Turbine Powered Simulator Calibration and Testing for Hybrid Wing Body Powered Airframe Integration

Propulsion airframe integration testing on a 5.75% scale hybrid wing body model us- ing turbine powered simulators was completed at the National Full-Scale Aerodynamics Complex 40- by 80-foot test section. Four rear control surface con gurations including a no control surface de ection con guration were tested with the turbine powered simulator units to investigate how the jet exhaust in uenced the control surface performance as re- lated to the resultant forces and moments on the model. Compared to ow-through nacelle testing on the same hybrid wing body model, the control surface e ectiveness was found to increase with the turbine powered simulator units operating. This was true for pitching moment, lift, and drag although pitching moment was the parameter of greatest interest for this project. With the turbine powered simulator units operating, the model pitching moment was seen to increase when compared to the ow-through nacelle con guration indicating that the center elevon and vertical tail control authority increased with the jet exhaust from the turbine powered simulator units

Experimental Evaluation of Inlet Distortion on an Ejector Powered Hybrid Wing Body at Take-off and Landing Conditions

As part of the NASA Environmentally Responsible Aircraft project, an ultra high bypass ratio engine integration on a hybrid wing body demonstration was planned. The goal was to include engine and airframe integration concepts that reduced fuel consumption by at least 50% while still reducing noise 42 db cumulative on the ground. Since the engines would be mounted on the upper surface of the aft body of the aircraft, the inlets may be susceptible to vortex ingestion from the wing leading edge at high angles of attack and sideslip, and separated wing/body flow. Consequently, experimental and computational studies were conducted to collect flow surveys useful for characterizing engine operability. The wind tunnel tests were conducted at two NASA facilities, the 14- by 22-foot at NASA Langley and the 40- by 80-foot at NASA Ames Research Center. The test results included in this paper show that the distortion and pressure recovery levels were acceptable for engine operability. The CFD studies conducted to compare to experimental data showed excellent agreement for the angle of attacks examined, although failed to match the low speed experimental data at high sideslip angles

Computational Evaluation of Inlet Distortion on an Ejector Powered Hybrid Wing Body at Takeoff and Landing Conditions

Due to the aft, upper surface engine location on the Hybrid Wing Body (HWB) planform, there is potential to shed vorticity and separated wakes into the engine when the vehicle is operated at off-design conditions and corners of the envelope required for engine and airplane certification. CFD simulations were performed of the full-scale reference propulsion system, operating at a range of inlet flow rates, flight speeds, altitudes, angles of attack, and angles of sideslip to identify the conditions which produce the largest distortion and lowest pressure recovery. Pretest CFD was performed by NASA and Boeing, using multiple CFD codes, with various turbulence models. These data were used to make decisions regarding model integration, characterize inlet flow distortion patterns, and help define the wind tunnel test matrix. CFD was also performed post-test; when compared with test data, it was possible to make comparisons between measured model-scale and predicted full-scale distortion levels. This paper summarizes these CFD analyses

Status Update and Interim Results from the Asymptomatic Carotid Surgery Trial-2 (ACST-2)

Objectives: ACST-2 is currently the largest trial ever conducted to compare carotid artery stenting (CAS) with carotid endarterectomy (CEA) in patients with severe asymptomatic carotid stenosis requiring revascularization. Methods: Patients are entered into ACST-2 when revascularization is felt to be clearly indicated, when CEA and CAS are both possible, but where there is substantial uncertainty as to which is most appropriate. Trial surgeons and interventionalists are expected to use their usual techniques and CE-approved devices. We report baseline characteristics and blinded combined interim results for 30-day mortality and major morbidity for 986 patients in the ongoing trial up to September 2012. Results: A total of 986 patients (687 men, 299 women), mean age 68.7 years (SD ± 8.1) were randomized equally to CEA or CAS. Most (96%) had ipsilateral stenosis of 70-99% (median 80%) with contralateral stenoses of 50-99% in 30% and contralateral occlusion in 8%. Patients were on appropriate medical treatment. For 691 patients undergoing intervention with at least 1-month follow-up and Rankin scoring at 6 months for any stroke, the overall serious cardiovascular event rate of periprocedural (within 30 days) disabling stroke, fatal myocardial infarction, and death at 30 days was 1.0%. Conclusions: Early ACST-2 results suggest contemporary carotid intervention for asymptomatic stenosis has a low risk of serious morbidity and mortality, on par with other recent trials. The trial continues to recruit, to monitor periprocedural events and all types of stroke, aiming to randomize up to 5,000 patients to determine any differential outcomes between interventions. Clinical trial: ISRCTN21144362. © 2013 European Society for Vascular Surgery. Published by Elsevier Ltd. All rights reserved