Minimum time and fuel flight profiles for an F-15 airplane with a Highly Integrated Digital Electronic Control (HIDEC) system

A simulation study was conducted to optimize minimum time and fuel consumption paths for an F-15 airplane powered by two F100 Engine Model Derivative (EMD) engines. The benefits of using variable stall margin (uptrim) to increase performance were also determined. This study supports the NASA Highly Integrated Digital Electronic Control (HIDEC) program. The basis for this comparison was minimum time and fuel used to reach Mach 2 at 13,716 m (45,000 ft) from the initial conditions of Mach 0.15 at 1524 m (5000 ft). Results were also compared to a pilot's estimated minimum time and fuel trajectory determined from the F-15 flight manual and previous experience. The minimum time trajectory took 15 percent less time than the pilot's estimate for the standard EMD engines, while the minimum fuel trajectory used 1 percent less fuel than the pilot's estimate for the minimum fuel trajectory. The F-15 airplane with EMD engines and uptrim, was 23 percent faster than the pilot's estimate. The minimum fuel used was 5 percent less than the estimate

Aerothermal test results from the first flight of the Pegasus air-launched space booster

A survey of temperature measurements at speeds through Mach 8.0 on the first flight of the Pegasus air-launched booster system is discussed. In addition, heating rates were derived from the temperature data obtained on the fuselage in the vicinity of the wing shock interaction. Sensors were distributed on the wing surfaces, leading edge, and on the wing-body fairing or fillet. Side-by-side evaluations were obtained for a variety of sensor installations. Details of the trajectory reconstruction through first-stage separation are provided. Given here are indepth descriptions of the sensor installations, temperature measurements, and derived heating rates along with interpretations of the results

Highly integrated digital engine control system on an F-15 airplane

The Highly Integrated Digital Electronic Control (HIDEC) program will demonstrate and evaluate the improvements in performance and mission effectiveness that result from integrated engine/airframe control systems. This system is being used on the F-15 airplane. An integrated flightpath management mode and an integrated adaptive engine stall margin mode are implemented into the system. The adaptive stall margin mode is a highly integrated mode in which the airplane flight conditions, the resulting inlet distortion, and the engine stall margin are continuously computed; the excess stall margin is used to uptrim the engine for more thrust. The integrated flightpath management mode optimizes the flightpath and throttle setting to reach a desired flight condition. The increase in thrust and the improvement in airplane performance is discussed

Electronic states and Landau levels in graphene stacks

We analyze, within a minimal model that allows analytical calculations, the electronic structure and Landau levels of graphene multi-layers with different stacking orders. We find, among other results, that electrostatic effects can induce a strongly divergent density of states in bi- and tri-layers, reminiscent of one-dimensional systems. The density of states at the surface of semi-infinite stacks, on the other hand, may vanish at low energies, or show a band of surface states, depending on the stacking order

Flight Demonstration Of Low Overpressure N-Wave Sonic Booms And Evanescent Waves

The recent flight demonstration of shaped sonic booms shows the potential for quiet overland supersonic flight, which could revolutionize air transport. To successfully design quiet supersonic aircraft, the upper limit of an acceptable noise level must be determined through quantitative recording and subjective human response measurements. Past efforts have concentrated on the use of sonic boom simulators to assess human response, but simulators often cannot reproduce a realistic sonic boom sound. Until now, molecular relaxation effects on low overpressure rise time had never been compared with flight data. Supersonic flight slower than the cutoff Mach number, which generates evanescent waves, also prevents loud sonic booms from impacting the ground. The loudness of these evanescent waves can be computed, but flight measurement validation is needed. A novel flight demonstration technique that generates low overpressure N-waves using conventional military aircraft is outlined, in addition to initial quantitative flight data. As part of this demonstration, evanescent waves also will be recorded

Cart3D Simulations for the Second AIAA Sonic Boom Prediction Workshop

Simulation results are presented for all test cases prescribed in the Second AIAA Sonic Boom Prediction Workshop. For each of the four nearfield test cases, we compute pressure signatures at specified distances and off-track angles, using an inviscid, embedded-boundary Cartesian-mesh flow solver with output-based mesh adaptation. The cases range in complexity from an axisymmetric body to a full low-boom aircraft configuration with a powered nacelle. For efficiency, boom carpets are decomposed into sets of independent meshes and computed in parallel. This also facilitates the use of more effective meshing strategies - each off-track angle is computed on a mesh with good azimuthal alignment, higher aspect ratio cells, and more tailored adaptation. The nearfield signatures generally exhibit good convergence with mesh refinement. We introduce a local error estimation procedure to highlight regions of the signatures most sensitive to mesh refinement. Results are also presented for the two propagation test cases, which investigate the effects of atmospheric profiles on ground noise. Propagation is handled with an augmented Burgers' equation method (NASA's sBOOM), and ground noise metrics are computed with LCASB

A Flight Research Overview of WSPR, a Pilot Project for Sonic Boom Community Response

In support of NASAs ongoing effort to bring supersonic commercial travel to the public, NASA Dryden Flight Research Center and NASA Langley Research Center, in cooperation with other industry organizations, conducted a flight research experiment to identify the methods, tools, and best practices for a large-scale quiet (or low) sonic boom community human response test. The name of the effort was Waveforms and Sonic boom Perception and Response. Such tests will go towards building a dataset that governing agencies like the Federal Aviation Administration and International Civil Aviation Organization will use to establish regulations for acceptable sound levels of overland sonic booms. Until WSPR, there had never been an effort that studied the response of people in their own homes and performing daily activities to non-traditional, low sonic booms.WSPR was a NASA collaborative effort with several industry partners, in response to a NASA Aeronautics Research Mission Directorate Research Opportunities in Aeronautics. The primary contractor was Wyle. Other partners included Gulfstream Aerospace Corporation, Pennsylvania State University, Tetra Tech, and Fidell Associates, Inc.A major objective of the effort included exposing a community with the sonic boom magnitudes and occurrences expected in high-air traffic regions with a network of supersonic commercial aircraft in place. Low-level sonic booms designed to simulate those produced by the next generation of commercial supersonic aircraft were generated over a small residential community. The sonic boom footprint was recorded with an autonomous wireless microphone array that spanned the entire community. Human response data was collected using multiple survey methods. The research focused on essential elements of community response testing including subject recruitment, survey methods, instrumentation systems, flight planning and operations, and data analysis methods.This paper focuses on NASAs role in the efforts logistics and operations including human response subject recruitment, the operational processes involved in implementing the surveys throughout the community, instrumentation systems, logistics, flight planning, and flight operations. Findings discussed in this paper include critical lessons learned in all of those areas. The paper also discusses flight operations results. Analysis of the accuracy and repeatability of planning and executing the unique aircraft maneuver used to generate low sonic booms concluded that the sonic booms had overpressures within 0.15 pounds-per-square-feet of the planned values for 76 of t he attempts. Similarly, 90 of the attempts to generate low sonic booms within the community were successful

Characterization of the Interaction between the Cohesin Subunits Rad21 and SA1/2

The cohesin complex is responsible for the fidelity of chromosomal segregation during mitosis. It consists of four core subunits, namely Rad21/Mcd1/Scc1, Smc1, Smc3, and one of the yeast Scc3 orthologs SA1 or SA2. Sister chromatid cohesion is generated during DNA replication and maintained until the onset of anaphase. Among the many proposed models of the cohesin complex, the ﾒcoreﾒ cohesin subunits Smc1, Smc3, and Rad21 are almost universally displayed as tripartite ring. However, other than its supportive role in the cohesin ring, little is known about the fourth core subunit SA1/SA2. To gain deeper insight into the function of SA1/SA2 in the cohesin complex, we have mapped the interactive regions of SA2 and Rad21 in vitro and ex vivo. Whereas SA2 interacts with Rad21 through a broad region (301ﾖ750 aa), Rad21 binds to SA proteins through two SA-binding motifs on Rad21, namely N-terminal (NT) and middle part (MP) SA-binding motif, located At 60-81 aa of the N-terminus and 383ﾖ392 aa of the MP of Rad21, respectively. The MP SA-binding motif is a 10 amino acid, a-helical motif. Deletion of these 10 amino acids or mutation of three conserved amino acids (L385, F389, and T390) in this ahelical motif significantly hinders Rad21 from physically interacting with SA1/2. Besides the MP SA-binding motif, the NT SAbinding motif is also important for SA1/2 interaction. Although mutations on both SA-binding motifs disrupt Rad21-SA1/2 interaction, they had no apparent effect on the Smc1-Smc3-Rad21 interaction. However, the Rad21-Rad21 dimerization was reduced by the mutations, indicating potential involvement of the two SA-binding motifs in the formation of the two-ring handcuff for chromosomal cohesion. Furthermore, mutant Rad21 proteins failed to significantly rescue precocious chromosome separation caused by depletion of endogenous Rad21 in mitotic cells, further indicating the physiological significance of the two SA-binding motifs of Rad21

Development of a 3D workspace Shoulder Assessment Tool Incorporating Electromyography and an Inertial Measurement Unit - A preliminary study

Traditional shoulder Range of Movement (ROM) measurement tools suffer from inaccuracy or from long experimental set-up times. Recently, it has been demonstrated that relatively low-cost wearable inertial measurement unit (IMU) sensors can overcome many of the limitations of traditional motion tracking systems. The aim of this study is to develop and evaluate a single IMU combined with an Electromyography (EMG) sensor to monitor the 3D reachable workspace with simultaneous measurement of deltoid muscle activity across the shoulder ROM. Six volunteer subjects with healthy shoulders and one participant with a ‘frozen’ shoulder were recruited to the study. Arm movement in 3D space was plotted in spherical coordinates while the relative EMG intensity of any arm position is presented graphically. The results showed that there was an average ROM surface area of 27291±538 deg2 among all six healthy individuals and a ROM surface area of 13571±308 deg2 for the subject with frozen shoulder. All three sections of the deltoid show greater EMG activity at higher elevation angles. Using such tools enables individuals, surgeons and physiotherapists to measure the maximum envelope of motion in conjunction with muscle activity in order to provide an objective assessment of shoulder performance in the voluntary 3D workspace