Advanced Supersonic Technology concept AST-100 characteristics developed in a baseline-update study

The advanced supersonic technology configuration, AST-100, is described. The combination of wing thickness reduction, nacelle recontouring for minimum drag at cruise, and the use of the horizontal tail to produce lift during climb and cruise resulted in an increase in maximum lift-to-drag ratio. Lighter engines and lower fuel weight associated with this resizing result in a six percent reduction in takeoff gross weight. The AST-100 takeoff maximum effective perceived noise at the runway centerline and sideline measurement stations was 114.4 decibels. Since 1.5-decibels tradeoff is available from the approach noise, the required engine noise supression is 4.9 decibels. The AST-100 largest maximum overpressure would occur during transonic climb acceleration when the aircraft was at relatively low altitude. Calculated standard +8 C day range of the AST-100, with a 292 passenger payload, is 7348 km (3968 n.mi). Fuel price is the largest contributor to direct operating cost. However, if the AST-100 were flown subsonically (M = 0.9), direct operating costs would increase approximately 50 percent because of time related costs

Characterization of nuclear polyadenylated RNA-binding proteins in Saccharomyces cerevisiae.

To study the functions of heterogeneous nuclear ribonucleoproteins (hnRNPs), we have characterized nuclear polyadenylated RNA-binding (Nab) proteins from Saccharomyces cerevisiae. Nab1p, Nab2p, and Nab3p were isolated by a method which uses UV light to cross-link proteins directly bound to poly(A)+ RNA in vivo. We have previously characterized Nab2p, and demonstrated that it is structurally related to human hnRNPs. Here we report that Nab1p is identical to the Np13p/Nop3p protein recently implicated in both nucleocytoplasmic protein shuttling and pre-rRNA processing, and characterize a new nuclear polyadenylated RNA-binding protein, Nab3p. The intranuclear distributions of the Nab proteins were analyzed by three-dimensional immunofluorescence optical microscopy. All three Nab proteins are predominantly localized within the nucleoplasm in a pattern similar to the distribution of hnRNPs in human cells. The NAB3 gene is essential for cell viability and encodes an acidic ribonucleoprotein. Loss of Nab3p by growth of a GAL::nab3 mutant strain in glucose results in a decrease in the amount of mature ACT1, CYH2, and TPI1 mRNAs, a concomitant accumulation of unspliced ACT1 pre-mRNA, and an increase in the ratio of unspliced CYH2 pre-mRNA to mRNA. These results suggest that the Nab proteins may be required for packaging pre-mRNAs into ribonucleoprotein structures amenable to efficient nuclear RNA processing

Structural efficiency study of composite wing rib structures

A series of short stiffened panel designs which may be applied to a preliminary design assessment of an aircraft wing rib is presented. The computer program PASCO is used as the primary design and analysis tool to assess the structural efficiency and geometry of a tailored corrugated panel, a corrugated panel with a continuous laminate, a hat stiffened panel, a blade stiffened panel, and an unstiffened flat plate. To correct some of the shortcomings in the PASCO analysis when shear is present, a two step iterative process using the computer program VICON is used. The loadings considered include combinations of axial compression, shear, and lateral pressure. The loading ranges considered are broad enough such that the designs presented may be applied to other stiffened panel applications. An assessment is made of laminate variations, increased spacing, and nonoptimum geometric variations, including a beaded panel, on the design of the panels

Thinking Globally About Universities and Extension: The Convergence of University-Based and Centralized Extension Systems in China

The U.S. university-based extension system model has been successful nationally, but not adopted globally. Various historical factors rendered the U.S. system a less attractive option for emerging post-WWII nations. However, current changes in education and extension landscapes are creating new opportunities for the globalization of U.S. Extension. Specifically, both the U.S. and Chinese extension systems now face the common challenge of delivering meaningful university-based extension under shifting conditions. This commonality creates opportunities for exploring long-term, synergistic university-based extension systems and potentially achieving associated benefits worldwide

Effect of emerging technology on a convertible, business/interceptor, supersonic-cruise jet

This study was initiated to assess the feasibility of an eight-passenger, supersonic-cruise long range business jet aircraft that could be converted into a military missile carrying interceptor. The baseline passenger version has a flight crew of two with cabin space for four rows of two passenger seats plus baggage and lavatory room in the aft cabin. The ramp weight is 61,600 pounds with an internal fuel capacity of 30,904 pounds. Utilizing an improved version of a current technology low-bypass ratio turbofan engine, range is 3,622 nautical miles at Mach 2.0 cruise and standard day operating conditions. Balanced field takeoff distance is 6,600 feet and landing distance is 5,170 feet at 44,737 pounds. The passenger section from aft of the flight crew station to the aft pressure bulkhead in the cabin was modified for the interceptor version. Bomb bay type doors were added and volume is sufficient for four advanced air-to-air missiles mounted on a rotary launcher. Missile volume was based on a Phoenix type missile with a weight of 910 pounds per missile for a total payload weight of 3,640 pounds. Structural and equipment weights were adjusted and result in a ramp weight of 63,246 pounds with a fuel load of 30,938 pounds. Based on a typical intercept mission flight profile, the resulting radius is 1,609 nautical miles at a cruise Mach number of 2.0

Application of near-term technology to a Mach 2.0 variable-sweep-wing, supersonic-cruise executive jet

The impact of variable sweep wing technology with relaxed static stability requirements on a supersonic-cruise executive jet with transatlantic range was assessed. The baseline vehicle utilized modified, current-technology engines and titanium structures produced with superplastic forming and diffusion bonding; this vehicle meets study requirements for both supersonic-cruise and low-speed characteristics. The baseline concept has a ramp weight of 64,500 pounds with a crew of two and eight passengers. Its Mach 2.0 cruise range is nearly 3,500 nautical miles; its Mach 0.9 cruise range is over 5,000 nautical miles. Takeoff, landing, and balanced field length requirements were calculated for a composite variant and are all less than 5,000 feet