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

State-of-the-art survey of dissimilar metal joining by solid state welding

State-of-the-art of dissimilar metal joining by solid state diffusion bonding and roll and press welding, emphasizing stainless steel and aluminum allo

Measurement Function Design for Visual Tracking Applications

Extracting human postural information from video sequences has proved a difficult research question. The most successful approaches to date have been based on particle filtering, whereby the underlying probability distribution is approximated by a set of particles. The shape of the underlying observational probability distribution plays a significant role in determining the success, both accuracy and efficiency, of any visual tracker. In this paper we compare approaches used by other authors and present a cost path approach which is commonly used in image segmentation problems, however is currently not widely used in tracking applications

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

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

The Okun Misery Index in the European Union Countries from 2000 to 2009

The study is composed of four main parts and a summary. The first part, introduction, discusses various measures of the economic system's efficiency that are used in practice. Part two emphasises that the GDP per capita according to purchasing power parity still remains the most popular among those measures. Further, it presents the ranking of the European Union countries taking that measure into account, the research period being 1999-2009. Part three points out that it is also the level of poverty (misery) that determines the economic system's efficiency. That level can be measured by means of various indicators, among others, the so called HPI-2 index calculated by the UN. It will be the Okun misery index, however, computed as the sum of inflation and unemployment rates that will be presented as an alternative being of interest from the macroeconomic point of view. The ranking of the European Union member states according to that measure in the 2000-2004 and 2005-2009 periods will be provided in part four. The article will end in a summary containing synthetic conclusions drawn from earlier observations.Opracowanie składa się z czterech części zasadniczych i podsumowania. W punkcie pierwszym omówiono różnorodne mierniki sprawności systemu gospodarczego wykorzystywane w praktyce. W części drugiej podkreślono, iż nadal najpopularniejszym z nich jest PKB per capita według parytetu siły nabywczej. Zgodnie z tym miernikiem przedstawiono ranking państw Unii Europejskiej w latach 1999-2009. W punkcie trzecim podkreślono, że o sprawności systemu gospodarczego decyduje także poziom ubóstwa. Może być on mierzony różnymi wskaźnikami, m.in. tzw. indeksem HPI-2 obliczanym przez ONZ. Jako ciekawą z makroekonomicznego punktu widzenia alternatywę ukazano jednak miarę wskaźnika ubóstwa Okuna obliczanego poprzez zsumowanie stopy inflacji i stopy bezrobocia. Ranking państw Unii Europejskiej według tej miary w okresach 2000-2004 oraz 2005-2009 zaprezentowano w części czwartej. Całość zamknięto podsumowaniem, w którym zawarto syntetyczne wnioski z przeprowadzonych obserwacji

Design of a large span-distributed load flying-wing cargo airplane with laminar flow control

A design study was conducted to add laminar flow control to a previously design span-distributed load airplane while maintaining constant range and payload. With laminar flow control applied to 100 percent of the wing and vertical tail chords, the empty weight increased by 4.2 percent, the drag decreased by 27.4 percent, the required engine thrust decreased by 14.8 percent, and the fuel consumption decreased by 21.8 percent. When laminar flow control was applied to a lesser extent of the chord (approximately 80 percent), the empty weight increased by 3.4 percent, the drag decreased by 20.0 percent, the required engine thrust decreased by 13.0 percent, and the fuel consumption decreased by 16.2 percent. In both cases the required take-off gross weight of the aircraft was less than the original turbulent aircraft

Preliminary design characteristics of a subsonic business jet concept employing laminar flow control

Aircraft configurations were developed with laminar flow control (LFC) and without LFC. The LFC configuration had approximately eleven percent less parasite drag and a seven percent increase in the maximum lift-to drag ratio. Although these aerodynamic advantages were partially offset by the additional weight of the LFC system, the LFC aircraft burned from six to eight percent less fuel for comparable missions. For the trans-atlantic design mission with the gross weight fixed, the LFC configuration would carry a greater payload for ten percent fuel per passenger mile