Multiple Application Propfan Study (MAPS): Advanced tactical transport

This study was conducted to ascertain potential benefits of a propfan propulsion system application to a blended wing/body military tactical transport. Based on a design cruise Mach no. of 0.75 for the design mission, the results indicate a significant advantage in various figures of merit for the propfan over those of a comparable technology turbofan. Although the propfan has a 1.6 percent greater takeoff gross weight, its life cycle cost is 5.3 percent smaller, partly because of a 27 percent smaller specific fuel consumption. When employed on alternate missions, the propfan configuration offers significantly improved flexibility and capability: an increase in sea level penetration distance of more than 100 percent, or in time-on-station of 24 percent, or in deployment payload of 38 percent

Evolution of the revolutionary blended-wing-body

The Blended-Wing-Body (BWB) airplane concept represents a potential revolution in subsonic transport efficiency for Very Large Airplanes (VLA's). NASA is sponsoring an advanced concept study to demonstrate feasibility and begin development of this new class of airplane. In this study, 800 passenger BWB and conventional configuration airplanes have been compared for a 7000 nautical mile design range, where both airplanes are based on technology keyed to 2015 entry into service. The BWB has been found to be superior to the conventional configuration in the following areas: Fuel Burn--31% lower, Takeoff Weight -- 1 3% lower, Operating Empty Weight -- 10% lower, Total Thrust -- 16% lower, and Lift/Drag --35% higher. The BWB advantage results from a double deck cabin that extends spanwise providing structural and aerodynamic overlap with the wing. This reduces the total wetted area of the airplane and allows a high aspect ratio to be achieved, since the deep and stiff centerbody provides efficient structural wingspan. Further synergy is realized through buried engines that ingest the wing's boundary layer, and thus reduce effective ram drag. Relaxed static stability allows optimal span loading, and an outboard leading-edge slat is the only high-lift system required

Steiner t-designs for large t

One of the most central and long-standing open questions in combinatorial design theory concerns the existence of Steiner t-designs for large values of t. Although in his classical 1987 paper, L. Teirlinck has shown that non-trivial t-designs exist for all values of t, no non-trivial Steiner t-design with t > 5 has been constructed until now. Understandingly, the case t = 6 has received considerable attention. There has been recent progress concerning the existence of highly symmetric Steiner 6-designs: It is shown in [M. Huber, J. Algebr. Comb. 26 (2007), pp. 453-476] that no non-trivial flag-transitive Steiner 6-design can exist. In this paper, we announce that essentially also no block-transitive Steiner 6-design can exist.Comment: 9 pages; to appear in: Mathematical Methods in Computer Science 2008, ed. by J.Calmet, W.Geiselmann, J.Mueller-Quade, Springer Lecture Notes in Computer Scienc

Generators and commutators in finite groups; abstract quotients of compact groups

Let N be a normal subgroup of a finite group G. We prove that under certain (unavoidable) conditions the subgroup [N,G] is a product of commutators [N,y] (with prescribed values of y from a given set Y) of length bounded by a function of d(G) and |Y| only. This has several applications: 1. A new proof that G^n is closed (and hence open) in any finitely generated profinite group G. 2. A finitely generated abstract quotient of a compact Hausdorff group must be finite. 3. Let G be a topologically finitely generated compact Hausdorff group. Then G has a countably infinite abstract quotient if and only if G has an infinite virtually abelian continuous quotient.Comment: This paper supersedes the preprint arXiv:0901.0244v2 by the first author and answers the questions raised there. Latest version corrects erroneous Lemma 4.30 and adds new Cor. 1.1

A Census Of Highly Symmetric Combinatorial Designs

As a consequence of the classification of the finite simple groups, it has been possible in recent years to characterize Steiner t-designs, that is t-(v,k,1) designs, mainly for t = 2, admitting groups of automorphisms with sufficiently strong symmetry properties. However, despite the finite simple group classification, for Steiner t-designs with t > 2 most of these characterizations have remained longstanding challenging problems. Especially, the determination of all flag-transitive Steiner t-designs with 2 < t < 7 is of particular interest and has been open for about 40 years (cf. [11, p. 147] and [12, p. 273], but presumably dating back to 1965). The present paper continues the author's work [20, 21, 22] of classifying all flag-transitive Steiner 3-designs and 4-designs. We give a complete classification of all flag-transitive Steiner 5-designs and prove furthermore that there are no non-trivial flag-transitive Steiner 6-designs. Both results rely on the classification of the finite 3-homogeneous permutation groups. Moreover, we survey some of the most general results on highly symmetric Steiner t-designs.Comment: 26 pages; to appear in: "Journal of Algebraic Combinatorics

Life-Cycle Cost Estimation for High-Speed Vehicles: from the engineers’ to the airline’s perspective

This paper aims at upgrading the holistic Cost Estimation methodology for High-Speed Vehicles already developed by Politecnico di Torino and the European Space Agency (ESA) to encompass different stakeholders’ perspectives. In details, the presented methodology combines International Air Transport Association (IATA) best practices with a detailed Life- Cycle Cost (LCC) assessment, which includes the evaluation of Research, Development, Test and Evaluation (RDTE) Costs, Production costs and of Direct and Indirect Operating Costs (DOC and IOC). The integrated approach allows to further extend the capabilities of the inhouse developed HyCost tool to support all the actors of the product value-chain (including engineers, manufacturers, airlines and customers) in assessing the economic sustainability of a newly under-development high-speed vehicle. However, considering the need of providing all these cost analyses perspectives since the early design stages, the derived Cost Estimation Relationships are mainly derived on statistical bases. To cope with the uncertainties that affect the initial statistical population and consequently, the CERs, this paper presents each cost item together with the estimation of related prediction intervals. Finally, results of the application of the upgraded cost estimation methodology and of the upgraded tool to the LAPCAT MR2.4 high-speed civil transport are reported and discussed

Advanced Subsonic Airplane Design and Economic Studies

A study was made to examine the effect of advanced technology engines on the performance of subsonic airplanes and provide a vision of the potential which these advanced engines offered. The year 2005 was selected as the entry-into-service (EIS) date for engine/airframe combination. A set of four airplane classes (passenger and design range combinations) that were envisioned to span the needs for the 2005 EIS period were defined. The airframes for all classes were designed and sized using 2005 EIS advanced technology. Two airplanes were designed and sized for each class: one using current technology (1995) engines to provide a baseline, and one using advanced technology (2005) engines. The resulting engine/airframe combinations were compared and evaluated on the basis on sensitivity to basic engine performance parameters (e.g. SFC and engine weight) as well as DOC+I. The advanced technology engines provided significant reductions in fuel burn, weight, and wing area. Average values were as follows: reduction in fuel burn = 18%, reduction in wing area = 7%, and reduction in TOGW = 9%. Average DOC+I reduction was 3.5% using the pricing model based on payload-range index and 5% using the pricing model based on airframe weight. Noise and emissions were not considered

Counting and effective rigidity in algebra and geometry

The purpose of this article is to produce effective versions of some rigidity results in algebra and geometry. On the geometric side, we focus on the spectrum of primitive geodesic lengths (resp., complex lengths) for arithmetic hyperbolic 2-manifolds (resp., 3-manifolds). By work of Reid, this spectrum determines the commensurability class of the 2-manifold (resp., 3-manifold). We establish effective versions of these rigidity results by ensuring that, for two incommensurable arithmetic manifolds of bounded volume, the length sets (resp., the complex length sets) must disagree for a length that can be explicitly bounded as a function of volume. We also prove an effective version of a similar rigidity result established by the second author with Reid on a surface analog of the length spectrum for hyperbolic 3-manifolds. These effective results have corresponding algebraic analogs involving maximal subfields and quaternion subalgebras of quaternion algebras. To prove these effective rigidity results, we establish results on the asymptotic behavior of certain algebraic and geometric counting functions which are of independent interest.Comment: v.2, 39 pages. To appear in Invent. Mat