Manufacturing requirements

In recent years, natural laminar flow (NLF) has been proven to be achievable on modern smooth airframe surfaces over a range of cruise flight conditions representative of most current business and commuter aircraft. Published waviness and boundary layer transition measurements on several modern metal and composite airframes have demonstrated the fact that achievable surface waviness is readily compatible with laminar flow requirements. Currently, the principal challenge to the manufacture of NLF-compatible surfaces is two-dimensional roughness in the form of steps and gaps at structural joints. Results of recent NASA investigations on manufacturing tolerances for NLF surfaces, including results of a flight experiment are given. Based on recent research, recommendations are given for conservative manufacturing tolerances for waviness and shaped steps

Concept development of a Mach 4 high-speed civil transport

A study was conducted to configure and analyze a 250 passenger, Mach 4 High Speed Civil Transport with a design range of 6500 n.mi. The design mission assumed an all-supersonic cruise segment and no community noise or sonic boom constraints. The study airplane was developed in order to examine the technology requirements for such a vehicle and to provide an unconstrained baseline from which to assess changes in technology levels, sonic boom limits, or community noise constraints in future studies. The propulsion, structure, and materials technologies utilized in the sizing of the study aircraft were assumed to represent a technology availability date of 2015. The study airplane was a derivative of a previously developed Mach 3 concept and utilized advanced afterburning turbojet engines and passive airframe thermal protection. Details of the configuration development, aerodynamic design, propulsion system, mass properties, and mission performance are presented. The study airplane was estimated to weigh approx. 866,000 lbs. Although an aircraft of this size is a marginally acceptable candidate to fit into the world airport infrastructure, it was concluded that the inclusion of community noise or sonic boom constraints would quickly cause the aircraft to grow beyond acceptable limits using the assumed technology levels

In-Process Thermal Imaging of the Electron Beam Freeform Fabrication Process

Researchers at NASA Langley Research Center have been developing the Electron Beam Freeform Fabrication (EBF3) metal additive manufacturing process for the past 15 years. In this process, an electron beam is used as a heat source to create a small molten pool on a substrate into which wire is fed. The electron beam and wire feed assembly are translated with respect to the substrate to follow a predetermined tool path. This process is repeated in a layer-wise fashion to fabricate metal structural components. In-process imaging has been integrated into the EBF3 system using a near-infrared (NIR) camera. The images are processed to provide thermal and spatial measurements that have been incorporated into a closed-loop control system to maintain consistent thermal conditions throughout the build. Other information in the thermal images is being used to assess quality in real time by detecting flaws in prior layers of the deposit. NIR camera incorporation into the system has improved the consistency of the deposited material and provides the potential for real-time flaw detection which, ultimately, could lead to the manufacture of better, more reliable components using this additive manufacturing process

Reynolds number influences in aeronautics

Reynolds number, a measure of the ratio of inertia to viscous forces, is a fundamental similarity parameter for fluid flows and therefore, would be expected to have a major influence in aerodynamics and aeronautics. Reynolds number influences are generally large, but monatomic, for attached laminar (continuum) flow; however, laminar flows are easily separated, inducing even stronger, non-monatomic, Reynolds number sensitivities. Probably the strongest Reynolds number influences occur in connection with transitional flow behavior. Transition can take place over a tremendous Reynolds number range, from the order of 20 x 10(exp 3) for 2-D free shear layers up to the order of 100 x 10(exp 6) for hypersonic boundary layers. This variability in transition behavior is especially important for complex configurations where various vehicle and flow field elements can undergo transition at various Reynolds numbers, causing often surprising changes in aerodynamics characteristics over wide ranges in Reynolds number. This is further compounded by the vast parameterization associated with transition, in that any parameter which influences mean viscous flow development (e.g., pressure gradient, flow curvature, wall temperature, Mach number, sweep, roughness, flow chemistry, shock interactions, etc.), and incident disturbance fields (acoustics, vorticity, particulates, temperature spottiness, even electro static discharges) can alter transition locations to first order. The usual method of dealing with the transition problem is to trip the flow in the generally lower Reynolds number wind tunnel to simulate the flight turbulent behavior. However, this is not wholly satisfactory as it results in incorrectly scaled viscous region thicknesses and cannot be utilized at all for applications such as turbine blades and helicopter rotors, nacelles, leading edge and nose regions, and High Altitude Long Endurance and hypersonic airbreathers where the transitional flow is an innately critical portion of the problem

A community-based geological reconstruction of Antarctic Ice Sheet deglaciation since the Last Glacial Maximum

A robust understanding of Antarctic Ice Sheet deglacial history since the Last Glacial Maximum is important in order to constrain ice sheet and glacial-isostatic adjustment models, and to explore the forcing mechanisms responsible for ice sheet retreat. Such understanding can be derived from a broad range of geological and glaciological datasets and recent decades have seen an upsurge in such data gathering around the continent and Sub-Antarctic islands. Here, we report a new synthesis of those datasets, based on an accompanying series of reviews of the geological data, organised by sector. We present a series of timeslice maps for 20ka, 15ka, 10ka and 5ka, including grounding line position and ice sheet thickness changes, along with a clear assessment of levels of confidence. The reconstruction shows that the Antarctic Ice sheet did not everywhere reach the continental shelf edge at its maximum, that initial retreat was asynchronous, and that the spatial pattern of deglaciation was highly variable, particularly on the inner shelf. The deglacial reconstruction is consistent with a moderate overall excess ice volume and with a relatively small Antarctic contribution to meltwater pulse 1a. We discuss key areas of uncertainty both around the continent and by time interval, and we highlight potential priorit. © 2014 The Authors

2. Reynolds Number Sensitivities in Longitudinal Vortex Flows..................... 3

(NASA-TM-IO7730) REYNQLOS NUMBE

West Antarctic Ice Sheet retreat driven by Holocene warm water incursions.

Glaciological and oceanographic observations coupled with numerical models show that warm Circumpolar Deep Water (CDW) incursions onto the West Antarctic continental shelf cause melting of the undersides of floating ice shelves. Because these ice shelves buttress glaciers feeding into them, their ocean-induced thinning is driving Antarctic ice-sheet retreat today. Here we present a multi-proxy data based reconstruction of variability in CDW inflow to the Amundsen Sea sector, the most vulnerable part of the West Antarctic Ice Sheet, during the Holocene epoch (from 11.7 thousand years ago to the present). The chemical compositions of foraminifer shells and benthic foraminifer assemblages in marine sediments indicate that enhanced CDW upwelling, controlled by the latitudinal position of the Southern Hemisphere westerly winds, forced deglaciation of this sector from at least 10,400 years ago until 7,500 years ago-when an ice-shelf collapse may have caused rapid ice-sheet thinning further upstream-and since the 1940s. These results increase confidence in the predictive capability of current ice-sheet models