Effects of airplane characteristics and takeoff noise and field length constraints on engine cycle selection for a Mach 2.32 cruise application

Sideline noise and takeoff field length were varied for two types of Mach 2.32 cruise airplane to determine their effect on engine cycle selection. One of these airplanes was the NASA/Langley-LTV arrow wing while the other was a Boeing modified delta-plus-tail derived from the earlier 2707-300 concept. Advanced variable cycle engines were considered. A more conventional advanced low bypass turbofan engine was used as a baseline for comparison. Appropriate exhaust nozzle modifications were assumed, where needed, to allow all engines to receive either an inherent co-annular or annular jet noise suppression benefit. All the VCE's out-performed the baseline engine by substantial margins in a design range comparison, regardless of airplane choice or takeoff restrictions. The choice among the three VCE's considered, however, depends on the field length, noise level, and airplane selected

Airplane size and staging effects on SST cruise sonic boom

Performance requirements and economic costs to reduce cruise sonic boom of supersonic transpor

Granitic Bornhardts And Associated Landform Features In Zimbabwe

A Geographical Proceedings article on Zimbabwe's GRANITIC BORNHARDTS AND ASSOCIATED LANDFORM FEATURES.Steep-sided convex domes or bomhardts are characteristic of about one third of the granitic ‘ landscapes in central and eastern Zimbabwe. These features are associated with batholith intrusions which make up a large portion, of a massive and ancient crafon that extends some 600 kilometres in a north-east to south-west direction across the country (see Figure 1). The bombardt terrain forms a distinctive although discontinuous arc on the southern margin of this craton and the adjacent mobile belts of gneissic rocks. Morphologically, the granitic domes vary from completely stripped through to debris- covered hills, and from almost perfectly symmetrical ‘whaleback1 residuals through to irregular,-sugar-loaf features

Potential of liquid-methane fuel for Mach-3 commercial supersonic transports

Liquid methane fuel for commercial fixed arrow wing supersonic transport

An entropy correction method for unsteady full potential flows with strong shocks

An entropy correction method for the unsteady full potential equation is presented. The unsteady potential equation is modified to account for entropy jumps across shock waves. The conservative form of the modified equation is solved in generalized coordinates using an implicit, approximate factorization method. A flux-biasing differencing method, which generates the proper amounts of artificial viscosity in supersonic regions, is used to discretize the flow equations in space. Comparisons between the present method and solutions of the Euler equations and between the present method and experimental data are presented. The comparisons show that the present method more accurately models solutions of the Euler equations and experiment than does the isentropic potential formulation

Component test program for variable-cycle engines

Variable cycle engine (VCE) concepts for a supersonic cruise aircraft were studied. These VCE concepts incorporate unique critical components and flow path arrangements that provide good performance at both supersonic and subsonic cruise and appear to be economically and environmentally viable. Certain technologies were identified as critical to the successful development of these engine concepts and require considerable development and testing. The feasibility and readiness of the most critical VCE technologies, was assessed, a VCE component test program was initiated. The variable stream control engine (VSCE) component test program, tested and evaluated an efficient low emission duct burner and a quiet coannular ejector nozzle at the rear of a rematched F100 engine

Limited migration of soluble ionic species in a Siple Dome, Antarctica, ice core

High-resolution (\u3e10 samples a−1) glaciochemical analyses covering the last 110 years from a Siplc Dome, Antarctica, ire core reveal limited migration of certain soluble ionic species (methane sulfonic acid, NO3 − and Mg2+). The observed chemical migration may be due in part to seasonal alternation between less acidic winter (from high sea-salt concentrations) and more acidic summer (from high marine biogenic acid concentrations) layers, common at coastal siles such as Siplc Dome. Exact mechanisms to expla in the migration are unclear, although simple diffusion and gravitational movement are unlikely since new peaks are formed where none previously existed in each case. Initial migration of each species is both shallower and earlier at Siple Dome than at other sites in Antarctica where similar phenomena have been observed, which may be related to the relatively low accumulation rate at Siple Dome (~13.3 cm ice a−1). Migration appears to be limited to either the preceding or following seasonal layer for each species, suggesting that paleoclimatic interpretations based on dala with lower than annual resolution are not likely to be affected

NASA research in supersonic propulsion: A decade of progress

A second generation, economically viable, and environmentally acceptable supersonic aircraft is reviewed. Engine selection, testbed experiments, and noise reduction research are described

Comparison of parametric duct-burning turbofan and non-afterburning turbojet engines in a Mach 2.7 transport

A parametric study was made of duct-burning turbofan and suppressed dry turbojet engines installed in a supersonic transport. A range of fan pressure ratios was considered for the separate-flow-fan engines. The turbofan engines were studied both with and without jet noise suppressors. Single- as well as dual-stream suppression was considered. Attention was concentrated on designs yielding sideline noises of FAR 36 (108 EPNdB) and below. Trades were made between thrust and wing area for a constant takeoff field length. The turbofans produced lower airplane gross weights than the turbojets at FAR 36 and below. The advantage for the turbofans increased as the sideline noise limit was reduced. Jet noise suppression, especially for the duct stream, was very beneficial for the turbofan engines as long as duct burning was permitted during takeoff. The maximum dry unsuppressed takeoff mode, however, yielded better results at extremely low noise levels. Noise levels as low as FAR 36-11 EPNdB were obtained with a turbofan in this takeoff mode, but at a considerable gross weight penalty relative to the best FAR 36 results