research Center (LeRC) and the Arnold Engineering Development Center (AEDC) have developed a closely coupled computer simulation system that provides a one dimensional, high frequency inlet/engine numerical simulation for aircraft propulsion systems. The simulation system, operating under the LeRC-developed Application Portable Parallel Library (APPL), closely coupled a supersonic inlet with a gas turbine engine. The supersonic inlet was modeled using the Large Perturbation Inlet (LAPIN) computer code, and the gas turbine engine was modeled using the Aerodynamic Turbine Engine Code (ATEC). Both LAPIN and ATEC provide a one dimensional, compressible, time dependent flow solution by solving the one dimensional Euler equations for the conservation of mass, momentum, and energy. Source terms are used to model features such as bleed flows, turbomachinery component characteristics, and inlet subsonic spillage while unstarted. High frequency events, such as compressor surge and inlet unstart, can be simulated with a high degree of fidelity. The simulation system was exercised using a supersonic inlet with sixty percent of the supersonic area contraction occurring internally, and a GE J85-13 turbojet engine.

  7. Application of variable-sweep wings to commuter aircraft

    Science.gov (United States)

    Robins, A. W.; Beissner, F. L., Jr.; Lovell, W. A.; Price, J. E.; Turriiziani, R. V.; Washburn, F. F.

    1983-01-01

    The effects of using variable-sweep wings on the riding quality and mission-performance characteristics of commuter-type aircraft were studied. A fixed-wing baseline vehicle and a variable-sweep version of the baseline were designed and evaluated. Both vehicles were twin-turboprop, pressurized-cabin, 30-passenger commuter aircraft with identical mission requirements. Mission performance was calculated with and without various ride-quality constraints for several combinations of cruise altitude and stage lengths. The variable-sweep aircraft had a gross weight of almost four percent greater than the fixed-wing baseline in order to meet the design-mission requirements. In smooth air, the variable sweep configuration flying with low sweep had a two to three percent fuel-use penalty. However, the imposition of quality constraints in rough air can result in advantages in both fuel economy and flight time for the variable-sweep vehicle flying with high sweep.

  8. BOREAS AFM-04 Twin Otter Aircraft Sounding Data

    Science.gov (United States)

    MacPherson, J. Ian; Desjardins, Raymond L.; Hall, Forrest G. (Editor); Knapp, David E. (Editor); Smith, David E. (Technical Monitor)

    2000-01-01

    The Boreal Ecosystem-Atmosphere Study (BOREAS) Airborne Fluxes and Meteorology (AFM)-4 team used the National Research Council, Canada (NRC) Twin Otter aircraft to make sounding measurements through the boundary layer. These measurements included concentrations of carbon dioxide and ozone, atmospheric pressure, dry bulb temperature, potential temperature, dewpoint temperature, calculated mixing ratio, and wind speed and direction. Aircraft position, heading, and altitude were also recorded. Data were collected at both the Northern Study Area (NSA) and the Southern Study Area (SSA) in 1994 and 1996. These data are stored in tabular ASCII files. The Twin Otter aircraft sounding data are available from the Earth Observing System Data and Information System (EOSDIS) Oak Ridge National Laboratory (ORNL) Distributed Active Archive Center (DAAC). The data files also are available on a CD-ROM (see document number 20010000884).

  9. Aircraft emission inventories for scheduled air traffic for the 1976-92 time period. Historical trends

    Energy Technology Data Exchange (ETDEWEB)

    Baughcum, S.L.; Henderson, S.C.; Tritz, T.G. [Boeing Co., Seattle, WA (United States)

    1997-12-31

    Emission inventories of fuel burned, NO{sub x}, CO, and hydrocarbons have been calculated for scheduled air traffic in 1976, 1984, 1990 and 1992 on a 1 deg latitude x 1 deg longitude x 1 km pressure altitude grid. Using this database, the seasonal variation and historical trends in aircraft emissions have been calculated for selected geographical regions (e.g., North Atlantic, Europe, North America, North Pacific). The trend in emissions is a combination of the effects of passenger demand growth, improved aircraft efficiency, changes in combustor characteristics, and aircraft size. (author) 8 refs.

  10. Process analysis of the modelled 3-D mesoscale impact of aircraft emissions on the atmosphere

    Energy Technology Data Exchange (ETDEWEB)

    Hendricks, J.; Ebel, A.; Lippert, E.; Petry, H. [Koeln Univ. (Germany). Inst. fuer Geophysik und Meterorologie

    1997-12-31

    A mesoscale chemistry transport model is applied to study the impact of aircraft emissions on the atmospheric trace gas composition. A special analysis of the simulations is conducted to separate the effects of chemistry, transport, diffusion and cloud processes on the transformation of the exhausts of a subsonic fleet cruising over the North Atlantic. The aircraft induced ozone production strongly depends on the tropopause height and the cruise altitude. Aircraft emissions may undergo an effective downward transport under the influence of stratosphere-troposphere exchange activity. (author) 12 refs.

  11. Justification of Estimates for Fiscal Year 1985 Submitted to Congress February 1984. Aircraft Procurement, Air Force

    Science.gov (United States)

    1984-02-01

    lA 4 olllionl: T•he aircraft selhcted will be ured for sei surveillance, telemetry rela). and drone control to zupport 1M altitude, multiple drone ...safety. The aircraft will relay test data, control. =Itiple drones , znd clear "te tea. area of cther air/water craft. The-e aircraft will be procured as...providezz higi manet ~verztl:aity. antI sufficient peiuer for aecezsory/senasor operat.onz.. "It 11 NI -r;r~ ieqleen a1 Fr;rci~ fecrreer~t F- cci31

  12. High-altitude adaptations in vertebrate hemoglobins

    DEFF Research Database (Denmark)

    Weber, Roy E.

    2007-01-01

    Vertebrates at high altitude are subjected to hypoxic conditions that challenge aerobic metabolism. O2 transport from the respiratory surfaces to tissues requires matching between the O2 loading and unloading tensions and theO2-affinity of blood, which is an integrated function of hemoglobin......, birds and ectothermic vertebrates at high altitude....

  13. High-altitude adaptations in vertebrate hemoglobins

    DEFF Research Database (Denmark)

    Weber, Roy E.

    2007-01-01

    Vertebrates at high altitude are subjected to hypoxic conditions that challenge aerobic metabolism. O2 transport from the respiratory surfaces to tissues requires matching between the O2 loading and unloading tensions and theO2-affinity of blood, which is an integrated function of hemoglobin......, birds and ectothermic vertebrates at high altitude....

  14. Aerodynamic aircraft design methods and their notable applications: Survey of the activity in Japan

    Science.gov (United States)

    Fujii, Kozo; Takanashi, Susumu

    1991-01-01

    An overview of aerodynamic aircraft design methods and their recent applications in Japan is presented. A design code which was developed at the National Aerospace Laboratory (NAL) and is in use now is discussed, hence, most of the examples are the result of the collaborative work between heavy industry and the National Aerospace Laboratory. A wide variety of applications in transonic to supersonic flow regimes are presented. Although design of aircraft elements for external flows are the main focus, some of the internal flow applications are also presented. Recent applications of the design code, using the Navier Stokes and Euler equations in the analysis mode, include the design of HOPE (a space vehicle) and Upper Surface Blowing (USB) aircraft configurations.

  15. Predicting Visibility of Aircraft

    Science.gov (United States)

    Watson, Andrew; Ramirez, Cesar V.; Salud, Ellen

    2009-01-01

    Visual detection of aircraft by human observers is an important element of aviation safety. To assess and ensure safety, it would be useful to be able to be able to predict the visibility, to a human observer, of an aircraft of specified size, shape, distance, and coloration. Examples include assuring safe separation among aircraft and between aircraft and unmanned vehicles, design of airport control towers, and efforts to enhance or suppress the visibility of military and rescue vehicles. We have recently developed a simple metric of pattern visibility, the Spatial Standard Observer (SSO). In this report we examine whether the SSO can predict visibility of simulated aircraft images. We constructed a set of aircraft images from three-dimensional computer graphic models, and measured the luminance contrast threshold for each image from three human observers. The data were well predicted by the SSO. Finally, we show how to use the SSO to predict visibility range for aircraft of arbitrary size, shape, distance, and coloration. PMID:19462007

  16. New sonic shockwave multi-element sensors mounted on a small airfoil flown on F-15B testbed aircraft

    Science.gov (United States)

    1996-01-01

    An experimental device to pinpoint the location of a shockwave that develops in an aircraft flying at transonic and supersonic speeds was recently flight-tested at NASA's Dryden Flight Research Center, Edwards, California. The shock location sensor, developed by TAO Systems, Hampton, Va., utilizes a multi-element hot-film sensor array along with a constant-voltage anemometer and special diagnostic software to pinpoint the exact location of the shockwave and its characteristics as it develops on an aircraft surface. For this experiment, the 45-element sensor was mounted on the small Dryden-designed airfoil shown in this illustration. The airfoil was attached to the Flight Test Fixture mounted underneath the fuselage of Dryden's F-15B testbed aircraft. Tests were flown at transonic speeds of Mach 0.7 to 0.9, and the device isolated the location of the shock wave to within a half-inch. Application of this technology could assist designers of future supersonic aircraft in improving the efficiency of engine air inlets by controlling the shockwave, with a related improvement in aircraft performance and fuel economy.

  17. Stationary flow conditions in pulsed supersonic beams.

    Science.gov (United States)

    Christen, Wolfgang

    2013-10-21

    We describe a generally applicable method for the experimental determination of stationary flow conditions in pulsed supersonic beams, utilizing time-resolved electron induced fluorescence measurements of high pressure jet expansions of helium. The detection of ultraviolet photons from electronically excited helium emitted very close to the nozzle exit images the valve opening behavior-with the decided advantage that a photon signal is not affected by beam-skimmer and beam-residual gas interactions; it thus allows to conclusively determine those operation parameters of a pulsed valve that yield complete opening. The studies reveal that a "flat-top" signal, indicating constant density and commonly considered as experimental criterion for continuous flow, is insufficient. Moreover, translational temperature and mean terminal flow velocity turn out to be significantly more sensitive in testing for the equivalent behavior of a continuous nozzle source. Based on the widely distributed Even-Lavie valve we demonstrate that, in principle, it is possible to achieve quasi-continuous flow conditions even with fast-acting valves; however, the two prerequisites are a minimum pulse duration that is much longer than standard practice and previous estimates, and a suitable tagging of the appropriate beam segment.

  18. Supersonic Jet Noise Reduction Using Microjets

    Science.gov (United States)

    Gutmark, Ephraim; Cuppoletti, Dan; Malla, Bhupatindra

    2013-11-01

    Fluidic injection for jet noise reduction involves injecting secondary jets into a primary jet to alter the noise characteristics of the primary jet. A major challenge has been determining what mechanisms are responsible for noise reduction due to varying injector designs, injection parameters, and primary jets. The current study provides conclusive results on the effect of injector angle and momentum ux ratio on the acoustics and shock structure of a supersonic Md = 1.56 jet. It is shown that the turbulent mixing noise scales primarily with the injector momentum flux ratio. Increasing the injector momentum flux ratio increases streamwise vorticity generation and reduces peak turbulence levels. It is found that the shock-related noise components are most affected by the interaction of the shocks from the injectors with the primary shock structure of the jet. Increasing momentum flux ratio causes shock noise reduction until a limit where shock noise increases again. It is shown that the shock noise components and mixing noise components are reduced through fundamentally different mechanisms and maximum overall noise reduction is achieved by balancing the reduction of both components.

  19. Accretion of Supersonic Winds on Boson Stars

    CERN Document Server

    Gracia-Linares, M

    2016-01-01

    We present the evolution of a supersonic wind interacting with a Boson Star (BS) and compare the resulting wind density profile with that of the shock cone formed when the wind is accreted by a non-rotating Black Hole (BH) of the same mass. The physical differences between these accretors are that a BS, unlike a BH has no horizon, it does not have a mechanical surface either and thus the wind is expected to trespass the BS. Despite these conditions, on the BS space-time the gas achieves a stationary flux with the gas accumulating in a high density elongated structure comparable to the shock cone formed behind a BH. The highest density resides in the center of the BS whereas in the case of the BH it is found on the downstream part of the BH near the event horizon. The maximum density of the gas is smaller in the BS than in the BH case. Our results indicate that the highest density of the wind is more similar on the BS to that on the BH when the BS has high self-interaction, when it is more compact and when the...

  20. Particle Streak Velocimetry of Supersonic Nozzle Flows

    Science.gov (United States)

    Willits, J. D.; Pourpoint, T. L.

    2016-01-01

    A novel velocimetry technique to probe the exhaust flow of a laboratory scale combustor is being developed. The technique combines the advantages of standard particle velocimetry techniques and the ultra-fast imaging capabilities of a streak camera to probe high speed flows near continuously with improved spatial and velocity resolution. This "Particle Streak Velocimetry" technique tracks laser illuminated seed particles at up to 236 picosecond temporal resolution allowing time-resolved measurement of one-dimensional flows exceeding 2000 m/s as are found in rocket nozzles and many other applications. Developmental tests with cold nitrogen have been performed to validate and troubleshoot the technique with supersonic flows of much lower velocity and without background noise due to combusting flow. Flow velocities on the order of 500 m/s have been probed with titanium dioxide particles and a continuous-wave laser diode. Single frame images containing multiple streaks are analyzed to find the average slope of all incident particles corresponding to the centerline axial flow velocity. Long term objectives for these tests are correlation of specific impulse to theoretical combustion predictions and direct comparisons between candidate green fuels and the industry standard, monomethylhydrazine, each tested under identical conditions.

  1. Supersonic collisions between two gas streams

    CERN Document Server

    Lee, H M; Ryu, D; Lee, Hyung Mok; Kang, Hyesung; Ryu, Dongsu

    1995-01-01

    A star around a massive black hole can be disrupted tidally by the gravity of the black hole. Then, its debris may form a precessing stream which may even collide with itself. In order to understand the dynamical effects of the stream-stream collision on the eventual accretion of the stellar debris onto the black hole, we have studied how gas flow behaves when the outgoing stream collides supersonically with the incoming stream. We have investigated the problem analytically with one-dimensional plane-parallel streams and numerically with more realistic three-dimensional streams. A shock formed around the contact surface converts the bulk of the orbital streaming kinetic energy into thermal energy. In three-dimensional simulations, the accumulated hot post-shock gas then expands adiabatically and drives another shock into the low density ambient region. Through this expansion, thermal energy is converted back to the kinetic energy associated with the expanding motion. Thus, in the end, only a small fraction of...

  2. Drag Force Anemometer Used in Supersonic Flow

    Science.gov (United States)

    Fralick, Gustave C.

    1998-01-01

    To measure the drag on a flat cantilever beam exposed transversely to a flow field, the drag force anemometer (beam probe) uses strain gauges attached on opposite sides of the base of the beam. This is in contrast to the hot wire anemometer, which depends for its operation on the variation of the convective heat transfer coefficient with velocity. The beam probe retains the high-frequency response (up to 100 kHz) of the hot wire anemometer, but it is more rugged, uses simpler electronics, is relatively easy to calibrate, is inherently temperature compensated, and can be used in supersonic flow. The output of the probe is proportional to the velocity head of the flow, 1/2 rho u(exp 2) (where rho is the fluid density and u is the fluid velocity). By adding a static pressure tap and a thermocouple to measure total temperature, one can determine the Mach number, static temperature, density, and velocity of the flow.

  3. Supersonic Magnetic Flows in the Quiet Sun

    CERN Document Server

    Borrero, J M; Schlichenmaier, R; Schmidt, W; Berkefeld, T; Solanki, S K; Bonet, J A; Iniesta, J C del Toro; Domingo, V; Barthol, P; Gandorfer, A

    2012-01-01

    In this contribution we describe some recent observations of high-speed magnetized flows in the quiet Sun granulation. These observations were carried out with the Imaging Magnetograph eXperiment (IMaX) onboard the stratospheric balloon {\\sc Sunrise}, and possess an unprecedented spatial resolution and temporal cadence. These flows were identified as highly shifted circular polarization (Stokes $V$) signals. We estimate the LOS velocity responsible for these shifts to be larger than 6 km s$^{-1}$, and therefore we refer to them as {\\it supersonic magnetic flows}. The average lifetime of the detected events is 81.3 s and they occupy an average area of about 23\\,000 km$^2$. Most of the events occur within granular cells and correspond therefore to upflows. However some others occur in intergranular lanes or bear no clear relation to the convective velocity pattern. We analyze a number of representative examples and discuss them in terms of magnetic loops, reconnection events, and convective collapse.

  4. External-Compression Supersonic Inlet Design Code

    Science.gov (United States)

    Slater, John W.

    2011-01-01

    A computer code named SUPIN has been developed to perform aerodynamic design and analysis of external-compression, supersonic inlets. The baseline set of inlets include axisymmetric pitot, two-dimensional single-duct, axisymmetric outward-turning, and two-dimensional bifurcated-duct inlets. The aerodynamic methods are based on low-fidelity analytical and numerical procedures. The geometric methods are based on planar geometry elements. SUPIN has three modes of operation: 1) generate the inlet geometry from a explicit set of geometry information, 2) size and design the inlet geometry and analyze the aerodynamic performance, and 3) compute the aerodynamic performance of a specified inlet geometry. The aerodynamic performance quantities includes inlet flow rates, total pressure recovery, and drag. The geometry output from SUPIN includes inlet dimensions, cross-sectional areas, coordinates of planar profiles, and surface grids suitable for input to grid generators for analysis by computational fluid dynamics (CFD) methods. The input data file for SUPIN and the output file from SUPIN are text (ASCII) files. The surface grid files are output as formatted Plot3D or stereolithography (STL) files. SUPIN executes in batch mode and is available as a Microsoft Windows executable and Fortran95 source code with a makefile for Linux.

  5. Tropospheric sampling with aircraft

    Energy Technology Data Exchange (ETDEWEB)

    Daum, P.H.; Springston, S.R.

    1991-03-01

    Aircraft constitute a unique environment which places stringent requirements on the instruments used to measure the concentrations of atmospheric trace gases and aerosols. Some of these requirements such as minimization of size, weight, and power consumption are general; others are specific to individual techniques. This review presents the basic principles and considerations governing the deployment of trace gas and aerosol instrumentation on an aircraft. An overview of common instruments illustrates these points and provides guidelines for designing and using instruments on aircraft-based measurement programs.

  6. SOLAR AIRCRAFT DESIGN

    OpenAIRE

    RAHMATI, Sadegh; GHASED, Amir

    2015-01-01

    Abstract. Generally domain Aircraft uses conventional fuel. These fuel having limited life, high cost and pollutant. Also nowadays price of petrol and other fuels are going to be higher, because of scarcity of those fuels. So there is great demand of use of non-exhaustible unlimited source of energy like solar energy. Solar aircraft is one of the ways to utilize solar energy. Solar aircraft uses solar panel to collect the solar radiation for immediate use but it also store the remaining part ...

  7. Lightning hazards to aircraft

    Science.gov (United States)

    Corn, P. B.

    1978-01-01

    Lightning hazards and, more generally, aircraft static electricity are discussed by a representative for the Air Force Flight Dynamics Laboratory. An overview of these atmospheric electricity hazards to aircraft and their systems is presented with emphasis on electrical and electronic subsystems. The discussion includes reviewing some of the characteristics of lightning and static electrification, trends in weather and lightning-related mishaps, some specific threat mechanisms and susceptible aircraft subsystems and some of the present technology gaps. A roadmap (flow chart) is presented to show the direction needed to address these problems.

  8. Sleep at high altitude: guesses and facts.

    Science.gov (United States)

    Bloch, Konrad E; Buenzli, Jana C; Latshang, Tsogyal D; Ulrich, Silvia

    2015-12-15

    Lowlanders commonly report a poor sleep quality during the first few nights after arriving at high altitude. Polysomnographic studies reveal that reductions in slow wave sleep are the most consistent altitude-induced changes in sleep structure identified by visual scoring. Quantitative spectral analyses of the sleep electroencephalogram have confirmed an altitude-related reduction in the low-frequency power (0.8-4.6 Hz). Although some studies suggest an increase in arousals from sleep at high altitude, this is not a consistent finding. Whether sleep instability at high altitude is triggered by periodic breathing or vice versa is still uncertain. Overnight changes in slow wave-derived encephalographic measures of neuronal synchronization in healthy subjects were less pronounced at moderately high (2,590 m) compared with low altitude (490 m), and this was associated with a decline in sleep-related memory consolidation. Correspondingly, exacerbation of breathing and sleep disturbances experienced by lowlanders with obstructive sleep apnea during a stay at 2,590 m was associated with poor performance in driving simulator tests. These findings suggest that altitude-related alterations in sleep may adversely affect daytime performance. Despite recent advances in our understanding of sleep at altitude, further research is required to better establish the role of gender and age in alterations of sleep at different altitudes, to determine the influence of acclimatization and of altitude-related illness, and to uncover the characteristics of sleep in highlanders that may serve as a study paradigm of sleep in patients exposed to chronic hypoxia due to cardiorespiratory disease.

  9. Developmental functional adaptation to high altitude: review.

    Science.gov (United States)

    Frisancho, A Roberto

    2013-01-01

    Various approaches have been used to understand the origins of the functional traits that characterize the Andean high-altitude native. Based on the conceptual framework of developmental functional adaptation which postulates that environmental influences during the period of growth and development have long lasting effects that may be expressed during adulthood, we initiated a series of studies addressed at determining the pattern of physical growth and the contribution of growth and development to the attainment of full functional adaptation to high-altitude of low and high altitude natives living under rural and urban conditions. Current research indicate that: (a) the pattern of growth at high altitude due to limited nutritional resources, physical growth in body size is delayed but growth in lung volumes is accelerated because of hypoxic stress); (b) low-altitude male and female urban natives can attain a full functional adaptation to high altitude by exposure to high-altitude hypoxia during the period of growth and development; (c) both experimental studies on animals and comparative human studies indicate that exposure to high altitude during the period of growth and development results in the attainment of a large residual lung volume; (d) this developmentally acquired enlarged residual lung volume and its associated increase in alveolar area when combined with the increased tissue capillarization and moderate increase in red blood cells and hemoglobin concentration contributes to the successful functional adaptation of the Andean high-altitude native to hypoxia; and (e) any specific genetic traits that are related to the successful functional adaptation of Andean high-altitude natives have yet to be identified.

  10. Diving at altitude: from definition to practice.

    Science.gov (United States)

    Egi, S Murat; Pieri, Massimo; Marroni, Alessandro

    2014-01-01

    Diving above sea level has different motivations for recreational, military, commercial and scientific activities. Despite the apparently wide practice of inland diving, there are three major discrepancies about diving at altitude: threshold elevation that requires changes in sea level procedures; upper altitude limit of the applicability of these modifications; and independent validation of altitude adaptation methods of decompression algorithms. The first problem is solved by converting the normal fluctuation in barometric pressure to an altitude equivalent. Based on the barometric variations recorded from a meteorological center, it is possible to suggest 600 meters as a threshold for classifying a dive as an "altitude" dive. The second problem is solved by proposing the threshold altitude of aviation (2,400 meters) to classify "high" altitude dives. The DAN (Divers Alert Network) Europe diving database (DB) is analyzed to solve the third problem. The database consists of 65,050 dives collected from different dive computers. A total of 1,467 dives were found to be classified as altitude dives. However, by checking the elevation according to the logged geographical coordinates, 1,284 dives were disqualified because the altitude setting had been used as a conservative setting by the dive computer despite the fact that the dive was made at sea level. Furthermore, according to the description put forward in this manuscript, 72 dives were disqualified because the surface level elevation is lower than 600 meters. The number of field data (111 dives) is still very low to use for the validation of any particular method of altitude adaptation concerning decompression algorithms.

  11. Supersonic and Subsonic Aircraft Noise Effects on Animals: A Literature Survey.

    Science.gov (United States)

    1986-12-01

    Bull. 38: 328. Boutelier, C. 1970. Reactions Animales an Bang Sonique. Revue de Medicine Aeronautique et Spatiale (Paris) 34: 79-81. Abstr. in...Laying Birds. RAE Tech. Report 71084. Runyan, L. J. and E. J. Kane. 1973a. Sonic Boom Literature Survey: Volume I State of the Art . FAA Report No. FAA-RD

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

    Science.gov (United States)

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

    2007-01-01

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

  13. Investigation of convergent-divergent nozzles applicable to reduced-power supersonic cruise aircraft

    Science.gov (United States)

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

    1980-01-01

    An investigation was conducted of isolated convergent-divergent nozzles to determine the effect of several design parameters on nozzle performance. Tests were conducted using high pressure air for propulsion simulation at Mach numbers from 0.60 to 2.86 at an angle of attack of 0 deg and at nozzle pressure ratios from jet off to 46.0. Three power settings (dry, partial afterburning, and maximum afterburning), three nozzle lengths, and nozzle expansion ratios from 1.22 to 2.24 were investigated. In addition, the effects of nozzle throat radius and a cusp in the external boattail geometry were studied. The results of this study indicate that, for nozzles operating near design conditions, increasing nozzle length increases nozzle thrust-minus-drag performance. Nozzle throat radius and an external boattail cusp had negligible effects on nozzle drag or internal performance.

  14. Effect of altitude on some blood factors and its stability after leaving the altitude.

    Science.gov (United States)

    Hematy, Yones; Setorki, Mahbubeh; Razavi, Akram; Doudi, Monir

    2014-09-01

    The underlying mechanisms of altitude training are still a matter of controversial discussion. The aim of this study was to compare the hemoglobin concentration, red blood cell count and volume between normal and high altitude situations and their persistence after returning back from higher altitudes. The study population included male students of Ardal Branch, Islamic Azad University. Twelve apparently healthy individual with high level of physical activity, mean age of 22.6 ± 1.50 years were selected through purposive and available sampling method. In this study, blood samples were collected at different time and altitudes in order to compare the changes of Red Blood Cell (RBC), Mean Cell Hemoglobin (MCH), Mean Corpuscular Hemoglobin Concentration (MCHC) and Mean Cell Volume (MCV). The first blood sampling was conducted at the altitude of 1830 m. The subsequent blood samplings were conducted 48 and 72 h after reaching the altitude of 4000 m and 24, 48 and 72 h after returning back to the altitude of 1830 m. The statistical method used in this study was repeated measurement ANOVA. Red Blood Cell (RBC) changes between onset of climbing to 1830 m and 24, 48 and 2 h after sojourn at 1830 m height (after returning from 4000 m altitude) was significant. Mean Cell Hemoglobin (MCH) showed no significant change in any of the altitudes. MCHC changes between onset of moving toward altitude 1830 meters and 24, 48 and 72 h after sojourn at 1830 m height (after returning from 4000 m altitude) was also significant in addition, MCHC showed a significant difference between 24 h staying at 1830 m altitude with 48 and 72 h staying at 4000 m altitude. Mean Cell Volume (MCV) showed no significant difference between 48 and 72 h staying at 4000 m altitude and also between 24, 48 and 72 h staying at 1830 m altitude; however, there was a significant difference between onset of moving toward 1830 m altitude with 24, 48 and 72 h staying at 1830 m altitude and also 48 and 72 h staying at

  15. Essentials of aircraft armaments

    CERN Document Server

    Kaushik, Mrinal

    2017-01-01

    This book aims to provide a complete exposure about armaments from their design to launch from the combat aircraft. The book details modern ammunition and their tactical roles in warfare. The proposed book discusses aerodynamics, propulsion, structural as well as navigation, control, and guidance of aircraft armament. It also introduces the various types of ammunition developed by different countries and their changing trends. The book imparts knowledge in the field of design, and development of aircraft armaments to aerospace engineers and covers the role of the United Nations in peacekeeping and disarmament. The book will be very useful to researchers, students, and professionals working in design and manufacturing of aircraft armaments. The book will also serve air force and naval aspirants, and those interested in working on defence research and developments organizations. .

  16. Aircraft Fire Protection Laboratory

    Data.gov (United States)

    Federal Laboratory Consortium — The Navy Aircraft Protection Laboratory provides complete test support for all Navy air vehicle fire protection systems. The facility allows for the simulation of a...

  17. Aircraft Fire Protection Laboratory

    Data.gov (United States)

    Federal Laboratory Consortium — The Navy Aircraft Protection Laboratory provides complete test support for all Navy air vehicle fire protection systems.The facility allows for the simulation of a...

  18. Solar thermal aircraft

    Science.gov (United States)

    Bennett, Charles L.

    2007-09-18

    A solar thermal powered aircraft powered by heat energy from the sun. A heat engine, such as a Stirling engine, is carried by the aircraft body for producing power for a propulsion mechanism, such as a propeller. The heat engine has a thermal battery in thermal contact with it so that heat is supplied from the thermal battery. A solar concentrator, such as reflective parabolic trough, is movably connected to an optically transparent section of the aircraft body for receiving and concentrating solar energy from within the aircraft. Concentrated solar energy is collected by a heat collection and transport conduit, and heat transported to the thermal battery. A solar tracker includes a heliostat for determining optimal alignment with the sun, and a drive motor actuating the solar concentrator into optimal alignment with the sun based on a determination by the heliostat.

  19. Aircraft electromagnetic compatibility

    Science.gov (United States)

    Clarke, Clifton A.; Larsen, William E.

    1987-06-01

    Illustrated are aircraft architecture, electromagnetic interference environments, electromagnetic compatibility protection techniques, program specifications, tasks, and verification and validation procedures. The environment of 400 Hz power, electrical transients, and radio frequency fields are portrayed and related to thresholds of avionics electronics. Five layers of protection for avionics are defined. Recognition is given to some present day electromagnetic compatibility weaknesses and issues which serve to reemphasize the importance of EMC verification of equipment and parts, and their ultimate EMC validation on the aircraft. Proven standards of grounding, bonding, shielding, wiring, and packaging are laid out to help provide a foundation for a comprehensive approach to successful future aircraft design and an understanding of cost effective EMC in an aircraft setting.

  20. Depreciation of aircraft

    Science.gov (United States)

    Warner, Edward P

    1922-01-01

    There is a widespread, and quite erroneous, impression to the effect that aircraft are essentially fragile and deteriorate with great rapidity when in service, so that the depreciation charges to be allowed on commercial or private operation are necessarily high.

  1. Modeling of the Mode S tracking system in support of aircraft safety research

    Science.gov (United States)

    Sorensen, J. A.; Goka, T.

    1982-01-01

    This report collects, documents, and models data relating the expected accuracies of tracking variables to be obtained from the FAA's Mode S Secondary Surveillance Radar system. The data include measured range and azimuth to the tracked aircraft plus the encoded altitude transmitted via the Mode S data link. A brief summary is made of the Mode S system status and its potential applications for aircraft safety improvement including accident analysis. FAA flight test results are presented demonstrating Mode S range and azimuth accuracy and error characteristics and comparing Mode S to the current ATCRBS radar tracking system. Data are also presented that describe the expected accuracy and error characteristics of encoded altitude. These data are used to formulate mathematical error models of the Mode S variables and encoded altitude. A brief analytical assessment is made of the real-time tracking accuracy available from using Mode S and how it could be improved with down-linked velocity.

  2. The laryngeal mask airway at altitude.

    Science.gov (United States)

    Wilson, Grant D; Sittig, Steven E; Schears, Gregory J

    2008-02-01

    The Laryngeal Mask Airway (LMA) is an accepted adjunct for airway management in emergency patients. There are a number of case reports describing its use in transport medicine for infant to adult patients, including during flight. Although studies of the effect altitude has on air-filled tracheal tubes exists, we were unable to find documentation of the effect of altitude on laryngeal mask airways. Our objective was to assess the effect of altitude on the LMA in both fixed wing and rotary wing models. We performed an in vitro study of the effect of altitude on the LMA cuff. Infant and adult airway trainer mannequins with properly sized and inserted LMA-Classic laryngeal mask airways were monitored for cuff pressure changes while flown at altitudes commonly encountered during air medical transport. Both models demonstrated that LMA cuff pressures may exceed manufacturer recommended levels for safe use even at the relatively low altitudes experienced during rotor wing flight. Properly inserted and inflated laryngeal mask airways at ground level may result in overinflated LMA cuffs when flown to altitudes commonly used for rotor and fixed wing medical transport unless monitored and corrected.

  3. Dispersion of Own Frequency of Ion-Dipole by Supersonic Transverse Wave in Solid

    Directory of Open Access Journals (Sweden)

    Minasyan V.

    2010-10-01

    Full Text Available First, we predict an existence of transverse electromagnetic field formed by supersonic transverse wave in solid. This electromagnetic wave acquires frequency and speed of sound, and it propagates along of direction propagation of supersonic wave. We also show that own frequency of ion-dipole depends on frequency of supersonic transverse wave.

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

    Science.gov (United States)

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

    2010-06-01

    With rising environmental alarm, the reduction of critical aircraft emissions including carbon dioxides (CO2) and nitrogen oxides (NOx) 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 (CO2) and NOx 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 NOx with constant mission fuel weight. The second optimisation considers minimisation of mission fuel weight and NOx with fixed aircraft range. Numerical results show that the method is able to capture a set of useful trade-offs that reduce NOx and CO2 (minimum mission fuel weight).

  5. Automatic aircraft recognition

    Science.gov (United States)

    Hmam, Hatem; Kim, Jijoong

    2002-08-01

    Automatic aircraft recognition is very complex because of clutter, shadows, clouds, self-occlusion and degraded imaging conditions. This paper presents an aircraft recognition system, which assumes from the start that the image is possibly degraded, and implements a number of strategies to overcome edge fragmentation and distortion. The current vision system employs a bottom up approach, where recognition begins by locating image primitives (e.g., lines and corners), which are then combined in an incremental fashion into larger sets of line groupings using knowledge about aircraft, as viewed from a generic viewpoint. Knowledge about aircraft is represented in the form of whole/part shape description and the connectedness property, and is embedded in production rules, which primarily aim at finding instances of the aircraft parts in the image and checking the connectedness property between the parts. Once a match is found, a confidence score is assigned and as evidence in support of an aircraft interpretation is accumulated, the score is increased proportionally. Finally a selection of the resulting image interpretations with the highest scores, is subjected to competition tests, and only non-ambiguous interpretations are allowed to survive. Experimental results demonstrating the effectiveness of the current recognition system are given.

  6. Pupillary light reaction during high altitude exposure.

    Directory of Open Access Journals (Sweden)

    Maximilian Schultheiss

    Full Text Available PURPOSE: This study aimed to quantify the pupillary light reaction during high altitude exposure using the state of the art Compact Integrated Pupillograph (CIP and to investigate a potential correlation of altered pupil reaction with severity of acute mountain sickness (AMS. This work is related to the Tübingen High Altitude Ophthalmology (THAO study. METHODS: Parameters of pupil dynamics (initial diameter, amplitude, relative amplitude, latency, constriction velocity were quantified in 14 healthy volunteers at baseline (341 m and high altitude (4559 m over several days using the CIP. Scores of AMS, peripheral oxygen saturation and heart rate were assessed for respective correlations with pupil dynamics. For statistical analysis JMP was used and data are shown in terms of intra-individual normalized values (value during exposure/value at baseline and the 95% confidence interval for each time point. RESULTS: During high altitude exposure the initial diameter size was significantly reduced (p<0.05. In contrast, the amplitude, the relative amplitude and the contraction velocity of the light reaction were significantly increased (p<0.05 on all days measured at high altitude. The latency did not show any significant differences at high altitude compared to baseline recordings. Changes in pupil parameters did not correlate with scores of AMS. CONCLUSIONS: Key parameters of the pupillary light reaction are significantly altered at high altitude. We hypothesize that high altitude hypoxia itself as well as known side effects of high altitude exposure such as fatigue or exhaustion after ascent may account for an altered pupillogram. Interestingly, none of these changes are related to AMS.

  7. Pupillary Light Reaction during High Altitude Exposure

    Science.gov (United States)

    Schatz, Andreas; Wilhelm, Barbara; Peters, Tobias; Fischer, M. Dominik; Zrenner, Eberhart; Bartz-Schmidt, Karl U.; Gekeler, Florian; Willmann, Gabriel

    2014-01-01

    Purpose This study aimed to quantify the pupillary light reaction during high altitude exposure using the state of the art Compact Integrated Pupillograph (CIP) and to investigate a potential correlation of altered pupil reaction with severity of acute mountain sickness (AMS). This work is related to the Tübingen High Altitude Ophthalmology (THAO) study. Methods Parameters of pupil dynamics (initial diameter, amplitude, relative amplitude, latency, constriction velocity) were quantified in 14 healthy volunteers at baseline (341 m) and high altitude (4559 m) over several days using the CIP. Scores of AMS, peripheral oxygen saturation and heart rate were assessed for respective correlations with pupil dynamics. For statistical analysis JMP was used and data are shown in terms of intra-individual normalized values (value during exposure/value at baseline) and the 95% confidence interval for each time point. Results During high altitude exposure the initial diameter size was significantly reduced (p<0.05). In contrast, the amplitude, the relative amplitude and the contraction velocity of the light reaction were significantly increased (p<0.05) on all days measured at high altitude. The latency did not show any significant differences at high altitude compared to baseline recordings. Changes in pupil parameters did not correlate with scores of AMS. Conclusions Key parameters of the pupillary light reaction are significantly altered at high altitude. We hypothesize that high altitude hypoxia itself as well as known side effects of high altitude exposure such as fatigue or exhaustion after ascent may account for an altered pupillogram. Interestingly, none of these changes are related to AMS. PMID:24503770

  8. Simulation of underexpanded supersonic jet flows with chemical reactions

    Directory of Open Access Journals (Sweden)

    Fu Debin

    2014-06-01

    Full Text Available To achieve a detailed understanding of underexpanded supersonic jet structures influenced by afterburning and other flow conditions, the underexpanded turbulent supersonic jet with and without combustions are investigated by computational fluid dynamics (CFD method. A program based on a total variation diminishing (TVD methodology capable of predicting complex shocks is created to solve the axisymmetric expanded Navier–Stokes equations containing transport equations of species. The finite-rate ratio model is employed to handle species sources in chemical reactions. CFD solutions indicate that the structure of underexpanded jet is typically influenced by the pressure ratio and afterburning. The shock reflection distance and maximum value of Mach number in the first shock cell increase with pressure ratio. Chemical reactions for the rocket exhaust mostly exist in the mixing layer of supersonic jet flows. This tends to reduce the intensity of shocks existing in the jet, responding to the variation of thermal parameters.

  9. Simulation of underexpanded supersonic jet flows with chemical reactions

    Institute of Scientific and Technical Information of China (English)

    Fu Debin; Yu Yong; Niu Qinglin

    2014-01-01

    To achieve a detailed understanding of underexpanded supersonic jet structures influenced by afterburning and other flow conditions, the underexpanded turbulent supersonic jet with and without combustions are investigated by computational fluid dynamics (CFD) method. A program based on a total variation diminishing (TVD) methodology capable of predicting complex shocks is created to solve the axisymmetric expanded Navier-Stokes equations containing transport equations of species. The finite-rate ratio model is employed to handle species sources in chemical reactions. CFD solutions indicate that the structure of underexpanded jet is typically influenced by the pressure ratio and afterburning. The shock reflection distance and maximum value of Mach number in the first shock cell increase with pressure ratio. Chemical reactions for the rocket exhaust mostly exist in the mixing layer of supersonic jet flows. This tends to reduce the intensity of shocks existing in the jet, responding to the variation of thermal parameters.

  10. The Turbulent Dynamo in Highly Compressible Supersonic Plasmas

    CERN Document Server

    Federrath, Christoph; Bovino, Stefano; Schleicher, Dominik R G

    2014-01-01

    The turbulent dynamo may explain the origin of cosmic magnetism. While the exponential amplification of magnetic fields has been studied for incompressible gases, little is known about dynamo action in highly-compressible, supersonic plasmas, such as the interstellar medium of galaxies and the early Universe. Here we perform the first quantitative comparison of theoretical models of the dynamo growth rate and saturation level with three-dimensional magnetohydrodynamical simulations of supersonic turbulence with grid resolutions of up to 1024^3 cells. We obtain numerical convergence and find that dynamo action occurs for both low and high magnetic Prandtl numbers Pm = nu/eta = 0.1-10 (the ratio of viscous to magnetic dissipation), which had so far only been seen for Pm >= 1 in supersonic turbulence. We measure the critical magnetic Reynolds number, Rm_crit = 129 (+43, -31), showing that the compressible dynamo is almost as efficient as in incompressible gas. Considering the physical conditions of the present a...

  11. Study of the shock structure of supersonic, dual, coaxial, jets

    Energy Technology Data Exchange (ETDEWEB)

    Lee, K. H.; Lee, J. H.; Kim, H. D. [Andong National Univ., Andong (Korea, Republic of)

    2001-07-01

    The shock structure of supersonic, dual, coaxial jet is experimentally investigated. Eight different kinds of coaxial, dual nozzles are employed to observe the major features of the near field shock structure of the supersonic, coaxial, dual jets. Four convergent-divergent supersonic nozzles having the Mach number of 2.0 and 3.0, and are used to compare the coaxial jet flows discharging from two sonic nozzles. The primary pressure ratio is changed in the range between 4.0 and 10.0 and the assistant jet pressure ratio from 1.0 to 4.0. The results obtained show that the impinging angle, nozzle geometry and pressure ratio significantly affect the near field shock structure, Mach disk location and Mach disk diameter. The annular shock system is found depending the assistant and primary jet pressure ratios.

  12. Evaluation of the doses to aircrew members taking into consideration the aircraft structures

    Science.gov (United States)

    Battistoni, G.; Ferrari, A.; Pelliccioni, M.; Villari, R.

    The radiation field originated by the interactions of primary galactic cosmic rays in the atmosphere has been investigated using the FLUKA code. From the calculated differential fluence distributions in particle energy and direction, the values of effective and ambient dose equivalent rates have been derived as a function of vertical cut-off, altitude and deceleration potential. A mathematical model of an aircraft has been developed using the combinatorial geometry package of FLUKA. The irradiation of the mathematical model in the cosmic ray environment has been simulated at 10.7 km of altitude using the calculated fluence distributions at the polar region for a deceleration potential of 465 MV. Effective dose rate and ambient dose equivalent rate have been determined inside the aircraft at several locations along the fuselage. A significant shielding effect from the aircraft structures has been observed in the middle section of the passenger cabin.

  13. European Commission research on aircraft impacts in the atmosphere

    Energy Technology Data Exchange (ETDEWEB)

    Amanatidis, G.T.; Angeletti, G. [European Commission (CEC), Brussels (Belgium)

    1997-12-31

    Aircraft engines release in the troposphere and lower stratosphere a number of chemical compounds (NO{sub x}, CO{sub 2}, CO, H{sub 2}O, hydrocarbons, sulphur, soot, etc.) which could potentially affect the ozone layer and the climate through chemical, dynamical and radiative changes. The global amount of gases and particles emitted by current subsonic and projected supersonic aircraft fleets can be estimated, but significant uncertainties remain about the fate of these emissions in the atmosphere. The European efforts concerning these potential atmospheric impacts of aircraft emissions are conducted by the Environment and Climate Research Programme of the European Commission (EC) as well as by national programmes of the Member States of the European Union (EU). The European research activities in this field, are described, divided for practical reasons in two periods. The first includes activities supported under the 3. Framework Programme for R and D activities which covered the period from 1992 up to 1996, while the second period has started in early 1996 and is supported under the 4. Framework Programme. (R.P.) 6 refs.

  14. Large capacity oblique all-wing transport aircraft

    Science.gov (United States)

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

    1996-01-01

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

  15. Application of slender wing benefits to military aircraft

    Science.gov (United States)

    Polhamus, E. C.

    1983-01-01

    A review is provided of aerodynamic research conducted at the Langley Research Center with respect to the application of slender wing benefits in the design of high-speed military aircraft, taking into account the supersonic performance and leading-edge vortex flow associated with very highly sweptback wings. The beginning of the development of modern classical swept wing jet aircraft is related to the German Me 262 project during World War II. In the U.S., a theoretical study conducted by Jones (1945) pointed out the advantages of the sweptback wing concept. Developments with respect to variable sweep wings are discussed, taking into account early research in 1946, a joint program of the U.S. with the United Kingdom, the tactical aircraft concept, and the important part which the Langley variable-sweep research program played in the development of the F-111, F-14, and B-1. Attention is also given to hybrid wings, vortex flow theory development, and examples of flow design technology.

  16. Supersonic stall flutter of high-speed fans

    Science.gov (United States)

    Adamczyk, J. J.; Stevans, W.; Jutras, R.

    1981-01-01

    An analytical model is proposed for predicting the onset of supersonic stall bending flutter in high-speed rotors. The analysis is based on a modified two-dimensional, compressible, unsteady actuator disk theory. The stability boundary predicted by the analysis is shown to be in good agreement with the measured boundary of a high speed fan. The prediction that the flutter mode would be a forward traveling wave sensitive to wheel speed and aerodynamic loading is confirmed by experimental measurements. In addition, the analysis shows that reduced frequency and dynamic head also play a significant role in establishing the supersonic stall bending flutter boundary of an unshrouded fan.

  17. Continuing Validation of Computational Fluid Dynamics for Supersonic Retropropulsion

    Science.gov (United States)

    Schauerhamer, Daniel Guy; Trumble, Kerry A.; Kleb, Bil; Carlson, Jan-Renee; Edquist, Karl T.

    2011-01-01

    A large step in the validation of Computational Fluid Dynamics (CFD) for Supersonic Retropropulsion (SRP) is shown through the comparison of three Navier-Stokes solvers (DPLR, FUN3D, and OVERFLOW) and wind tunnel test results. The test was designed specifically for CFD validation and was conducted in the Langley supersonic 4 x4 Unitary Plan Wind Tunnel and includes variations in the number of nozzles, Mach and Reynolds numbers, thrust coefficient, and angles of orientation. Code-to-code and code-to-test comparisons are encouraging and possible error sources are discussed.

  18. Subsonic and Supersonic Jet Noise Calculations Using PSE and DNS

    Science.gov (United States)

    Balakumar, P.; Owis, Farouk

    1999-01-01

    Noise radiated from a supersonic jet is computed using the Parabolized Stability Equations (PSE) method. The evolution of the instability waves inside the jet is computed using the PSE method and the noise radiated to the far field from these waves is calculated by solving the wave equation using the Fourier transform method. We performed the computations for a cold supersonic jet of Mach number 2.1 which is excited by disturbances with Strouhal numbers St=.2 and .4 and the azimuthal wavenumber m=l. Good agreement in the sound pressure level are observed between the computed and the measured (Troutt and McLaughlin 1980) results.

  19. High energy radiation from aircraft-triggered lightning and thunderstorm

    Science.gov (United States)

    Kochkin, Pavlo; van Deursen, Alexander P. J.; de Boer, Alte I.; Bardet, Michiel; Boissin, Jean-François

    2016-04-01

    In-flight Lightning Strike Damage Assessment System (ILDAS http://ildas.nlr.nl/) was developed in an EU FP6 project to provide information on threat that lightning poses to aircraft. The system contains one E-field and eight H-field sensors distributed over the fuselage. It has recently been extended to include two LaBr3 scintillation detectors. The scintillation detectors are sensitive to x-ray photons above 30 keV. The entire system is installed on an A-350 aircraft. When triggered by lightning and digitizes data synchronously with 10 ns intervals. Twelve continuously monitoring photon energy channels were implemented for X-ray detectors operating at slower rate (15 ms, pulse counting). In spring of 2014 and 2015 the aircraft flew through thunderstorm cells recording the data from the sensors. Total of 93 lightning strikes to the aircraft are recorded. Eighteen of them are also detected by WWLLN network. One strike consists of six individual strokes within 200 ms that were all synchronously identified by WWLLN. The WWLLN inter-stroke distance is much larger than the aircraft movement. Three of these strokes generated X-ray bursts. One exceptionally bright X-ray pulse of more than 8 MeV has been detected in association with another strike; it probably saturated the detector's photomultiplier. Neither long gamma-ray glow, nor positron annihilation have been detected during the campaign. An explanation is sought in the typical altitude profile of these test flights.

  20. High Altitude Clear Air Turbulence Project

    Data.gov (United States)

    National Oceanic and Atmospheric Administration, Department of Commerce — The Air Force Flight Dynamics Laboratory conducted the High Altitude Clear Air Turbulence Project in the mid 1960s with the intention of better understanding air...

  1. Advanced Jet Noise Exhaust Concepts in NASA's N+2 Supersonics Validation Study and the Environmentally Responsible Aviation Project's Upcoming Hybrid Wing Body Acoustics Test

    Science.gov (United States)

    Henderson, Brenda S.; Doty, Mike

    2012-01-01

    Acoustic and flow-field experiments were conducted on exhaust concepts for the next generation supersonic, commercial aircraft. The concepts were developed by Lockheed Martin (LM), Rolls-Royce Liberty Works (RRLW), and General Electric Global Research (GEGR) as part of an N+2 (next generation forward) aircraft system study initiated by the Supersonics Project in NASA s Fundamental Aeronautics Program. The experiments were conducted in the Aero-Acoustic Propulsion Laboratory at the NASA Glenn Research Center. The exhaust concepts presented here utilized lobed-mixers and ejectors. A powered third-stream was implemented to improve ejector acoustic performance. One concept was found to produce stagnant flow within the ejector and the other produced discrete-frequency tones (due to flow separations within the model) that degraded the acoustic performance of the exhaust concept. NASA's Environmentally Responsible Aviation (ERA) Project has been investigating a Hybrid Wing Body (HWB) aircraft as a possible configuration for meeting N+2 system level goals for noise, emissions, and fuel burn. A recently completed NRA led by Boeing Research and Technology resulted in a full-scale aircraft design and wind tunnel model. This model will be tested acoustically in NASA Langley's 14-by 22-Foot Subsonic Tunnel and will include dual jet engine simulators and broadband engine noise simulators as part of the test campaign. The objectives of the test are to characterize the system level noise, quantify the effects of shielding, and generate a valuable database for prediction method development. Further details of the test and various component preparations are described.

  2. Python Engine Installed in Altitude Wind Tunnel

    Science.gov (United States)

    1949-01-01

    An engine mechanic checks instrumentation prior to an investigation of engine operating characteristics and thrust control of a large turboprop engine with counter-rotating propellers under high-altitude flight conditions in the 20-foot-dianieter test section of the Altitude Wind Tunnel at the Lewis Flight Propulsion Laboratory of the National Advisory Committee for Aeronautics, Cleveland, Ohio, now known as the John H. Glenn Research Center at Lewis Field.

  3. Measurement of the energy spectrum of cosmic-ray induced neutrons aboard an ER-2 high-altitude airplane.

    Science.gov (United States)

    Goldhagen, P; Reginatto, M; Kniss, T; Wilson, J W; Singleterry, R C; Jones, I W; Van Steveninck, W

    2002-01-01

    Crews working on present-day jet aircraft are a large occupationally exposed group with a relatively high average effective dose from galactic cosmic radiation. Crews of future high-speed commercial aircraft flying at higher altitudes would be even more exposed. To help reduce the significant uncertainties in calculations of such exposures, the atmospheric ionizing radiation (AIR) project, an international collaboration of 15 laboratories, made simultaneous radiation measurements with 14 instruments on five flights of a NASA ER-2 high-altitude aircraft. The primary AIR instrument was a highly sensitive extended-energy multisphere neutron spectrometer with lead and steel shells placed within the moderators of two of its 14 detectors to enhance response at high energies. Detector responses were calculated for neutrons and charged hadrons at energies up to 100 GeV using MCNPX. Neutron spectra were unfolded from the measured count rates using the new MAXED code. We have measured the cosmic-ray neutron spectrum (thermal to >10 GeV), total neutron fluence rate, and neutron effective dose and dose equivalent rates and their dependence on altitude and geomagnetic cutoff. The measured cosmic-ray neutron spectra have almost no thermal neutrons, a large "evaporation" peak near 1 MeV and a second broad peak near 100 MeV which contributes about 69% of the neutron effective dose. At high altitude, geomagnetic latitude has very little effect on the shape of the spectrum, but it is the dominant variable affecting neutron fluence rate, which was eight times higher at the northernmost measurement location than it was at the southernmost. The shape of the spectrum varied only slightly with altitude from 21 km down to 12 km (56-201 g cm-2 atmospheric depth), but was significantly different on the ground. In all cases, ambient dose equivalent was greater than effective dose for cosmic-ray neutrons.

  4. Early history of high-altitude physiology.

    Science.gov (United States)

    West, John B

    2016-02-01

    High-altitude physiology can be said to have begun in 1644 when Torricelli described the first mercury barometer and wrote the immortal words "We live submerged at the bottom of an ocean of the element air." Interestingly, the notion of atmospheric pressure had eluded his teacher, the great Galileo. Blaise Pascal was responsible for describing the fall in pressure with increasing altitude, and Otto von Guericke gave a dramatic demonstration of the enormous force that could be developed by atmospheric pressure. Robert Boyle learned of Guericke's experiment and, with Robert Hooke, constructed the first air pump that allowed small animals to be exposed to a low pressure. Hooke also constructed a small low-pressure chamber and exposed himself to a simulated altitude of about 2400 meters. With the advent of ballooning, humans were rapidly exposed to very low pressures, sometimes with tragic results. For example, the French balloon, Zénith, rose to over 8000 m, and two of the three aeronauts succumbed to the hypoxia. Paul Bert was the first person to clearly state that the deleterious effects of high altitude were caused by the low partial pressure of oxygen (PO2), and later research was accelerated by high-altitude stations and expeditions to high altitude.

  5. Passive morphing of flying wing aircraft: Z-shaped configuration

    Science.gov (United States)

    Mardanpour, Pezhman; Hodges, Dewey H.

    2014-01-01

    High Altitude, Long Endurance (HALE) aircraft can achieve sustained, uninterrupted flight time if they use solar power. Wing morphing of solar powered HALE aircraft can significantly increase solar energy absorbency. An example of the kind of morphing considered in this paper requires the wings to fold so as to orient a solar panel to be hit more directly by the sun's rays at specific times of the day. An example of the kind of morphing considered in this paper requires the wings to fold so as to orient a solar panel that increases the absorption of solar energy by decreasing the angle of incidence of the solar radiation at specific times of the day. In this paper solar powered HALE flying wing aircraft are modeled with three beams with lockable hinge connections. Such aircraft are shown to be capable of morphing passively, following the sun by means of aerodynamic forces and engine thrusts. The analysis underlying NATASHA (Nonlinear Aeroelastic Trim And Stability of HALE Aircraft), a computer program that is based on geometrically exact, fully intrinsic beam equations and a finite-state induced flow model, was extended to include the ability to simulate morphing of the aircraft into a "Z" configuration. Because of the "long endurance" feature of HALE aircraft, such morphing needs to be done without relying on actuators and at as near zero energy cost as possible. The emphasis of this study is to substantially demonstrate the processes required to passively morph a flying wing into a Z-shaped configuration and back again.

  6. Aircraft Operations Classification System

    Science.gov (United States)

    Harlow, Charles; Zhu, Weihong

    2001-01-01

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

  7. Identification of Aircraft Hazards

    Energy Technology Data Exchange (ETDEWEB)

    K. Ashley

    2006-12-08

    Aircraft hazards were determined to be potentially applicable to a repository at Yucca Mountain in ''Monitored Geological Repository External Events Hazards Screening Analysis'' (BSC 2005 [DIRS 174235], Section 6.4.1). That determination was conservatively based upon limited knowledge of flight data in the area of concern and upon crash data for aircraft of the type flying near Yucca Mountain. The purpose of this report is to identify specific aircraft hazards that may be applicable to a monitored geologic repository (MGR) at Yucca Mountain, using NUREG-0800, ''Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants'' (NRC 1987 [DIRS 103124], Section 3.5.1.6), as guidance for the inclusion or exclusion of identified aircraft hazards. The intended use of this report is to provide inputs for further screening and analysis of identified aircraft hazards based upon the criteria that apply to Category 1 and Category 2 event sequence analyses as defined in 10 CFR 63.2 [DIRS 176544] (Section 4). The scope of this report includes the evaluation of military, private, and commercial use of airspace in the 100-mile regional setting of the repository at Yucca Mountain with the potential for reducing the regional setting to a more manageable size after consideration of applicable screening criteria (Section 7).

  8. IDENTIFICATION OF AIRCRAFT HAZARDS

    Energy Technology Data Exchange (ETDEWEB)

    K.L. Ashley

    2005-03-23

    Aircraft hazards were determined to be potentially applicable to a repository at Yucca Mountain in the ''Monitored Geological Repository External Events Hazards Screening Analysis'' (BSC 2004, Section 6.4.1). That determination was conservatively based on limited knowledge of flight data in the area of concern and on crash data for aircraft of the type flying near Yucca Mountain. The purpose of this report is to identify specific aircraft hazards that may be applicable to a Monitored Geologic Repository (MGR) at Yucca Mountain using NUREG-0800, ''Standard Review Plan for the Review of Safety Analysis Reports for Nuclear Power Plants'' (NRC 1987, Section 3.5.1.6), as guidance for the inclusion or exclusion of identified aircraft hazards. NUREG-0800 is being used here as a reference because some of the same considerations apply. The intended use of this report is to provide inputs for further screening and analysis of the identified aircraft hazards based on the criteria that apply to Category 1 and 2 event sequence analyses as defined in 10 CFR 63.2 (see Section 4). The scope of this technical report includes the evaluation of military, private, and commercial use of airspace in the 100-mile regional setting of the MGR at Yucca Mountain with the potential for reducing the regional setting to a more manageable size after consideration of applicable screening criteria (see Section 7).

  9. Video Altimeter and Obstruction Detector for an Aircraft

    Science.gov (United States)

    Delgado, Frank J.; Abernathy, Michael F.; White, Janis; Dolson, William R.

    2013-01-01

    Video-based altimetric and obstruction detection systems for aircraft have been partially developed. The hardware of a system of this type includes a downward-looking video camera, a video digitizer, a Global Positioning System receiver or other means of measuring the aircraft velocity relative to the ground, a gyroscope based or other attitude-determination subsystem, and a computer running altimetric and/or obstruction-detection software. From the digitized video data, the altimetric software computes the pixel velocity in an appropriate part of the video image and the corresponding angular relative motion of the ground within the field of view of the camera. Then by use of trigonometric relationships among the aircraft velocity, the attitude of the camera, the angular relative motion, and the altitude, the software computes the altitude. The obstruction-detection software performs somewhat similar calculations as part of a larger task in which it uses the pixel velocity data from the entire video image to compute a depth map, which can be correlated with a terrain map, showing locations of potential obstructions. The depth map can be used as real-time hazard display and/or to update an obstruction database.

  10. Final Report for the Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2030 to 2035 Period, N+3 Supersonic Program

    Science.gov (United States)

    Morgenstern, John; Norstrud, Nicole; Stelmack, Marc; Skoch, Craig

    2010-01-01

    The N+3 Final Report documents the work and progress made by Lockheed Martin Aeronautics in response to the NASA sponsored program "N+3 NRA Advanced Concept Studies for Supersonic Commercial Transports Entering Service in the 2030 to 2035 Period." The key technical objective of this effort was to generate promising supersonic concepts for the 2030 to 2035 timeframe and to develop plans for maturing the technologies required to make those concepts a reality. The N+3 program is aligned with NASA's Supersonic Project and is focused on providing alternative system-level solutions capable of overcoming the efficiency, environmental, and performance barriers to practical supersonic flight

  11. SIMULATION OF THE LASER DISCHARGE IN A SUPERSONIC GAS FLOW

    Directory of Open Access Journals (Sweden)

    Tropina, A. A.

    2013-06-01

    Full Text Available A heat model of the laser discharge in a supersonic turbulent gas flow has been developed. A numerical investigation of the error of the method of velocity measurements, which is based on the nitrogen molecules excitation, has been carried out. It is shown that fast gas heating by the discharge causes the velocity profiles deformation.

  12. Experimental study of mixing enhancement using pylon in supersonic flow

    Science.gov (United States)

    Vishwakarma, Manmohan; Vaidyanathan, Aravind

    2016-01-01

    The Supersonic Combustion Ramjet (SCRAMJET) engine has been recognized as one of the most promising air breathing propulsion system for the supersonic/hypersonic flight mission requirements. Mixing and combustion of fuel inside scramjet engine is one of the major challenging tasks. In the current study the main focus has been to increase the penetration and mixing of the secondary jet inside the test chamber at supersonic speeds. In view of this, experiments are conducted to evaluate the effect of pylon on the mixing of secondary jet injection into supersonic mainstream flow at Mach 1.65. Two different pylons are investigated and the results are compared with those obtained by normal injection from a flat plate. The mixing studies are performed by varying the height of the pylon while keeping all other parameters the same. The study mainly focused on analyzing the area of spread and penetration depth achieved by different injection schemes based on the respective parameters. The measurements involved Mie scattering visualization and the flow features are analyzed using Schlieren images. The penetration height and spread area are the two parameters that are used for analyzing and comparing the performance of the pylons. It is observed that the secondary jet injection carried out from behind the big pylon resulted in maximum penetration and spread area of the jet as compared to the small pylon geometry. Moreover it is also evident that for obtaining maximum spreading and penetration of the jet, the same needs to be achieved at the injection location.

  13. NASA F-16XL supersonic laminar flow control program overview

    Science.gov (United States)

    Fischer, Michael C.

    1992-01-01

    The viewgraphs and discussion of the NASA supersonic laminar flow control program are provided. Successful application of laminar flow control to a High Speed Civil Transport (HSCT) offers significant benefits in reductions of take-off gross weight, mission fuel burn, cruise drag, structural temperatures, engine size, emissions, and sonic boom. The ultimate economic success of the proposed HSCT may depend on the successful adaption of laminar flow control, which offers the single most significant potential improvements in lift drag ratio (L/D) of all the aerodynamic technologies under consideration. The F-16XL Supersonic Laminar Flow Control (SLFC) Experiment was conceived based on the encouraging results of in-house and NASA supported industry studies to determine if laminar flow control is feasible for the HSCT. The primary objective is to achieve extensive laminar flow (50-60 percent chord) on a highly swept supersonic wing. Data obtained from the flight test will be used to validate existing Euler and Navier Stokes aerodynamic codes and transition prediction boundary layer stability codes. These validated codes and developed design methodology will be delivered to industry for their use in designing supersonic laminar flow control wings. Results from this experiment will establish preliminary suction system design criteria enabling industry to better size the suction system and develop improved estimates of system weight, fuel volume loss due to wing ducting, turbocompressor power requirements, etc. so that benefits and penalties can be more accurately assessed.

  14. Multiresolution analysis of density fluctuation in supersonic mixing layer

    Institute of Scientific and Technical Information of China (English)

    2010-01-01

    Due to the difficulties in measuring supersonic density field, the multiresolution analysis of supersonic mixing layer based on experimental images is still a formidable challenge. By utilizing the recently developed nanoparticle based planar laser scattering method, the density field of a supersonic mixing layer was measured at high spatiotemporal resolution. According to the dynamic behavior of coherent structures, the multiresolution characteristics of density fluctuation signals and density field images were studied based on Taylor’s hypothesis of space-time conversion and wavelet analysis. The wavelet coefficients reflect the characteristics of density fluctuation signals at different scales, and the detailed coefficients reflect the differences of approximation at adjacent levels. The density fluctuation signals of supersonic mixing layer differ from the periodic sine signal and exhibit similarity to the fractal Koch signal. The similarity at different scales reveals the fractal characteristic of mixing layer flowfield. The two-dimensional wavelet decomposition and reconstruction of density field images extract the approximate and detailed signals at different scales, which effectively resolve the characteristic structures of the flowfield at different scales.

  15. A flamelet model for turbulent diffusion combustion in supersonic flow

    Institute of Scientific and Technical Information of China (English)

    LEE; ChunHian

    2010-01-01

    In order to develop a turbulent diffusion combustion model for supersonic flow, the physical argument of the extension of the flamelet model to supersonic flow was presented, and the flow field of a hydrogen/air diffusion combustion generated by axisymmetric supersonic jets was numerically simulated by employing the flamelet model. Using the experimental data, value of the model coefficient of scalar dissipation in the flamelet model was revised specifically for supersonic flow. The computational results of the modified flamelet model were compared with the experimental results, and it was indicated that the precision of the modified flamelet model was satisfying. Based on the numerical results and flamelet theory, the influence mechanisms of turbulence fluctuation on the average state equation and chemical reaction rate were studied for the first time. It was found that the fluctuation correlation of species mass fractions and temperature has little effect on the averaged gas state equation; the temperature fluctuation decreases the product of H2O, but its effect is small; the fluctuation of species mass fractions increases the product of H2O in the region close to oxidizer while decreases the product of H2O in other regions; the fluctuation correlation of species mass fractions and temperature largely decreases the product of H2O.

  16. Toward Active Control of Noise from Hot Supersonic Jets

    Science.gov (United States)

    2013-02-15

    applied a double divergence directly to the incompressible Reynolds stress giving Ö U’UI dxgJ = -£ijk(sijUJk + ryWfc). (1) This neglected...SUPERSONIC JETS | QUARTERLY RPT. 6 ^ EXPERIMENTAL FACILITY j^i;r\\’ii Mo/ P I V • Page 6 • Prev • Wart • Last • Full Screen • Close

  17. Locating industrial VOC sources with aircraft observations

    Energy Technology Data Exchange (ETDEWEB)

    Toscano, P., E-mail: p.toscano@ibimet.cnr.it [Institute for Biometeorology (IBIMET - CNR), Via G. Caproni 8, 50145 Firenze (Italy); Gioli, B. [Institute for Biometeorology (IBIMET - CNR), Via G. Caproni 8, 50145 Firenze (Italy); Dugheri, S. [Careggi Hospital-University of Florence, Occupational Health Division, Largo Palagi 1, 50100 Florence (Italy); Salvini, A. [Department of Organic Chemistry, University of Florence, Via della Lastruccia 13, 50019 Sesto Fiorentino, Florence (Italy); Matese, A. [Institute for Biometeorology (IBIMET - CNR), Via G. Caproni 8, 50145 Firenze (Italy); Bonacchi, A. [Careggi Hospital-University of Florence, Occupational Health Division, Largo Palagi 1, 50100 Florence (Italy); Zaldei, A. [Institute for Biometeorology (IBIMET - CNR), Via G. Caproni 8, 50145 Firenze (Italy); Cupelli, V. [Careggi Hospital-University of Florence, Occupational Health Division, Largo Palagi 1, 50100 Florence (Italy); Miglietta, F. [Institute for Biometeorology (IBIMET - CNR), Via G. Caproni 8, 50145 Firenze (Italy); Fondazione Edmund Mach, Via Mach 1, San Michele all' Adige, Trento (Italy)

    2011-05-15

    Observation and characterization of environmental pollution, focussing on Volatile Organic Compounds (VOCs), in a high-risk industrial area, are particularly important in order to provide indications on a safe level of exposure, indicate eventual priorities and advise on policy interventions. The aim of this study is to use the Solid Phase Micro Extraction (SPME) method to measure VOCs, directly coupled with atmospheric measurements taken on a small aircraft environmental platform, to evaluate and locate the presence of VOC emission sources in the Marghera industrial area. Lab analysis of collected SPME fibres and subsequent analysis of mass spectrum and chromatograms in Scan Mode allowed the detection of a wide range of VOCs. The combination of this information during the monitoring campaign allowed a model (Gaussian Plume) to be implemented that estimates the localization of emission sources on the ground. - Highlights: > Flight plan aimed at sampling industrial area at various altitudes and locations. > SPME sampling strategy was based on plume detection by means of CO{sub 2}. > Concentrations obtained were lower than the limit values or below the detection limit. > Scan mode highlighted presence of {gamma}-butyrolactone (GBL) compound. > Gaussian dispersion modelling was used to estimate GBL source location and strength. - An integrated strategy based on atmospheric aircraft observations and dispersion modelling was developed, aimed at estimating spatial location and strength of VOC point source emissions in industrial areas.

  18. Advanced Aircraft Material

    Directory of Open Access Journals (Sweden)

    Vivek Kumar Prince

    2013-06-01

    Full Text Available There has been long debate on “advanced aircraft material” from past decades & researchers too came out with lots of new advanced material like composites and different aluminum alloys. Now days a new advancement that is in great talk is third generation Aluminum-lithium alloy. Newest Aluminum-lithium alloys are found out to have low density, higher elastic modulus, greater stiffness, greater cryogenic toughness, high resistance to fatigue cracking and improved corrosion resistance properties over the earlier used aircraft material as mentioned in Table 3 [1-5]. Comparison had been made with nowadays used composite material and is found out to be more superior then that

  19. AIRCRAFT MAINTENANCE HANGAR

    Directory of Open Access Journals (Sweden)

    GEAMBASU Gabriel George

    2017-05-01

    Full Text Available The paper presents the maintenance process that is done on an airplane, at a certain period of time, or after a number of flight hours or cycles and describes the checks performed behind each inspection. The first part of research describes the aircraft maintenance process that has to be done after an updated maintenance manual according with aircraft type, followed by a short introduction about maintenance hangar. The second part of the paper presents a hangar design with a foldable roof and walls, which can be folded or extended, over an airplane when a maintenance process is done, or depending on weather condition.

  20. Nitric oxide in adaptation to altitude.

    Science.gov (United States)

    Beall, Cynthia M; Laskowski, Daniel; Erzurum, Serpil C

    2012-04-01

    This review summarizes published information on the levels of nitric oxide gas (NO) in the lungs and NO-derived liquid-phase molecules in the acclimatization of visitors newly arrived at altitudes of 2500 m or more and adaptation of populations whose ancestors arrived thousands of years ago. Studies of acutely exposed visitors to high altitude focus on the first 24-48 h with just a few extending to days or weeks. Among healthy visitors, NO levels in the lung, plasma, and/or red blood cells fell within 2h, but then returned toward baseline or slightly higher by 48 h and increased above baseline by 5 days. Among visitors ill with high-altitude pulmonary edema at the time of the study or in the past, NO levels were lower than those of their healthy counterparts. As for highland populations, Tibetans had NO levels in the lung, plasma, and red blood cells that were at least double and in some cases orders of magnitude greater than other populations regardless of altitude. Red blood cell-associated nitrogen oxides were more than 200 times higher. Other highland populations had generally higher levels although not to the degree shown by Tibetans. Overall, responses of those acclimatized and those presumed to be adapted are in the same direction, although the Tibetans have much larger responses. Missing are long-term data on lowlanders at altitude showing how similar they become to the Tibetan phenotype. Also missing are data on Tibetans at low altitude to see the extent to which their phenotype is a response to the immediate environment or expressed constitutively. The mechanisms causing the visitors' and the Tibetans' high levels of NO and NO-derived molecules at altitude remain unknown. Limited data suggest processes including hypoxic upregulation of NO synthase gene expression, hemoglobin-NO reactions, and genetic variation. Gains in understanding will require integrating appropriate methods and measurement techniques with indicators of adaptive function under hypoxic

  1. The Impact of Structural Vibration on Flying Qualities of a Supersonic Transport

    Science.gov (United States)

    Raney, David L.; Jackson, E. Bruce; Buttrill, Carey S.; Adams, William M.

    2001-01-01

    A piloted simulation experiment has been conducted in the NASA Langley Visual/Motion Simulator facility to address the impact of dynamic aeroelastic effects on flying qualities of a supersonic transport. The intent of this experiment was to determine the effectiveness of several measures that may be taken to reduce the impact of aircraft flexibility on piloting tasks. Potential solutions that were examined included structural stiffening, active vibration suppression, and elimination of visual cues associated with the elastic modes. A series of parametric configurations was evaluated by six test pilots for several types of maneuver tasks. During the investigation, several incidents were encountered in which cockpit vibrations due to elastic modes fed back into the control stick through involuntary motions of the pilot's upper body and arm. The phenomenon, referred to as biodynamic coupling, is evidenced by a resonant peak in the power spectrum of the pilot's stick inputs at a structural mode frequency. The results of the investigation indicate that structural stiffening and compensation of the visual display were of little benefit in alleviating the impact of elastic dynamics on the piloting tasks, while increased damping and elimination of control-effector excitation of the lowest frequency modes offered great improvements when applied in sufficient degree.

  2. Study of advanced composite structural design concepts for an arrow wing supersonic cruise configuration, task 3

    Science.gov (United States)

    1978-01-01

    A structural design study was conducted to assess the relative merits of structural concepts using advanced composite materials for an advanced supersonic aircraft cruising at Mach 2.7. The configuration and structural arrangement developed during Task I and II of the study, was used as the baseline configuration. Allowable stresses and strains were established for boron and advanced graphite fibers based on projected fiber properties available in the next decade. Structural concepts were designed and analyzed using graphite polyimide and boron polyimide, applied to stiffened panels and conventional sandwich panels. The conventional sandwich panels were selected as the structural concept to be used on the wing structure. The upper and lower surface panels of the Task I arrow wing were redesigned using high-strength graphite polyimide sandwich panels over the titanium spars and ribs. The ATLAS computer system was used as the basis for stress analysis and resizing the surface panels using the loads from the Task II study, without adjustment for change in aeroelastic deformation. The flutter analysis indicated a decrease in the flutter speed compared to the baseline titanium wing design. The flutter analysis indicated a decrease in the flutter speed compared to the baseline titanium wing design. The flutter speed was increased to that of the titanium wing, with a weight penalty less than that of the metallic airplane.

  3. Aero-optical effects of an optical seeker with a supersonic jet for hypersonic vehicles in near space.

    Science.gov (United States)

    Guo, Guangming; Liu, Hong; Zhang, Bin

    2016-06-10

    The aero-optical effects of an optical seeker with a supersonic jet for hypersonic vehicles in near space were investigated by three suites of cases, in which the altitude, angle of attack, and Mach number were varied in a large range. The direct simulation Monte Carlo based on the Boltzmann equation was used for flow computations and the ray-tracing method was used to simulate beam transmission through the nonuniform flow field over the optical window. Both imaging displacement and phase deviation were proposed as evaluation parameters, and along with Strehl ratio they were used to quantitatively evaluate aero-optical effects. The results show that aero-optical effects are quite weak when the altitude is greater than 30 km, the imaging displacement is related to the incident angle of a beam, and it is minimal when the incident angle is approximately 15°. For reducing the aero-optical effects, the optimal location of an aperture should be in the middle of the optical window.

  4. Aircraft Fuel Systems Career Ladder.

    Science.gov (United States)

    1985-09-01

    type fittings remove and install fuel cells clean work areas inspect aircraft for safety pin installation purge tanks or cells using blow purge method...INSPECT AIRCRAFT FOR SAFETY PIN INSTALLATION 84 H254 PURGE TANKS OR CELLS USING BLOW PURGE METHOD 83 H227 CHECK AIRCRAFT FOR LIQUID OXYGEN (LOX...H243 INSPECT AIRCRAFT FOR SAFETY PIN INSTALLATION 52 M483 MIX SEALANTS BY HAND 48 K372 CONNECT OR DISCONNECT WIGGINS TYPE FITTINGS 48 H236 DISCONNECT

  5. Responses of the autonomic nervous system in altitude adapted and high altitude pulmonary oedema subjects

    Science.gov (United States)

    Mathew, Lazar; Purkayastha, S. S.; Jayashankar, A.; Radhakrishnan, U.; Sen Gupta, J.; Nayar, H. S.

    1985-06-01

    Studies were carried out to ascertain the role of sympatho-parasympathetic responses in the process of adaptation to altitude. The assessment of status of autonomic balance was carried out in a group of 20 young male subjects by recording their resting heart rate, blood pressure, oral temperature, mean skin temperature, extremity temperatures, pupillary diameter, cold pressor response, oxygen consumption, cardioacceleration during orthostasis and urinary excretion of catecholamines; in a thermoneutral laboratory. The same parameters were repeated on day 3 and at weekly intervals for a period of 3 weeks, after exposing them to 3,500 m; and also after return to sea level. At altitude, similar studies were carried out in a group of 10 acclimatized lowlanders, 10 high altitude natives and 6 patients who had recently recovered from high altitude pulmonary oedema. In another phase, similar studies were done in two groups of subjects, one representing 15 subjects who had stayed at altitude (3,500 4,000 m) without any ill effects and the other comprising of 10 subjects who had either suffered from high altitude pulmonary oedema (HAPO) or acute mountain sickness (AMS). The results revealed sympathetic overactivity on acute induction to altitude which showed gradual recovery on prolonged stay, the high altitude natives had preponderance to parasympathetic system. Sympathetic preponderance may not be an essential etiological factor for the causation of maladaptation syndromes.

  6. Can High Altitude Influence Cytokines and Sleep?

    Directory of Open Access Journals (Sweden)

    Valdir de Aquino Lemos

    2013-01-01

    Full Text Available The number of persons who relocate to regions of high altitude for work, pleasure, sport, or residence increases every year. It is known that the reduced supply of oxygen (O2 induced by acute or chronic increases in altitude stimulates the body to adapt to new metabolic challenges imposed by hypoxia. Sleep can suffer partial fragmentation because of the exposure to high altitudes, and these changes have been described as one of the responsible factors for the many consequences at high altitudes. We conducted a review of the literature during the period from 1987 to 2012. This work explored the relationships among inflammation, hypoxia and sleep in the period of adaptation and examined a novel mechanism that might explain the harmful effects of altitude on sleep, involving increased Interleukin-1 beta (IL-1β, Interleukin-6 (IL-6, and tumor necrosis factor-alpha (TNF-α production from several tissues and cells, such as leukocytes and cells from skeletal muscle and brain.

  7. Altitude Registration of Limb-Scattered Radiation

    Science.gov (United States)

    Moy, Leslie; Bhartia, Pawan K.; Jaross, Glen; Loughman, Robert; Kramarova, Natalya; Chen, Zhong; Taha, Ghassan; Chen, Grace; Xu, Philippe

    2017-01-01

    One of the largest constraints to the retrieval of accurate ozone profiles from UV backscatter limb sounding sensors is altitude registration. Two methods, the Rayleigh scattering attitude sensing (RSAS) and absolute radiance residual method (ARRM), are able to determine altitude registration to the accuracy necessary for long-term ozone monitoring. The methods compare model calculations of radiances to measured radiances and are independent of onboard tracking devices. RSAS determines absolute altitude errors, but, because the method is susceptible to aerosol interference, it is limited to latitudes and time periods with minimal aerosol contamination. ARRM, a new technique introduced in this paper, can be applied across all seasons and altitudes. However, it is only appropriate for relative altitude error estimates. The application of RSAS to Limb Profiler (LP) measurements from the Ozone Mapping and Profiler Suite (OMPS) on board the Suomi NPP (SNPP) satellite indicates tangent height (TH) errors greater than 1 km with an absolute accuracy of +/-200 m. Results using ARRM indicate a approx. 300 to 400m intra-orbital TH change varying seasonally +/-100 m, likely due to either errors in the spacecraft pointing or in the geopotential height (GPH) data that we use in our analysis. ARRM shows a change of approx. 200m over 5 years with a relative accuracy (a long-term accuracy) of 100m outside the polar regions.

  8. Can High Altitude Influence Cytokines and Sleep?

    Science.gov (United States)

    de Aquino Lemos, Valdir; dos Santos, Ronaldo Vagner Thomatieli; Lira, Fabio Santos; Rodrigues, Bruno; Tufik, Sergio; de Mello, Marco Tulio

    2013-01-01

    The number of persons who relocate to regions of high altitude for work, pleasure, sport, or residence increases every year. It is known that the reduced supply of oxygen (O2) induced by acute or chronic increases in altitude stimulates the body to adapt to new metabolic challenges imposed by hypoxia. Sleep can suffer partial fragmentation because of the exposure to high altitudes, and these changes have been described as one of the responsible factors for the many consequences at high altitudes. We conducted a review of the literature during the period from 1987 to 2012. This work explored the relationships among inflammation, hypoxia and sleep in the period of adaptation and examined a novel mechanism that might explain the harmful effects of altitude on sleep, involving increased Interleukin-1 beta (IL-1β), Interleukin-6 (IL-6), and tumor necrosis factor-alpha (TNF-α) production from several tissues and cells, such as leukocytes and cells from skeletal muscle and brain. PMID:23690660

  9. Oxygen ion energization observed at high altitudes

    Directory of Open Access Journals (Sweden)

    M. Waara

    2010-04-01

    Full Text Available We present a case study of significant heating (up to 8 keV perpendicular to the geomagnetic field of outflowing oxygen ions at high altitude (12 RE above the polar cap. The shape of the distribution functions indicates that most of the heating occurs locally (within 0.2–0.4 RE in altitude. This is a clear example of local ion energization at much higher altitude than usually reported. In contrast to many events at lower altitudes, it is not likely that the locally observed wave fields can cause the observed ion energization. Also, it is not likely that the ions have drifted from some nearby energization region to the point of observation. This suggests that additional fundamentally different ion energization mechanisms are present at high altitudes. One possibility is that the magnetic moment of the ions is not conserved, resulting in slower outflow velocities and longer time for ion energization.

  10. Altitude Registration of Limb-Scattered Radiation

    Science.gov (United States)

    Moy, Leslie; Bhartia, Pawan K.; Jaross, Glen; Loughman, Robert; Kramarova, Natalya; Chen, Zhong; Taha, Ghassan; Chen, Grace; Xu, Philippe

    2017-01-01

    One of the largest constraints to the retrieval of accurate ozone profiles from UV backscatter limb sounding sensors is altitude registration. Two methods, the Rayleigh scattering attitude sensing (RSAS) and absolute radiance residual method (ARRM), are able to determine altitude registration to the accuracy necessary for long-term ozone monitoring. The methods compare model calculations of radiances to measured radiances and are independent of onboard tracking devices. RSAS determines absolute altitude errors, but, because the method is susceptible to aerosol interference, it is limited to latitudes and time periods with minimal aerosol contamination. ARRM, a new technique introduced in this paper, can be applied across all seasons and altitudes. However, it is only appropriate for relative altitude error estimates. The application of RSAS to Limb Profiler (LP) measurements from the Ozone Mapping and Profiler Suite (OMPS) on board the Suomi NPP (SNPP) satellite indicates tangent height (TH) errors greater than 1 km with an absolute accuracy of +/-200 m. Results using ARRM indicate a approx. 300 to 400m intra-orbital TH change varying seasonally +/-100 m, likely due to either errors in the spacecraft pointing or in the geopotential height (GPH) data that we use in our analysis. ARRM shows a change of approx. 200m over 5 years with a relative accuracy (a long-term accuracy) of 100m outside the polar regions.

  11. High altitude syndromes at intermediate altitudes: a pilot study in the Australian Alps.

    Science.gov (United States)

    Slaney, Graham; Cook, Angus; Weinstein, Philip

    2013-10-01

    Our hypothesis is that symptoms of high altitude syndromes are detectable even at intermediate altitudes, as commonly encountered under Australian conditions (flatus expulsion (HAFE). Symptoms of high altitude syndromes are of growing concern because of the global trend toward increasing numbers of tourists and workers exposed to both rapid ascent and sustained physical activity at high altitude. However, in Australia, high altitude medicine has almost no profile because of our relatively low altitudes by international standards. Three factors lead us to believe that altitude sickness in Australia deserves more serious consideration: Australia is subject to rapid growth in alpine recreational industries; altitude sickness is highly variable between individuals, and some people do experience symptoms already at 1500 m; and there is potential for an occupational health and safety issue amongst workers. To test this hypothesis we examined the relationship between any high altitude symptoms and a rapid ascent to an intermediate altitude (1800 m) by undertaking an intervention study in a cohort of eight medical clinic staff, conducted during July of the 2012 (Southern Hemisphere) ski season, using self-reporting questionnaires, at Mansfield (316 m above sea level) and at the Ski Resort of Mt Buller (1800 m), Victoria, Australia. The intervention consisted of ascent by car from Mansfield to Mt Buller (approx. 40 min drive). Participants completed a self-reporting questionnaire including demographic data and information on frequency of normal homeostatic processes (fluid intake and output, food intake and output, symptoms including thirst and headaches, and frequency of passing wind or urine). Data were recorded in hourly periods extending over 18 h before and 18 h after ascent. We found that the frequency of flatus production more than doubled following ascent, with a post-ascent frequency of approximately 14 expulsions per person over the 18 h recording period (Rate

  12. Aircraft Emissions Characterization

    Science.gov (United States)

    1988-03-01

    sample from each trap through a heated (1500C) six-port valve ’ Carle Instruments Model 5621) and onto the analytical column. The coLoponents in each...Environmental Protection, Vol. II. Aircraft Engine Emissions, Int. Civil Aviation Organ., 1981. 7. Nebel , G. J., "Benzene in Auto Exhaust," J. Air Poll

  13. Robots for Aircraft Maintenance

    Science.gov (United States)

    1993-01-01

    Marshall Space Flight Center charged USBI (now Pratt & Whitney) with the task of developing an advanced stripping system based on hydroblasting to strip paint and thermal protection material from Space Shuttle solid rocket boosters. A robot, mounted on a transportable platform, controls the waterjet angle, water pressure and flow rate. This technology, now known as ARMS, has found commercial applications in the removal of coatings from jet engine components. The system is significantly faster than manual procedures and uses only minimal labor. Because the amount of "substrate" lost is minimal, the life of the component is extended. The need for toxic chemicals is reduced, as is waste disposal and human protection equipment. Users of the ARMS work cell include Delta Air Lines and the Air Force, which later contracted with USBI for development of a Large Aircraft Paint Stripping system (LARPS). LARPS' advantages are similar to ARMS, and it has enormous potential in military and civil aircraft maintenance. The technology may also be adapted to aircraft painting, aircraft inspection techniques and paint stripping of large objects like ships and railcars.

  14. Aircraft noise prediction

    Science.gov (United States)

    Filippone, Antonio

    2014-07-01

    This contribution addresses the state-of-the-art in the field of aircraft noise prediction, simulation and minimisation. The point of view taken in this context is that of comprehensive models that couple the various aircraft systems with the acoustic sources, the propagation and the flight trajectories. After an exhaustive review of the present predictive technologies in the relevant fields (airframe, propulsion, propagation, aircraft operations, trajectory optimisation), the paper addresses items for further research and development. Examples are shown for several airplanes, including the Airbus A319-100 (CFM engines), the Bombardier Dash8-Q400 (PW150 engines, Dowty R408 propellers) and the Boeing B737-800 (CFM engines). Predictions are done with the flight mechanics code FLIGHT. The transfer function between flight mechanics and the noise prediction is discussed in some details, along with the numerical procedures for validation and verification. Some code-to-code comparisons are shown. It is contended that the field of aircraft noise prediction has not yet reached a sufficient level of maturity. In particular, some parametric effects cannot be investigated, issues of accuracy are not currently addressed, and validation standards are still lacking.

  15. Aircraft Oxygen Generation

    Science.gov (United States)

    2012-02-01

    aircraft use some form of on-board oxygen generation provided by one of two corporations that dominate this market . A review of safety incident data...manufacture of synthetic resins (e.g., Bakelite), and for 161 making dyestuffs, flavorings, perfumes , and other chemicals. Some are used as

  16. Toward Reduced Aircraft Community Noise Impact Via a Perception-Influenced Design Approach

    Science.gov (United States)

    Rizzi, Stephen A.

    2016-01-01

    This is an exciting time for aircraft design. New configurations, including small multi-rotor uncrewed aerial systems, fixed- and tilt-wing distributed electric propulsion aircraft, high-speed rotorcraft, hybrid-electric commercial transports, and low-boom supersonic transports, are being made possible through a host of propulsion and airframe technology developments. The resulting noise signatures may be radically different, both spectrally and temporally, than those of the current fleet. Noise certification metrics currently used in aircraft design do not necessarily reflect these characteristics and therefore may not correlate well with human response. Further, as operations and missions become less airport-centric, e.g., those associated with on-demand mobility or package delivery, vehicles may operate in closer proximity to the population than ever before. Fortunately, a new set of tools are available for assessing human perception during the design process in order to affect the final design in a positive manner. The tool chain utilizes system noise prediction methods coupled with auralization and psychoacoustic testing, making possible the inclusion of human response to noise, along with performance criteria and certification requirements, into the aircraft design process. Several case studies are considered to illustrate how this approach could be used to influence the design of future aircraft.

  17. Pulmonary Embolism Masquerading as High Altitude Pulmonary Edema at High Altitude.

    Science.gov (United States)

    Pandey, Prativa; Lohani, Benu; Murphy, Holly

    2016-12-01

    Pandey, Prativa, Benu Lohani, and Holly Murphy. Pulmonary embolism masquerading as high altitude pulmonary edema at high altitude. High Alt Med Biol. 17:353-358, 2016.-Pulmonary embolism (PE) at high altitude is a rare entity that can masquerade as or occur in conjunction with high altitude pulmonary edema (HAPE) and can complicate the diagnosis and management. When HAPE cases do not improve rapidly with descent, other diagnoses, including PE, ought to be considered. From 2013 to 2015, we identified eight cases of PE among 303 patients with initial diagnosis of HAPE. Upon further evaluation, five had deep vein thrombosis (DVT). One woman had a contraceptive ring and seven patients had no known thrombotic risks. PE can coexist with or mimic HAPE and should be considered in patients presenting with shortness of breath from high altitude regardless of thrombotic risk.

  18. Sleep of Andean high altitude natives.

    Science.gov (United States)

    Coote, J H; Stone, B M; Tsang, G

    1992-01-01

    The structure of sleep in lowland visitors to altitudes greater than 4000 m is grossly disturbed. There are no data on sleep in long-term residents of high altitudes. This paper describes an electroencephalographic study of sleep in high altitude dwellers who were born in and are permanent residents of Cerro de Pasco in the Peruvian Andes, situated at 4330 m. Eight healthy male volunteers aged between 18 and 69 years were studied. Sleep was measured on three consecutive nights for each subject. Electroencephalographs, submental electromyographs and electro-oculograms were recorded. Only data from the third night were used in the analysis. The sleep patterns of these subjects resembled the normal sleep patterns described by others in lowlanders at sea level. There were significant amounts of slow wave sleep in the younger subjects and rapid eye movement sleep seemed unimpaired.

  19. Braking performance of aircraft tires

    Science.gov (United States)

    Agrawal, Satish K.

    This paper brings under one cover the subject of aircraft braking performance and a variety of related phenomena that lead to aircraft hydroplaning, overruns, and loss of directional control. Complex processes involving tire deformation, tire slipping, and fluid pressures in the tire-runway contact area develop the friction forces for retarding the aircraft; this paper describes the physics of these processes. The paper reviews the past and present research efforts and concludes that the most effective way to combat the hazards associated with aircraft landings and takeoffs on contaminated runways is by measuring and displaying in realtime the braking performance parameters in the aircraft cockpit.

  20. Drop size distributions and related properties of fog for five locations measured from aircraft

    Science.gov (United States)

    Zak, J. Allen

    1994-01-01

    Fog drop size distributions were collected from aircraft as part of the Synthetic Vision Technology Demonstration Program. Three west coast marine advection fogs, one frontal fog, and a radiation fog were sampled from the top of the cloud to the bottom as the aircraft descended on a 3-degree glideslope. Drop size versus altitude versus concentration are shown in three dimensional plots for each 10-meter altitude interval from 1-minute samples. Also shown are median volume radius and liquid water content. Advection fogs contained the largest drops with median volume radius of 5-8 micrometers, although the drop sizes in the radiation fog were also large just above the runway surface. Liquid water content increased with height, and the total number of drops generally increased with time. Multimodal variations in number density and particle size were noted in most samples where there was a peak concentration of small drops (2-5 micrometers) at low altitudes, midaltitude peak of drops 5-11 micrometers, and high-altitude peak of the larger drops (11-15 micrometers and above). These observations are compared with others and corroborate previous results in fog gross properties, although there is considerable variation with time and altitude even in the same type of fog.

  1. Dressing for Altitude: U.S. Aviation Pressure Suits--Wiley Post to Space Shuttle

    Science.gov (United States)

    Jenkins, Dennis R.

    2012-01-01

    Since its earliest days, flight has been about pushing the limits of technology and, in many cases, pushing the limits of human endurance. The human body can be the limiting factor in the design of aircraft and spacecraft. Humans cannot survive unaided at high altitudes. There have been a number of books written on the subject of spacesuits, but the literature on the high-altitude pressure suits is lacking. This volume provides a high-level summary of the technological development and operational use of partial- and full-pressure suits, from the earliest models to the current high altitude, full-pressure suits used for modern aviation, as well as those that were used for launch and entry on the Space Shuttle. The goal of this work is to provide a resource on the technology for suits designed to keep humans alive at the edge of space. Hopefully, future generations will learn from the hard-fought lessons of the past. NASA is committed to the future of aerospace, and a key component of that future is the workforce. Without these men and women, technological advancements would not be possible. Dressing for Altitude is designed to provide the history of the technology and to explore the lessons learned through years of research in creating, testing, and utilizing today s high-altitude suits. It is our hope that this information will prove helpful in the development of future suits. Even with the closeout of the Space Shuttle and the planned ending of the U-2 program, pressure suits will be needed for protection as long as humans seek to explore high frontiers. The NASA Aeronautics Research Mission Directorate is committed to the training of the current and future aerospace workforce. This book and the other books published by the NASA Aeronautics Research Mission Directorate are in support of this commitment. Hopefully, you will find this book a valuable resource for many years to come.

  2. A preliminary design and analysis of an advanced heat-rejection system for an extreme altitude advanced variable cycle diesel engine installed in a high-altitude advanced research platform

    Science.gov (United States)

    Johnston, Richard P.

    1992-01-01

    Satellite surveillance in such areas as the Antarctic indicates that from time to time concentration of ozone grows and shrinks. An effort to obtain useful atmospheric data for determining the causes of ozone depletion would require a flight capable of reaching altitudes of at least 100,000 ft and flying subsonically during the sampling portion of the mission. A study of a heat rejection system for an advanced variable cycle diesel (AVCD) engine was conducted. The engine was installed in an extreme altitude, high altitude advanced research platform. Results indicate that the waste heat from an AVCD engine propulsion system can be rejected at the maximum cruise altitude of 120,000 ft. Fifteen performance points, reflecting the behavior of the engine as the vehicle proceeded through the mission, were used to characterize the heat exchanger operation. That portion of the study is described in a appendix titled, 'A Detailed Study of the Heat Rejection System for an Extreme Altitude Atmospheric Sampling Aircraft,' by a consultant, Mr. James Bourne, Lytron, Incorporated.

  3. Pressure variation by a magnetohydrodynamic method at the surface of a body placed in a supersonic flow

    Science.gov (United States)

    Lapushkina, T. A.; Erofeev, A. V.; Ponyaev, S. A.

    2014-07-01

    This study is aimed at investigating the possibility of pressure variation near the surface of a body placed in a supersonic flow as a model of an aerofoil or the nose of an aircraft by organizing a surface gas discharge in a magnetic field transverse to the flow. The flow parameters and pressure are mainly affected by the ponderomotive Lorentz force acting on the gas in the direction orthogonal to the direction of the organized discharge current and leading to the removal or compression of the gas at the surface of the body and, hence, a variation of pressure. Experimental data on the visualization of the flow and on the pressure at the surface of the body are considered for various configurations of the current and intensities of the gas discharge and magnetic field; it is demonstrated that such configurations of the current and magnetic field near the surface of the body under investigation can be organized in such a way that the pressure at the front part as well as the upper and lower surfaces of the body under investigation can be increased or decreased, thus changing the aerodynamic drag and the aerofoil lift. Such a magnetohydrodynamic control over aerodynamic parameters of the aircraft can be used during takeoff and landing as well as during steady-state flight and also during the entrance into dense atmospheric layers. This will considerably reduce the thermal load on the surface of the body in the flow.

  4. Experimental investigation of the noise reduction of supersonic exhaust jets with fluidic inserts

    Science.gov (United States)

    Powers, Russell William Walter

    The noise produced by the supersonic, high temperature jets that exhaust from military aircraft is becoming a hazard to naval personnel and a disturbance to communities near military bases. Methods to reduce the noise produced from these jets in a practical full-scale environment are difficult. The development and analysis of distributed nozzle blowing for the reduction of radiated noise from supersonic jets is described. Model scale experiments of jets that simulate the exhaust jets from typical low-bypass ratio military jet aircraft engines during takeoff are performed. Fluidic inserts are created that use distributed blowing in the divergent section of the nozzle to simulate mechanical, hardwall corrugations, while having the advantage of being an active control method. This research focuses on model scale experiments to better understand the fluidic insert noise reduction method. Distributed blowing within the divergent section of the military-style convergent divergent nozzle alters the shock structure of the jet in addition to creating streamwise vorticity for the reduction of mixing noise. Enhancements to the fluidic insert design have been performed along with experiments over a large number of injection parameters and core jet conditions. Primarily military-style round nozzles have been used, with preliminary measurements of hardwall corrugations and fluidic inserts in rectangular nozzle geometries also performed. It has been shown that the noise reduction of the fluidic inserts is most heavily dependent upon the momentum flux ratio between the injector and core jet. Maximum reductions of approximately 5.5 dB OASPL have been observed with practical mass flow rates and injection pressures. The first measurements with fluidic inserts in the presence of a forward flight stream have been performed. Optimal noise reduction occurs at similar injector parameters in the presence of forward flight. Fluidic inserts in the presence of a forward flight stream were

  5. Chemistry in plumes of high-flying aircraft with H2 combustion engines: a modelling study

    Directory of Open Access Journals (Sweden)

    G. Weibring

    Full Text Available Recent discussions on high-speed civil transport (HSCT systems have renewed the interest in the chemistry of supersonic-aircraft plumes. The engines of these aircraft emit large concentrations of radicals like O, H, OH, and NO. In order to study the effect of these species on the composition of the atmosphere, the detailed chemistry of an expanding and cooling plume is examined for different expansion models.

    For a representative flight at 26 km the computed trace gas concentrations do not differ significantly for different models of the expansion behaviour. However, it is shown that the distributions predicted by all these models differ significantly from those adopted in conventional meso-scale and global models in which the plume chemistry is not treated in detail. This applies in particular to the reservoir species HONO and H2O2.

  6. Advanced technology payoffs for future rotorcraft, commuter aircraft, cruise missile, and APU propulsion systems

    Science.gov (United States)

    Turk, M. A.; Zeiner, P. K.

    1986-01-01

    In connection with the significant advances made regarding the performance of larger gas turbines, challenges arise concerning the improvement of small gas turbine engines in the 250 to 1000 horsepower range. In response to these challenges, the NASA/Army-sponsored Small Engine Component Technology (SECT) study was undertaken with the objective to identify the engine cycle, configuration, and component technology requirements for the substantial performance improvements desired in year-2000 small gas turbine engines. In the context of this objective, an American turbine engine company evaluated engines for four year-2000 applications, including a rotorcraft, a commuter aircraft, a supersonic cruise missile, and an auxiliary power unit (APU). Attention is given to reference missions, reference engines, reference aircraft, year-2000 technology projections, cycle studies, advanced engine selections, and a technology evaluation.

  7. Polymer, metal, and ceramic matrix composites for advanced aircraft engine applications

    Science.gov (United States)

    Mcdanels, D. L.; Serafini, T. T.; Dicarlo, J. A.

    1986-01-01

    Advanced aircraft engine research within NASA Lewis is being focused on propulsion systems for subsonic, supersonic, and hypersonic aircraft. Each of these flight regimes requires different types of engines, but all require advanced materials to meet their goals of performance, thrust-to-weight ratio, and fuel efficiency. The high strength/weight and stiffness/weight properties of resin, metal, and ceramic matrix composites will play an increasingly key role in meeting these performance requirements. At NASA Lewis, research is ongoing to apply graphite/polyimide composites to engine components and to develop polymer matrices with higher operating temperature capabilities. Metal matrix composites, using magnesium, aluminum, titanium, and superalloy matrices, are being developed for application to static and rotating engine components, as well as for space applications, over a broad temperature range. Ceramic matrix composites are also being examined to increase the toughness and reliability of ceramics for application to high-temperature engine structures and components.

  8. PIV Measurements of Chevrons on F400 Tactical Aircraft Nozzle Model

    Science.gov (United States)

    Bridges, James; Wernet, Mark; Frate, Franco

    2010-01-01

    Previous talks at this meeting have covered our collaborative work on high-energy jets such as present in tactical aircraft (those with supersonic plumes). The emphasis of this work is improving our understanding of flow physics and our prediction tools. In this presentation we will discuss recent flow diagnostics acquired using Particle Image Velocimetry (PIV) made on an underexpanded shocked jet plume from a tactical aircraft nozzle. In this presentation we show cross-sectional and streamwise cuts of both mean and turbulent velocities of an F404 engine nozzle with various chevron designs applied. The impact of chevron penetration, length, and width are documented. The impact of the parameters is generally nonlinear in measures considered here, a surprising result given the relatively smooth behavior of the noise to variations in these chevron parameters.

  9. Building vibrations induced by noise from rotorcraft and propeller aircraft flyovers

    Science.gov (United States)

    Shepherd, Kevin P.; Hubbard, Harvey H.

    1992-01-01

    Noise and building vibrations were measured for a series of helicopter and propeller-driven aircraft flyovers at WFF during May 1978. The building response data are compared with similar data acquired earlier at sites near Dulles and Kennedy Airports for operation of commercial jet transports, including the Concorde supersonic transport. Results show that noise-induced vibration levels in windows and walls are directly proportional to sound pressure level and that for a given noise level, the acceleration levels induced by a helicopter or a propeller-driven aircraft flyover cannot be distinguished from the acceleration levels induced by a commercial jet transport flyover. Noise-induced building acceleration levels were found to be lower than those levels which might be expected to cause structural damage and were also lower than some acceleration levels induced by such common domestic events as closing windows and doors.

  10. Optimal Lateral Guidance for Automatic Landing of a Lightweight High Altitude Long Endurance Unmanned Aerial System with Crosswind Rejection

    Science.gov (United States)

    Smith, Nathan Allen

    Unmanned aerial systems will be the dominant force in the aviation industry. Among these aircraft the use of high altitude long endurance unmanned aerial systems has increased dramatically. Based on the geometry of these types of aircraft the possible changing weather conditions during long flights poses many problems. These difficulties are compounded by the push towards fully autonomous systems. Large wingspan and, typically, small in-line landing gear make a landing in crosswind exceedingly difficult. This study uses a modified gain scheduling technique for optimizing the landing attitude for a generic vehicle based on geometry and crosswind speed. This is performed by directly utilizing the crosswind estimation to calculate a desired crab and roll angle that gives the lowest risk attitude for landing. An extended Kalman filter is developed that estimates the aircraft states as well as the 3D wind component acting on the aircraft. The aircraft used in this analysis is the DG808S, a large wingspan lightweight electric glider. The aircraft is modelled using Advanced Aircraft Analysis software and a six degree of freedom nonlinear simulation is implemented for testing. The controller used is a nonlinear model predictive controller. The simulations show that the extended Kalman filter is capable of estimating the crosswind and can therefore be used in the full aircraft simulation. Different crosswind settings are used which include both constant crosswind and gust conditions. Crosswind landing capabilities are increased by 35%. Deviation from the desired path in the cruise phase is reduced by up to 68% and time to path convergence is reduced by up to 53%.

  11. Variability in low altitude astronomical refraction as a function of altitude.

    Science.gov (United States)

    Sampson, Russell D; Lozowski, Edward P; Fathi-Nejad, Arsha

    2008-12-01

    Low altitude astronomical refraction (LAAR) of the setting Sun was measured over a sea horizon from a coastal location in Barbados, West Indies. The altitude of the upper limb of the Sun and the apparent horizon were determined using a digital video camera (Canon XL2) and a digital SLR camera (Canon EOS 5D). A total of 14 sunsets were measured between 2005 and 2007. From these measurements LAAR variability was estimated at 14 standard altitudes of the refracted Sun between 0 degrees .01 and 4 degrees .5. The relative variability decreases with increasing altitude from +/- 0.0195 of mean refraction at an altitude of 0 degrees .01 to +/- 0.0142 at 4 degrees .5. If extrapolated to an altitude of 15 degrees , a linear fit to the data produces a relative variability of +/- 0.0038 and an absolute variability of +/- 0(").45. Statistical analysis of the relative variability in LAAR appears to support the decreasing trend. However, error propagation analysis further suggests that the observed values of refraction may exceed the accuracy of the measurement system at altitudes higher than 2 degrees .

  12. Correction of static pressure on a research aircraft in accelerated flight using differential pressure measurements

    Directory of Open Access Journals (Sweden)

    A. R. Rodi

    2012-11-01

    Full Text Available A method is described that estimates the error in the static pressure measurement on an aircraft from differential pressure measurements on the hemispherical surface of a Rosemount model 858AJ air velocity probe mounted on a boom ahead of the aircraft. The theoretical predictions for how the pressure should vary over the surface of the hemisphere, involving an unknown sensitivity parameter, leads to a set of equations that can be solved for the unknowns – angle of attack, angle of sideslip, dynamic pressure and the error in static pressure – if the sensitivity factor can be determined. The sensitivity factor was determined on the University of Wyoming King Air research aircraft by comparisons with the error measured with a carefully designed sonde towed on connecting tubing behind the aircraft – a trailing cone – and the result was shown to have a precision of about ±10 Pa over a wide range of conditions, including various altitudes, power settings, and gear and flap extensions. Under accelerated flight conditions, geometric altitude data from a combined Global Navigation Satellite System (GNSS and inertial measurement unit (IMU system are used to estimate acceleration effects on the error, and the algorithm is shown to predict corrections to a precision of better than ±20 Pa under those conditions. Some limiting factors affecting the precision of static pressure measurement on a research aircraft are discussed.

  13. Supersonic flow past a flat lattice of cylindrical rods

    Science.gov (United States)

    Guvernyuk, S. V.; Maksimov, F. A.

    2016-06-01

    Two-dimensional supersonic laminar ideal gas flows past a regular flat lattice of identical circular cylinders lying in a plane perpendicular to the free-stream velocity are numerically simulated. The flows are computed by applying a multiblock numerical technique with local boundary-fitted curvilinear grids that have finite regions overlapping the global rectangular grid covering the entire computational domain. Viscous boundary layers are resolved on the local grids by applying the Navier-Stokes equations, while the aerodynamic interference of shock wave structures occurring between the lattice elements is described by the Euler equations. In the overlapping grid regions, the functions are interpolated to the grid interfaces. The regimes of supersonic lattice flow are classified. The parameter ranges in which the steady flow around the lattice is not unique are detected, and the mechanisms of hysteresis phenomena are examined.

  14. Passive Acoustic Radar for Detecting Supersonic Cruise Missile

    Institute of Scientific and Technical Information of China (English)

    XIAO Feng; XIAO Hui

    2005-01-01

    A Passive Acoustic Radar is presented as a necessary complement to electromagnetic wave radar, which will be expected to be an effective means for detecting cruise missiles. Acoustic characteristics of supersonic flying projectiles with diverse shapes are expounded via experiment. It is pointed out that simulation experiment could be implemented using bullet or shell instead of cruise missile. Based on theoretical analysis and experiment, the "acoustic fingerprint" character of cruise missile is illustrated to identify it in a strong noise environment. After establishing a locating mathematical model,the technique of acoustic embattling is utilized to resolve a problem of confirming the time of early-warning, considering the fact that velocity of sound is much slower than that of light. Thereby, a whole system of passive acoustic radar for detecting supersonic cruise missile is formed.

  15. Ethylene tetrafluoroethylene nanofibers prepared by CO2 laser supersonic drawing

    Directory of Open Access Journals (Sweden)

    A. Suzuki

    2013-06-01

    Full Text Available Ethylene tetrafluoroethylene (ETFE nanofibers were prepared by carbon dioxide (CO2 laser irradiation of asspun ETFE fibers with four different melt flow rates (MFRs in a supersonic jet that was generated by blowing air into a vacuum chamber through the fiber injection orifice. The drawability and superstructure of fibers produced by CO2 laser supersonic drawing depend on the laser power, the chamber pressure, the fiber injection speed, and the MFR. Nanofibers obtained using a laser power of 20 W, a chamber pressure of 20 kPa, and an MFR of 308 g•10 min–1 had an average diameter of 0.303 µm and a degree of crystallinity of 54%.

  16. Features of Ignition and Stable Combustion in Supersonic Combustor

    Science.gov (United States)

    Goldfeld, M.; Starov, A.; Timofeev, K.

    2009-01-01

    Present paper describes the results of experimental investigations of the supersonic combustor with entrance Mach numbers from 2 to 4 at static pressure from 0.8 to 2.5 bars, total temperature from 2000K to 3000K. Hydrogen and kerosene were used as fuel. The conditions, under which the self-ignition and intensive combustion of the fuel realized were found. Position of ignition area in the channel was determined and features of flame propagation in the channel presented. A possibility to ensure an efficient combustion of hydrogen and kerosene at a high supersonic flow velocity at the combustor entrance without special throttling and/or pseudo-shock introduction was shown. Analysis of applicability of existing methods of criterion descriptions of conditions of self-ignition and extinction of combustion is executed for generalization of experimental results on the basis of results obtained.

  17. Supersonic laser-induced jetting of aluminum micro-droplets

    Energy Technology Data Exchange (ETDEWEB)

    Zenou, M. [Racah Institute of Physics and the Harvey M. Kruger Family Center for Nano-science and Nanotechnology, The Hebrew University of Jerusalem, 91904 Jerusalem (Israel); Additive Manufacturing Lab, Orbotech Ltd., P.O. Box 215, 81101 Yavne (Israel); Sa' ar, A. [Racah Institute of Physics and the Harvey M. Kruger Family Center for Nano-science and Nanotechnology, The Hebrew University of Jerusalem, 91904 Jerusalem (Israel); Kotler, Z. [Additive Manufacturing Lab, Orbotech Ltd., P.O. Box 215, 81101 Yavne (Israel)

    2015-05-04

    The droplet velocity and the incubation time of pure aluminum micro-droplets, printed using the method of sub-nanosecond laser induced forward transfer, have been measured indicating the formation of supersonic laser-induced jetting. The incubation time and the droplet velocity were extracted by measuring a transient electrical signal associated with droplet landing on the surface of the acceptor substrate. This technique has been exploited for studying small volume droplets, in the range of 10–100 femto-litters for which supersonic velocities were measured. The results suggest elastic propagation of the droplets across the donor-to-acceptor gap, a nonlinear deposition dynamics on the surface of the acceptor and overall efficient energy transfer from the laser beam to the droplets.

  18. Dynamical friction for supersonic motion in a homogeneous gaseous medium

    CERN Document Server

    Thun, Daniel; Schmidt, Franziska; Kley, Wilhelm

    2016-01-01

    The supersonic motion of gravitating objects through a gaseous medium constitutes a classical problem in theoretical astrophysics. Its application covers a broad range of objects and scales from planets up to galaxies. Especially the dynamical friction, caused by the forming wake behind the object, plays an important role for the dynamics of the system. To calculate the dynamical friction, standard formulae, based on linear theory are often used. It is our goal to check the general validity of these formulae and provide suitable expressions for the dynamical friction acting on the moving object, based on the basic physical parameters of the problem. We perform sequences of high resolution numerical studies of rigid bodies moving supersonically through a homogeneous medium, and calculate the total drag acting on the object, which is the sum of gravitational and hydro drag. We study cases without gravity with purely hydrodynamical drag, as well as gravitating objects. From the final equilibrium state of the sim...

  19. The effects of profiles on supersonic jet noise

    Science.gov (United States)

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

    1994-01-01

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

  20. Effect of Microjet Injection on Supersonic Jet Noise

    Science.gov (United States)

    Zaman, K. B. M. Q.; Podboy, G. G.

    2010-01-01

    The effect of microjet (jet) injection on the noise from supersonic jets is investigated. Three convergent-divergent (C-D) nozzles and one convergent nozzle, all having the same exit diameters, are used in the study. The jets are injected perpendicular to the primary jet close to the nozzle lip from six equally-spaced ports having a jet-to-primary-jet diameter ratio of 0.0054. Effects in the over-expanded, fully expanded as well as underexpanded flow regimes are explored. Relative to the effect on subsonic jets, larger reductions in the overall sound pressure level (OASPL) are achieved in most supersonic conditions. The largest reductions are typically associated with suppression of screech and transonic tones. For a shock-free, fully expanded case, the OASPL reductions achieved are comparable to that in the subsonic case; the same correlation, found for subsonic jet noise reduction at shallow observation angle, applies.

  1. Flight Research and Validation Formerly Experimental Capabilities Supersonic Project

    Science.gov (United States)

    Banks, Daniel

    2009-01-01

    This slide presentation reviews the work of the Experimental Capabilities Supersonic project, that is being reorganized into Flight Research and Validation. The work of Experimental Capabilities Project in FY '09 is reviewed, and the specific centers that is assigned to do the work is given. The portfolio of the newly formed Flight Research and Validation (FRV) group is also reviewed. The various projects for FY '10 for the FRV are detailed. These projects include: Eagle Probe, Channeled Centerbody Inlet Experiment (CCIE), Supersonic Boundary layer Transition test (SBLT), Aero-elastic Test Wing-2 (ATW-2), G-V External Vision Systems (G5 XVS), Air-to-Air Schlieren (A2A), In Flight Background Oriented Schlieren (BOS), Dynamic Inertia Measurement Technique (DIM), and Advanced In-Flight IR Thermography (AIR-T).

  2. Altitude Preexposure Recommendations for Inducing Acclimatization

    Science.gov (United States)

    2010-01-01

    acetazolamide ( Kronenberg and Cain, 1968). Acute exposure to high altitude increases heart rate and cardiac output to maintain systemic oxygen delivery...emphasizing the regulation of breathing. Physiologist. 11:37–57. Kronenberg R.S., and Cain S.M. (1968). Hastening respiratory acclimatization to

  3. High-altitude physiology: lessons from Tibet

    Science.gov (United States)

    Wagner, Peter D.; Simonson, Tatum S.; Wei, Guan; Wagner, Harrieth; Wuren, Tanna; Yan, Ma; Qin, Ga; Ge, Rili

    2013-05-01

    Polycythemia is a universal lowlander response to altitude; healthy Andean high-altitude natives also have elevated [Hb]. While this may enhance O2 transport to tissues, studies have shown that acute isovolumic changes in [Hb] do not affect exercise capacity. Many high-altitude Tibetans have evolved sea-level values of [Hb], providing a natural opportunity to study this issue. In 21 young healthy male Tibetans with [Hb] between 15 and 23 g/dl, we measured VO2MAX and O2 transport capacity at 4200m. VO2MAX was higher when [Hb] was lower (Pcardiac output and muscle O2 diffusional conductance, but neither ventilation nor the alveolar-arterial PO2 difference (AaPO2) varied with [Hb]. In contrast, Andean high altitude natives remain polycythemic with larger lungs and higher lung diffusing capacity, a smaller exercising AaPO2, and lower ventilation. The challenges now are (1) to understand the different adaptive pathways used by Andeans and Tibetans, and (2) to determine in Tibetans whether, during evolution, reduced [Hb] appeared first, causing compensatory cardiac and muscle adaptations, or if enhanced cardiac function and muscle O2 transport capacity appeared first, permitting secondary reduction in [Hb]. For (2), further research is necessary to determine the basis of enhanced cardiac function and muscle O2 transport, and identify molecular targets of evolution in heart and muscle. Putative mutations can then be timed and compared to appearance of those affecting [Hb].

  4. Dietary Recommendations for Cyclists during Altitude Training.

    Science.gov (United States)

    Michalczyk, Małgorzata; Czuba, Miłosz; Zydek, Grzegorz; Zając, Adam; Langfort, Józef

    2016-06-18

    The concept of altitude or hypoxic training is a common practice in cycling. However, several strategies for training regimens have been proposed, like "live high, train high" (LH-TH), "live high, train low" (LH-TL) or "intermittent hypoxic training" (IHT). Each of them combines the effect of acclimatization and different training protocols that require specific nutrition. An appropriate nutrition strategy and adequate hydration can help athletes achieve their fitness and performance goals in this unfriendly environment. In this review, the physiological stress of altitude exposure and training will be discussed, with specific nutrition recommendations for athletes training under such conditions. However, there is little research about the nutrition demands of athletes who train at moderate altitude. Our review considers energetic demands and body mass or body composition changes due to altitude training, including respiratory and urinary water loss under these conditions. Carbohydrate intake recommendations and hydration status are discussed in detail, while iron storage and metabolism is also considered. Last, but not least the risk of increased oxidative stress under hypoxic conditions and antioxidant supplementation suggestions are presented.

  5. Altitude, Orthocenter of a Triangle and Triangulation

    Directory of Open Access Journals (Sweden)

    Coghetto Roland

    2016-03-01

    Full Text Available We introduce the altitudes of a triangle (the cevians perpendicular to the opposite sides. Using the generalized Ceva’s Theorem, we prove the existence and uniqueness of the orthocenter of a triangle [7]. Finally, we formalize in Mizar [1] some formulas [2] to calculate distance using triangulation.

  6. Dietary Recommendations for Cyclists during Altitude Training

    Directory of Open Access Journals (Sweden)

    Małgorzata Michalczyk

    2016-06-01

    Full Text Available The concept of altitude or hypoxic training is a common practice in cycling. However, several strategies for training regimens have been proposed, like “live high, train high” (LH-TH, “live high, train low” (LH-TL or “intermittent hypoxic training” (IHT. Each of them combines the effect of acclimatization and different training protocols that require specific nutrition. An appropriate nutrition strategy and adequate hydration can help athletes achieve their fitness and performance goals in this unfriendly environment. In this review, the physiological stress of altitude exposure and training will be discussed, with specific nutrition recommendations for athletes training under such conditions. However, there is little research about the nutrition demands of athletes who train at moderate altitude. Our review considers energetic demands and body mass or body composition changes due to altitude training, including respiratory and urinary water loss under these conditions. Carbohydrate intake recommendations and hydration status are discussed in detail, while iron storage and metabolism is also considered. Last, but not least the risk of increased oxidative stress under hypoxic conditions and antioxidant supplementation suggestions are presented.

  7. Breathing and sleep at high altitude.

    Science.gov (United States)

    Ainslie, Philip N; Lucas, Samuel J E; Burgess, Keith R

    2013-09-15

    We provide an updated review on the current understanding of breathing and sleep at high altitude in humans. We conclude that: (1) progressive changes in pH initiated by the respiratory alkalosis do not underlie early (48 h), complex cellular and neurochemical re-organization occurs both in the peripheral chemoreceptors as well as within the central nervous system. The latter is likely influenced by central acid-base changes secondary to the extent of the initial respiratory responses to initial exposure to high altitude; (3) sleep at high altitude is disturbed by various factors, but principally by periodic breathing; (4) the extent of periodic breathing during sleep at altitude intensifies with duration and severity of exposure; (5) complex interactions between hypoxic-induced enhancement in peripheral and central chemoreflexes and cerebral blood flow--leading to higher loop gain and breathing instability--underpin this development of periodic breathing during sleep; (6) because periodic breathing may elevate rather than reduce mean SaO2 during sleep, this may represent an adaptive rather than maladaptive response; (7) although oral acetazolamide is an effective means to reduce periodic breathing by 50-80%, recent studies using positive airway pressure devices to increase dead space, hyponotics and theophylline are emerging but appear less practical and effective compared to acetazolamide. Finally, we suggest avenues for future research, and discuss implications for understanding sleep pathology.

  8. Model analysis of the chemical conversion of exhaust species in the expanding plumes of subsonic aircraft

    Energy Technology Data Exchange (ETDEWEB)

    Moellhoff, M.; Hendricks, J.; Lippert, E.; Petry, H. [Koeln Univ. (Germany). Inst. fuer Geophysik und Meteorologie; Sausen, R. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Oberpfaffenhofen (Germany). Inst. fuer Physik der Atmosphaere

    1997-12-31

    A box model and two different one-dimensional models are used to investigate the chemical conversion of exhaust species in the dispersing plume of a subsonic aircraft flying at cruise altitude. The effect of varying daytime of release as well as the impact of changing dispersion time is studied with special respect to the aircraft induced O{sub 3} production. Effective emission amounts for consideration in mesoscale and global models are calculated. Simulations with modified photolysis rates are performed to show the sensitivity of the photochemistry to the occurrence of cirrus clouds. (author) 8 refs.

  9. Design of a digital ride quality augmentation system for a commuter aircraft

    Science.gov (United States)

    Hammond, T. A.; Downing, D. R.; Amin, S. P.; Paduano, J.

    1984-01-01

    Commuter aircraft with low wing loading that operate at low altitudes are particularly susceptible to unwanted accelerations caused by atmospheric gusts. This paper describes the design and analysis of a longitudinal digital Ride Quality Augmentation System (RQAS). The RQAS designs were conducted for a Cessna 402B aircraft using the flaps and the elevator as the control surfaces. The designs are generated using linear quadratic Gaussian theory and analyzed in both the time and frequency domains. Nominal designs are presented at five flight conditions that cover a total mission. Trade-off studies are conducted to investigate the effect of sample time, computational delay time, servo bandwidth and control power.

  10. Atmospheric CO{sub 2} concentrations the CSIRO (Australia) monitoring program from aircraft 1972 - 1981

    Energy Technology Data Exchange (ETDEWEB)

    Beardsmore, D.J.; Pearman, G.I. [Commonwealth Scientific Industrial Research Organization (CSIRO), Victoria (Australia). Division of Atmospheric Research

    1984-09-01

    Atmospheric CO{sub 2} concentrations were measured in the troposphere and lower stratosphere over the Australia-New Zealand region and as far south as Antarctica for the period 1972-1981. The samples were collected from aircraft over a large range of latitudes and altitudes. The sampling program has been based on the cooperation of the Australia Department of Transport, Quantas Airways, Trans Australia Airlines, the United States, New Zealand and Australian Air Forces and occasional chartering of light aircraft for special purposes.

  11. Chemical conversion of aircraft emissions in the dispersing plume: Calculation of effective emission indices

    Energy Technology Data Exchange (ETDEWEB)

    Petry, H. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Hendricks, J. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Moellhoff, M. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Lippert, E. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Meier, A. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere; Ebel, A. [Koeln Univ. (Germany). Inst. fuer Geophysik und Meteorologie; Sausen, R. [Deutsche Forschungsanstalt fuer Luft- und Raumfahrt e.V. (DLR), Wessling (Germany). Inst. fuer Physik der Atmosphaere

    1997-06-01

    A box model representative for a mesoscale volume and three different plume models are used to estimate the chemical conversion of exhaust species of a subsonic aircraft at cruise altitude. Clearly deviating results have been obtained for instantaneous mixing of the exhaust in a box and gradual dispersion of a plume. The effect of varying daytime of release as well as the impact of changing dispersion time is studied with emphasis on the aircraft induced O{sub 3} production. Effective emission indices are calculated which enable a correction for expanding plume effects in global or mesoscale models. (orig.)

  12. Handbook of Supersonic Aerodynamics. Section 18. Shock Tubes

    Science.gov (United States)

    1959-12-01

    Supersonic Aerodynamics. The continued encouragement received from Dr. G. N. Patterson is sincerely acknowledged. Thanks are due to E. 0. Gadamer , K...the focal point. However, it is assumed that it is smoothed out very quickly (Ref. 1). This type of wave is difficult to generate in practice , as it...since in practice they quickly turn into a shock front. 2a1The piston velocity u 1--1 - (N - 1), and following the method of Eq. (6), the piston

  13. Supersonic Vortex Gerdien Arc with Magnetic Thermal Insulation

    Science.gov (United States)

    Winterberg, F.

    1988-02-01

    Temperatures up to ~ 5 x 104 oK have been obtained with water vortex Gerdien arcs, and temperatures of ~ 105oK have been reached in hydrogen plasma arcs with magnetic thermal insulation through an externally applied strong magnetic field. It is suggested that a further increase in arc temperatures up to 106oK can conceivably be attained by a combination of both techniques, using a Gerdien arc with a supersonic hydrogen gas vortex.

  14. Wave-driven Rotation in Supersonically Rotating Mirrors

    Energy Technology Data Exchange (ETDEWEB)

    A. Fetterman and N.J. Fisch

    2010-02-15

    Supersonic rotation in mirrors may be produced by radio frequency waves. The waves produce coupled diffusion in ion kinetic and potential energy. A population inversion along the diffusion path then produces rotation. Waves may be designed to exploit a natural kinetic energy source or may provide the rotation energy on their own. Centrifugal traps for fusion and isotope separation may benefit from this wave-driven rotation.

  15. Dynamical separation of spherical bodies in supersonic flow

    OpenAIRE

    Laurence, Stuart; Parziale, N. J.; Deiterding, Ralf

    2012-01-01

    An experimental and computational investigation of the unsteady separation behaviour of two spheres in a highly supersonic flow is carried out. The spherical bodies, initially touching, are released with negligible relative velocity, an arrangement representing the idealized binary fragmentation of a meteoritic body in the atmosphere. In experiments performed in a Mach-4 Ludwieg tube, nylon spheres are initially suspended in the test section by weak threads and, following detachment of ...

  16. Aircraft Data Acquisition

    OpenAIRE

    Elena BALMUS

    2016-01-01

    The introduction of digital systems instead of analog ones has created a major separation in the aviation technology. Although the digital equipment made possible that the increasingly faster controllers take over, we should say that the real world remains essentially analogue [4]. Fly-by-wire designers attempting to control and measure the real feedback of an aircraft were forced to find a way to connect the analogue environment to their digital equipment. In order to manage the implications...

  17. Airline and Aircraft Reliability

    OpenAIRE

    Hauka, Maris; Paramonovs, Jurijs

    2014-01-01

    Development of the inspection programme of fatigue-prone aircraft construction under limitation of airline fatigue failure rate. The highest economical effectiveness of airline under limitation of fatigue failure rate and failure probability is discussed. For computing is used exponential regression, Monte Carlo method, Log Normal distribution, Markov chains and semi-Markov process theory. The minimax approach is offered for processing the results of full-scale fatigue approval test of an air...

  18. Slotted Aircraft Wing

    Science.gov (United States)

    McLean, James D. (Inventor); Witkowski, David P. (Inventor); Campbell, Richard L. (Inventor)

    2006-01-01

    A swept aircraft wing includes a leading airfoil element and a trailing airfoil element. At least one full-span slot is defined by the wing during at least one transonic condition of the wing. The full-span slot allows a portion of the air flowing along the lower surface of the leading airfoil element to split and flow over the upper surface of the trailing airfoil element so as to achieve a performance improvement in the transonic condition.

  19. Is High Altitude Pulmonary Edema Relevant to Hawai‘i?

    Science.gov (United States)

    2014-01-01

    High altitude clinical syndromes have been described in the medical literature but may be under recognized in the state of Hawai‘i. As tourism increases, high altitude injuries may follow given the easy access to high altitude attractions. Visitors and clinicians should be aware of the dangers associated with the rapid ascent to high altitudes in the perceived comfort of a vehicle. This paper will review the basic pathophysiology, prevention, and treatment of the most serious of the high altitude clinical syndromes, high altitude pulmonary edema. PMID:25478294

  20. Study on the Characteristics of Supersonic Coanda Jet

    Institute of Scientific and Technical Information of China (English)

    ShigeruMatsuo; ShenYu; 等

    1998-01-01

    Techniques using coanda effect have been applied to the fluid control devices.In this field,experimental studies were so far performed for the spiral jet obtained by the Coanda jet issuing from a conical cylinder with an annular slit ,thrust vectoring of supersonic Coanda jets and so on,It is important from the viewpoints of effective applications to investigate the characteristics of the supersonic coanda jet in detail,In the present study,The effects of pressure rations and nozzle configurations on the characteristics of the supersonic COanda jet have been investigated.experimentally by a schlieren optical method and pressure measurements.Furthermore.Navier-Stokes equations were solved numerically using a 2nd-order TVD finite-volume scheme with a 3rd-order three stage Runge-Kutta method for time integration,κ-ε model was used in the computations.The effects of initial conditions on Coanda flow were investigated numerically.As a result,the simulated flow fields were compared with experimental data in good agreement qualitatively.

  1. Research on the mechanics of underwater supersonic gas jets

    Science.gov (United States)

    Shi, Honghui; Wang, Boyi; Dai, Zhenqing

    2010-03-01

    An experimental research was carried out to study the fluid mechanics of underwater supersonic gas jets. High pressure air was injected into a water tank through converging-diverging nozzles (Laval nozzles). The jets were operated at different conditions of over-, full- and under-expansions. The jet sequences were visualized using a CCD camera. It was found that the injection of supersonic air jets into water is always accompanied by strong flow oscillation, which is related to the phenomenon of shock waves feedback in the gas phase. The shock wave feedback is different from the acoustic feedback when a supersonic gas jet discharges into open air, which causes screech tone. It is a process that the shock waves enclosed in the gas pocket induce a periodic pressure with large amplitude variation in the gas jet. Consequently, the periodic pressure causes the jet oscillation including the large amplitude expansion. Detailed pressure measurements were also conducted to verify the shock wave feedback phenomenon. Three kinds of measuring methods were used, i.e., pressure probe submerged in water, pressure measurements from the side and front walls of the nozzle devices respectively. The results measured by these methods are in a good agreement. They show that every oscillation of the jets causes a sudden increase of pressure and the average frequency of the shock wave feedback is about 5-10 Hz.

  2. Hydrogen tube vehicle for supersonic transport: 2. Speed and energy

    Energy Technology Data Exchange (ETDEWEB)

    Miller, Arnold R. [Vehicle Projects Inc and Supersonic Tubevehicle LLC, 200 Violet St, Suite 100, Golden, CO 80401 (United States)

    2010-06-15

    The central concept of a new idea in high-speed transport is that operation of a vehicle in a hydrogen atmosphere, because of the low density of hydrogen, would increase sonic speed by a factor of 3.8 and decrease drag by 15 relative to air. A hydrogen atmosphere requires that the vehicle operate within a hydrogen-filled tube or pipeline, which serves as a phase separator. The supersonic tube vehicle (STV) can be supersonic with respect to air outside the tube while remaining subsonic inside. It breathes hydrogen fuel for its propulsion fuel cells from the tube itself. This paper, second in a series on the scientific foundations of the supersonic tube vehicle, tests the hypothesis that the STV will be simultaneously fast and energy efficient by comparing its predicted speed and energy consumption with that of four long-haul passenger transport modes: road, rail, maglev, and air. The study establishes the speed ranking STV >> airplane > maglev > train > coach (intercity bus) and the normalized energy consumption ranking Airplane >> coach > maglev > train > STV. Consistent with the hypothesis, the concept vehicle is both the fastest and lowest energy consuming mode. In theory, the vehicle can cruise at Mach 2.8 while consuming less than half the energy per passenger of a Boeing 747 at a cruise speed of Mach 0.81. (author)

  3. Interaction of a swept shock wave and a supersonic wake

    Science.gov (United States)

    He, G.; Zhao, Y. X.; Zhou, J.

    2017-03-01

    The interaction of a swept shock wave and a supersonic wake has been studied. The swept shock wave is generated by a swept compression sidewall, and the supersonic wake is generated by a wake generator. The flow field is visualized with the nanoparticle-based planar laser scattering method, and a supplementary numerical simulation is conducted by solving the Reynolds-averaged Navier-Stokes equations. The results show that the pressure rise induced by the swept shock wave can propagate upstream in the wake, which makes the location where vortices are generated move upstream, thickens the laminar section of the wake, and enlarges the generated vortices. The wake is swept away from the swept compression sidewall by the pressure gradient of the swept shock wave. This pressure gradient is not aligned with the density gradient of the supersonic wake, so the baroclinic torque generates streamwise vorticity and changes the distribution of the spanwise vorticity. The wake shock is curved, so the flow downstream of it is non-uniform, leaving the swept shock wave being distorted. A three-dimensional Mach disk structure is generated when the wake shock interacts with the swept shock wave.

  4. Research on the mechanics of underwater supersonic gas jets

    Institute of Scientific and Technical Information of China (English)

    2010-01-01

    An experimental research was carried out to study the fluid mechanics of underwater supersonic gas jets. High pressure air was injected into a water tank through converging-diverging nozzles (Laval nozzles). The jets were operated at different conditions of over-, full- and under-expansions. The jet sequences were visualized using a CCD camera. It was found that the injection of supersonic air jets into water is always accompanied by strong flow oscillation, which is related to the phenomenon of shock waves feedback in the gas phase. The shock wave feedback is different from the acoustic feedback when a supersonic gas jet discharges into open air, which causes screech tone. It is a process that the shock waves enclosed in the gas pocket induce a periodic pressure with large amplitude variation in the gas jet. Consequently, the periodic pressure causes the jet oscillation including the large amplitude expansion. Detailed pressure measurements were also conducted to verify the shock wave feedback phenomenon. Three kinds of measuring methods were used, i.e., pressure probe submerged in water, pressure measurements from the side and front walls of the nozzle devices respectively. The results measured by these methods are in a good agreement. They show that every oscillation of the jets causes a sudden increase of pressure and the average frequency of the shock wave feedback is about 5–10 Hz.

  5. Interaction of a swept shock wave and a supersonic wake

    Science.gov (United States)

    He, G.; Zhao, Y. X.; Zhou, J.

    2017-09-01

    The interaction of a swept shock wave and a supersonic wake has been studied. The swept shock wave is generated by a swept compression sidewall, and the supersonic wake is generated by a wake generator. The flow field is visualized with the nanoparticle-based planar laser scattering method, and a supplementary numerical simulation is conducted by solving the Reynolds-averaged Navier-Stokes equations. The results show that the pressure rise induced by the swept shock wave can propagate upstream in the wake, which makes the location where vortices are generated move upstream, thickens the laminar section of the wake, and enlarges the generated vortices. The wake is swept away from the swept compression sidewall by the pressure gradient of the swept shock wave. This pressure gradient is not aligned with the density gradient of the supersonic wake, so the baroclinic torque generates streamwise vorticity and changes the distribution of the spanwise vorticity. The wake shock is curved, so the flow downstream of it is non-uniform, leaving the swept shock wave being distorted. A three-dimensional Mach disk structure is generated when the wake shock interacts with the swept shock wave.

  6. Manufacturing of A micro probe using supersonic aided electrolysis process

    CERN Document Server

    Shyu, R F; Ho, Chi-Ting

    2008-01-01

    In this paper, a practical micromachining technology was applied for the fabrication of a micro probe using a complex nontraditional machining process. A series process was combined to machine tungsten carbide rods from original dimension. The original dimension of tungsten carbide rods was 3mm ; the rods were ground to a fixed-dimension of 50 micrometers using precision grinding machine in first step. And then, the rod could be machined to a middle-dimension of 20 micrometers by electrolysis. A final desired micro dimension can be achieved using supersonic aided electrolysis. High-aspect-ratio of micro tungsten carbide rod was easily obtained by this process. Surface roughness of the sample with supersonic aided agitation was compared with that with no agitation in electrolysis. The machined surface of the sample is very smooth due to ionized particles of anode could be removed by supersonic aided agitation during electrolysis. Deep micro holes can also be achieved by the machined high-aspect-rati tungsten c...

  7. THE TURBULENT DYNAMO IN HIGHLY COMPRESSIBLE SUPERSONIC PLASMAS

    Energy Technology Data Exchange (ETDEWEB)

    Federrath, Christoph [Research School of Astronomy and Astrophysics, The Australian National University, Canberra, ACT 2611 (Australia); Schober, Jennifer [Universität Heidelberg, Zentrum für Astronomie, Institut für Theoretische Astrophysik, Albert-Ueberle-Strasse 2, D-69120 Heidelberg (Germany); Bovino, Stefano; Schleicher, Dominik R. G., E-mail: christoph.federrath@anu.edu.au [Institut für Astrophysik, Georg-August-Universität Göttingen, Friedrich-Hund-Platz 1, D-37077 Göttingen (Germany)

    2014-12-20

    The turbulent dynamo may explain the origin of cosmic magnetism. While the exponential amplification of magnetic fields has been studied for incompressible gases, little is known about dynamo action in highly compressible, supersonic plasmas, such as the interstellar medium of galaxies and the early universe. Here we perform the first quantitative comparison of theoretical models of the dynamo growth rate and saturation level with three-dimensional magnetohydrodynamical simulations of supersonic turbulence with grid resolutions of up to 1024{sup 3} cells. We obtain numerical convergence and find that dynamo action occurs for both low and high magnetic Prandtl numbers Pm = ν/η = 0.1-10 (the ratio of viscous to magnetic dissipation), which had so far only been seen for Pm ≥ 1 in supersonic turbulence. We measure the critical magnetic Reynolds number, Rm{sub crit}=129{sub −31}{sup +43}, showing that the compressible dynamo is almost as efficient as in incompressible gas. Considering the physical conditions of the present and early universe, we conclude that magnetic fields need to be taken into account during structure formation from the early to the present cosmic ages, because they suppress gas fragmentation and drive powerful jets and outflows, both greatly affecting the initial mass function of stars.

  8. Mixed exhaust flow supersonic jet engine and method

    Energy Technology Data Exchange (ETDEWEB)

    Klees, G.W.

    1993-06-08

    A method of operating a supersonic jet engine installation is described comprising (a) providing an engine having a variable area air inlet means and an outlet to discharge engine exhaust; (b) providing a secondary air passageway means; (c) receiving ambient air in the air inlet means and providing the ambient air as primary air to the engine inlet and secondary air to the secondary air passageway means; (d) providing a mixing section having an inlet portion and an exit portion, utilizing the mixing section in directing the exhaust from the engine to primary convergent/divergent exit passageway segments, where the exhaust is discharged at supersonic velocity as primary flow components, and directing secondary air flow from the secondary air passageway means to secondary exit passageway segments which are interspersed with the primary segments and from which the secondary air is discharged at subsonic velocity as secondary flow components; and (e) providing an exhaust section to receive the primary and secondary flow components in a mixing region and causing the primary and secondary flow components to mix to create a supersonic mixed flow, the exhaust section having a variable area final nozzle through which the mixed flow is discharged.

  9. Mass flow and its pulsation measurements in supersonic wing wake

    Science.gov (United States)

    Shmakov, A. S.; Shevchenko, A. M.; Yatskikh, A. A.; Yermolaev, Yu. G.

    2016-10-01

    The results of experimental study of the flow in the wing wake are presented. Experiments were carried out in supersonic wind tunnel T-325 of ITAM SB RAS. Rectangle half-wing with sharp edges with a chord length of 30 mm and semispan of 95 mm was used to generate vortex wake. Experimental data were obtained in the cross section located 6 chord length downstream of the trailing edge at Mach numbers of 2.5 and 4 and at wing angles of attack of 4 and 10 degrees. Constant temperature hot-wire anemometer was used to measure disturbances in supersonic flow. Hot-wire was made of a tungsten wire with a diameter of 10 μm and length of 1.5 mm. Shlieren flow visualization were performed. As a result, the position and size of the vortex core in the wake of a rectangular wing were determined. For the first time experimental data on the mass flow distribution and its pulsations in the supersonic longitudinal vortex were obtained.

  10. Study of the flow characteristics of supersonic coaxial jets

    Energy Technology Data Exchange (ETDEWEB)

    Lee, K.H. [Andong National University, Andong (Korea); Koo, B.S. [Andong National University Graudate School, Andong (Korea)

    2001-12-01

    Supersonic coaxial jets are investigated numerically by using the axisymmetric, Navier-Stokes equations which are solved using a fully implicit finite volume method. Three different kinds of coaxial nozzles are employed to understand the flow physics involved in the supersonic coaxial jets. Two convergent-divergent supersonic nozzles are designed to have the same Mach number 2.0, and used to compare the coaxial jet flows with those discharging from one constant-area nozzle. The impingement angle of the annular jets are varied. The primary pressure ratio is changed in the range from 2.0 to 10.0 and the assistant jet ratio from 1.0 to 3.0. The results obtained show that the fluctuations of the total pressure and Mach number along the jet axis are much higher in the constant-area nozzle than those in the convergent-divergent nozzles, and the constant-area nozzle lead to higher total pressure losses, compared with the convergent-divergent nozzles. The assistant jets from the annular nozzle affect the coaxial jet flows within the distance less than about ten times the nozzle throat diameter, but beyond it the coaxial jet is conical with self-similar velocity profiles. Increasing both the primary jet pressure ratio and the assistant jet pressure ratio produces a longer coaxial jet core. (author). 14 refs., 9 figs.

  11. Flow and acoustic features of a supersonic tapered nozzle

    Science.gov (United States)

    Gutmark, E.; Bowman, H. L.; Schadow, K. C.

    1992-05-01

    The acoustic and flow characteristics of a supersonic tapered jet were measured for free and shrouded flow configurations. Measurements were performed for a full range of pressure ratios including over- and underexpanded and design conditions. The supersonic tapered jet is issued from a converging-diverging nozzle with a 3∶1 rectangular slotted throat and a conical diverging section leading to a circular exit. The jet was compared to circular and rectangular supersonic jets operating at identical conditions. The distinct feature of the jet is the absence of screech tones in the entire range of operation. Its near-field pressure fluctuations have a wide band spectrum in the entire range of measurements, for Mach numbers of 1 to 2.5, for over- and underexpanded conditions. The free jet's spreading rate is nearly constant and similar to the rectangular jet, and in a shroud, the pressure drop it is inducing is linearly proportional to the primary jet Mach number. This behavior persisted in high adverse pressure gradients at overexpanded conditions, and with nozzle divergence angles of up to 35°, no inside flow separation was observed.

  12. Estimation of high altitude Martian dust parameters

    Science.gov (United States)

    Pabari, Jayesh; Bhalodi, Pinali

    2016-07-01

    Dust devils are known to occur near the Martian surface mostly during the mid of Southern hemisphere summer and they play vital role in deciding background dust opacity in the atmosphere. The second source of high altitude Martian dust could be due to the secondary ejecta caused by impacts on Martian Moons, Phobos and Deimos. Also, the surfaces of the Moons are charged positively due to ultraviolet rays from the Sun and negatively due to space plasma currents. Such surface charging may cause fine grains to be levitated, which can easily escape the Moons. It is expected that the escaping dust form dust rings within the orbits of the Moons and therefore also around the Mars. One more possible source of high altitude Martian dust is interplanetary in nature. Due to continuous supply of the dust from various sources and also due to a kind of feedback mechanism existing between the ring or tori and the sources, the dust rings or tori can sustain over a period of time. Recently, very high altitude dust at about 1000 km has been found by MAVEN mission and it is expected that the dust may be concentrated at about 150 to 500 km. However, it is mystery how dust has reached to such high altitudes. Estimation of dust parameters before-hand is necessary to design an instrument for the detection of high altitude Martian dust from a future orbiter. In this work, we have studied the dust supply rate responsible primarily for the formation of dust ring or tori, the life time of dust particles around the Mars, the dust number density as well as the effect of solar radiation pressure and Martian oblateness on dust dynamics. The results presented in this paper may be useful to space scientists for understanding the scenario and designing an orbiter based instrument to measure the dust surrounding the Mars for solving the mystery. The further work is underway.

  13. Can aneroid sphygmomanometers be used at altitude?

    Science.gov (United States)

    Kametas, N A; McAuliffe, F; Krampl, E; Nicolaides, K H; Shennan, A H

    2006-07-01

    Mercury-independent devices are increasingly being used in clinical practice as mercury will soon be removed from clinical use as a result of environmental, health and safety concerns. The aim of this study was to evaluate the accuracy of a portable aneroid device in an adult population at high altitude by following the part of the protocol of the British Hypertension Society regarding comparison between device and observer. We examined 10 subjects in Cerro de Pasco, Peru, which is situated 4370 m above sea level. The aneroid device was initially calibrated at both high altitude and at sea level to ensure optimal function. Validation of the device was undertaken at high altitude by connecting it in parallel to two mercury sphygmomanometers. Eleven sequential same-arm measurements were taken from each subject by two trained observers, alternating between mercury sphygmomanometry and the aneroid device. Simultaneous mercury readings were also recorded for additional analysis. During calibration, all 60 comparisons between the aneroid and mercury sphygmomanometers were within 3 mm Hg both at sea level and at high altitude. At validation, the device achieved an A grade for both systolic and diastolic pressures and also fulfilled the requirements of the Association for the Advancement of Medical Instrumentation. The mean and standard deviation for systolic and diastolic pressures, respectively, were -1.32 (4.3) mm Hg and 3.7 (4.7) mm Hg in sequential analysis and -0.7 (2.6) mm Hg and -3.3 (2.7) mm Hg in simultaneous analysis. We conclude that the Riester-Exacta portable aneroid device can be recommended for use in an adult population at high altitude.

  14. High altitude pulmonary edema among "Amarnath Yatris"

    Directory of Open Access Journals (Sweden)

    Parvaiz A Koul

    2013-01-01

    Full Text Available Background: Annual pilgrimage (Yatra to the cave shrine of Shri Amarnath Ji′ is a holy ritual among the Hindu devotees of Lord Shiva. Located in the Himalayan Mountain Range (altitude 13,000 ft in south Kashmir, the shrine is visited by thousands of devotees and altitude sickness is reportedly common. Materials and Methods: More than 600,000 pilgrims visited the cave shrine in 2011 and 2012 with 239 recorded deaths. Thirty one patients with suspected altitude sickness were referred from medical centers en-route the cave to Sher-i-Kashmir Institute of Medical Sciences, a tertiary-care center in capital Srinagar (5,000 ft. The clinical features and the response to treatment were recorded. Results: Thirty-one patients (all lowlanders, 19 male; age 18-60 years, median 41 had presented with acute onset breathlessness of 1-4 days (median 1.9 d starting within 12-24 h of a rapid ascent; accompanied by cough (68%, headache (8%, dizziness and nausea (65%. Sixteen patients had associated encephalopathy. Clinical features on admission included tachypnea ( n = 31, tachycardia ( n = 23, bilateral chest rales ( n = 29, cyanosis ( n = 22 and grade 2-4 encephalopathy. Hypoxemia was demonstrable in 24 cases and bilateral infiltrates on radiologic imaging in 29. Ten patients had evidence of high-altitude cerebral edema. All patients were managed with oxygen, steroids, nifedipine, sildenafil and other supportive measures including invasive ventilation ( n = 3. Three patients died due to multiorgan dysfunction. Conclusions: Altitude sickness is common among Amaranath Yatris from the plains and appropriate educational strategies should be invoked for prevention and prompt treatment.

  15. Experimental investigation of the structure of supersonic two-dimensional air microjets

    Science.gov (United States)

    Timofeev, Ivan; Aniskin, Vladimir; Mironov, Sergey

    2016-10-01

    We have experimentally studied the structure of supersonic underexpanded room-temperature air jets escaping from micronozzles with characteristic heights from 47 to 175 µm and widths within 2410-3900 µm in a range of Reynolds numbers of 1280-9460. The dimensions of the first shock cell are established. The supersonic core length of supersonic underexpanded air jets has been determined for the first time. A flow regime with a large supersonic core length has observed for air jets escaping from a 47µm high nozzle.

  16. An experimental study of the structure of supersonic flat underexpanded microjets

    Science.gov (United States)

    Aniskin, V. M.; Maslov, A. A.; Mironov, S. G.; Tsyryulnikov, I. S.; Timofeev, I. V.

    2015-05-01

    We have experimentally studied the structure of supersonic flat underexpanded room-temperature air jets escaping from micro nozzles with characteristic heights from 47 to 175 μm and widths within 2410-3900 μm in a range of Reynolds numbers of 1280-9460. The dimensions of the first shock cell are established. The supersonic core length of supersonic flat underexpanded air jets has been determined for the first time. A flow regime with a large supersonic core length has been observed for air jets escaping from a 47-μm-high nozzle.

  17. Pressure distribution and aerodynamic coefficients associated with heat addition to supersonic air stream adjacent to two-dimensional supersonic wing

    Science.gov (United States)

    Pinkel, I Irving; Serafini, John S; Gregg, John L

    1952-01-01

    The modifications in the pressure distributions and the aerodynamic coefficients associated with additions of heat to the two-dimensional supersonic in viscid flow field adjacetnt to the lower surface of of a 5-percent-thickness symmetrical circular-arc wing are presented in this report. The pressure distributions are obtained by the use of graphical method which gives the two-dimensional supersonic inviscid flow field obtained with moderate heat addition. The variation is given of the lift-drag ratio and of the aerodynamic coefficients of lift, drag, and moment with free stream Mach number, angle of attack, and parameters defining extent and amount of heat addition. The six graphical solutions used in this study included Mach numbers of 3.0 and 5.0 and angles of attack of 0 degrees and 2 degrees.

  18. Interaction of Aircraft Wakes From Laterally Spaced Aircraft

    Science.gov (United States)

    Proctor, Fred H.

    2009-01-01

    Large Eddy Simulations are used to examine wake interactions from aircraft on closely spaced parallel paths. Two sets of experiments are conducted, with the first set examining wake interactions out of ground effect (OGE) and the second set for in ground effect (IGE). The initial wake field for each aircraft represents a rolled-up wake vortex pair generated by a B-747. Parametric sets include wake interactions from aircraft pairs with lateral separations of 400, 500, 600, and 750 ft. The simulation of a wake from a single aircraft is used as baseline. The study shows that wake vortices from either a pair or a formation of B-747 s that fly with very close lateral spacing, last longer than those from an isolated B-747. For OGE, the inner vortices between the pair of aircraft, ascend, link and quickly dissipate, leaving the outer vortices to decay and descend slowly. For the IGE scenario, the inner vortices ascend and last longer, while the outer vortices decay from ground interaction at a rate similar to that expected from an isolated aircraft. Both OGE and IGE scenarios produce longer-lasting wakes for aircraft with separations less than 600 ft. The results are significant because concepts to increase airport capacity have been proposed that assume either aircraft formations and/or aircraft pairs landing on very closely spaced runways.

  19. Evaluation of Alternative Altitude Scaling Methods for Thermal Ice Protection System in NASA Icing Research Tunnel

    Science.gov (United States)

    Lee, Sam; Addy, Harold E. Jr.; Broeren, Andy P.; Orchard, David M.

    2017-01-01

    A test was conducted at NASA Icing Research Tunnel to evaluate altitude scaling methods for thermal ice protection system. Two new scaling methods based on Weber number were compared against a method based on Reynolds number. The results generally agreed with the previous set of tests conducted in NRCC Altitude Icing Wind Tunnel where the three methods of scaling were also tested and compared along with reference (altitude) icing conditions. In those tests, the Weber number-based scaling methods yielded results much closer to those observed at the reference icing conditions than the Reynolds number-based icing conditions. The test in the NASA IRT used a much larger, asymmetric airfoil with an ice protection system that more closely resembled designs used in commercial aircraft. Following the trends observed during the AIWT tests, the Weber number based scaling methods resulted in smaller runback ice than the Reynolds number based scaling, and the ice formed farther upstream. The results show that the new Weber number based scaling methods, particularly the Weber number with water loading scaling, continue to show promise for ice protection system development and evaluation in atmospheric icing tunnels.

  20. Role of the altitude level on cerebral autoregulation in residents at high altitude.

    Science.gov (United States)

    Jansen, Gerard F A; Krins, Anne; Basnyat, Buddha; Odoom, Joseph A; Ince, Can

    2007-08-01

    Cerebral autoregulation is impaired in Himalayan high-altitude residents who live above 4,200 m. This study was undertaken to determine the altitude at which this impairment of autoregulation occurs. A second aim of the study was to test the hypothesis that administration of oxygen can reverse this impairment in autoregulation at high altitudes. In four groups of 10 Himalayan high-altitude dwellers residing at 1,330, 2,650, 3,440, and 4,243 m, arterial oxygen saturation (Sa(O(2))), blood pressure, and middle cerebral artery blood velocity were monitored during infusion of phenylephrine to determine static cerebral autoregulation. On the basis of these measurements, the cerebral autoregulation index (AI) was calculated. Normally, AI is between zero and 1. AI of 0 implies absent autoregulation, and AI of 1 implies intact autoregulation. At 1,330 m (Sa(O(2)) = 97%), 2,650 m (Sa(O(2)) = 96%), and 3,440 m (Sa(O(2)) = 93%), AI values (mean +/- SD) were, respectively, 0.63 +/- 0.27, 0.57 +/- 0.22, and 0.57 +/- 0.15. At 4,243 m (Sa(O(2)) = 88%), AI was 0.22 +/- 0.18 (P < 0.0005, compared with AI at the lower altitudes) and increased to 0.49 +/- 0.23 (P = 0.008, paired t-test) when oxygen was administered (Sa(O(2)) = 98%). In conclusion, high-altitude residents living at 4,243 m have almost total loss of cerebral autoregulation, which improved during oxygen administration. Those people living at 3,440 m and lower have still functioning cerebral autoregulation. This study showed that the altitude region between 3,440 and 4,243 m, marked by Sa(O(2)) in the high-altitude dwellers of 93% and 88%, is a transitional zone, above which cerebral autoregulation becomes critically impaired.