Daytime O/N<Subscript>2</Subscript> Retrieval Algorithm for the Ionospheric Connection Explorer (ICON)

The NASA Ionospheric Connection Explorer Far-Ultraviolet spectrometer, ICON FUV, will measure altitude profiles of the daytime far-ultraviolet (FUV) OI 135.6 nm and N₂ Lyman-Birge-Hopfield (LBH) band emissions that are used to determine thermospheric density profiles and state parameters related to thermospheric composition; specifically the thermospheric column O/N₂ ratio (symbolized as \(\Sigma\)O/N₂). This paper describes the algorithm concept that has been adapted and updated from one previously applied with success to limb data from the Global Ultraviolet Imager (GUVI) on the NASA Thermosphere Ionosphere Mesosphere Energetics and Dynamics (TIMED) mission. We also describe the requirements that are imposed on the ICON FUV to measure \(\Sigma\)O/N₂ over any 500-km sample in daytime with a precision of better than 8.7%. We present results from orbit-simulation testing that demonstrates that the ICON FUV and our thermospheric composition retrieval algorithm can meet these requirements and provide the measurements necessary to address ICON science objectives.     

“Reinventing” career development

The following topics are dealt: career development definition; career development as a part of effective management; job satisfaction issues; motivated abilities; a case study results; identification of motivational patterns; and 'reinvention' of career development     

Simulation of <Emphasis Type="Italic">Z</Emphasis>-crimp shaping with the use of the ansys finite element software

A finite element model of the Z-crimp shaping from a hard sheet blank is developed and a number of calculations using the ANSYS finite element software is conducted. The calculations are carried out in the framework of elastoplastic behavior of the blank material using the classical model of bilinear kinematic (translational) hardening with corresponding parameters of elasticity and plasticity. The model takes into account kinematics of spatial transformation of the shaping equipment as well as the time-variable conditions of its contact interaction with the blank.     

“Dakota Sun”-the next generation solar powered racingvehicle

Based on the experience gained from Sunrayce '95, the Solar Motion Team has made many changes to the design of the next generation solar car. These changes have resulted in a vehicle that is very different from the “Solar Rolar”, The Dakota Sun is a three wheeled vehicle with separate cab and solar array. This design allows for improved aerodynamics, decreased weight, lower rolling resistance, and ease of manufacture compared to the four wheeled catamaran used in the last race. However, this design sacrifices total enclosed wheel base area, additional room for components, and added power from side solar panels, The major objectives for the team's redesigned Sunrayce '97 entry are: systems integration; decrease the weight of the car; decrease aerodynamic drag; more efficient use of available energy; and increased driver safety. The team has set a standard to use the latest available technology. Although this increases the complexity of the components, by using a systems engineering approach the “Dakota Sun” has evolved into a more integrated vehicle. This philosophy of integrated design has resulted in great improvements in mechanical design and manufacturing techniques, as well as electrical innovations. The major design changes evident from the original Sunraycen '95 vehicle are the result of an evolutionary design process that has produced the highly competitive Sunraycel '97 design outlined in this article     

Comments on “Effect of wet snow an the null-reference ILSsystem”

The subject paper (July 1993) has raised some issues regarding the probability of the Instrument Landing System (ILS) radiating out-of-tolerance vertical guidance signals. An independent study has substantiated the findings of that paper and adds further concern regarding some FAA ILS snow procedures. The principal conclusions of this paper are: 1) an analysis, based on Walton's discovery of rare snow conditions that cause the null-reference ILS antenna image to disappear, indicates that these conditions can cause out-of-tolerance guidance signals, 2) operation without a monitor of the image radiation can result in signal-in-space guidance signal errors that are significantly beyond the intended limit values, and 3) the integrity of image glide path equipment in snow environments does not satisfy the ILS integrity requirements     

Potential Effects of Surface Temperature Variations and Disturbances and Thermal Convection on the Mars InSight HP<Superscript>3</Superscript> Heat-Flow Determination

The HP³ instrument on the InSight lander mission will measure subsurface temperatures and thermal conductivities from which heat flow in the upper few meters of the regolith at the landing site will be calculated. The parameter to be determined is steady-state conductive heat flow, but temperatures may have transient perturbations resulting from surface temperature changes and there could be a component of thermal convection associated with heat transport by vertical flow of atmospheric gases over the depth interval of measurement. The experiment is designed so that it should penetrate to a depth below which surface temperature perturbations are smaller than the required measurement precision by the time the measurements are made. However, if the measurements are delayed after landing, and/or the probe does not penetrate to the desired depth, corrections may be necessary for the transient perturbations. Thermal convection is calculated to be negligible, but these calculations are based on unknown physical properties of the Mars regolith. The effects of thermal convection should be apparent at shallow depths where transient thermal perturbations would be observed to deviate from conductive theory. These calculations were required during proposal review and their probability of predicting a successful measurement a prerequisite for mission approval. However, their uncertainties lies in unmeasured physical parameters of the Mars regolith.     

High resolution 3D “snapshot” ISAR imaging and featureextraction

We have developed a new formulation for three dimensional (3D) radar imaging of inverse synthetic aperture radar (ISAR) data based on recent developments in high resolution spectral estimation theory. Typically for non real-time applications, image formation is a two step process consisting of motion determination and image generation. The technique presented focuses on this latter process, and assumes the motion of the target is known. The new technique offers several advantages over conventional techniques which are based on the correlation imaging function. In particular, the technique provides for a direct 3D estimate (versus back projection to a 3D target grid matrix) of the locations of the dominant scattering centers using only a minimum set of independent 2D range-Doppler ISAR “snapshots” of the target. Because of the snapshot nature of the technique, it is particularly applicable to 3D imaging of sectors of sparse-angle data, for which the sidelobes of the correlation imaging integral become high. Furthermore, the technique provides for an estimate of amplitude and phase of each scattering center as a function of aspect angle to the target, for those aspect angles which encompass the set of 2D range-Doppler snapshots. Results illustrating the technique developed are presented for both simulated and static range data     

Comments on “Discrete-time observability and estimabilityanalysis for bearings-only target motion analysis”

Discusses the extensive mathematical analysis carried out by the authors of the original paper [see ibid., vol. 33, no. 1, p. 178-201, 1997] and submits the following points. The authors used pseudo measurements for recasting the observability problem into a linear framework. They treated the bearings-only passive target tracking system as a deterministic system. It is already established that for deterministic systems, the pseudo measurements are linear functions of the states of the system, though the coefficient matrix is a nonlinear function of the original measurements, By using the pseudo measurements in a linear observer, global stability can be shown. However, if the pseudo measurement observer, for which the analysis is mostly carried out by the authors, is used in a noisy environment as a pseudo measurement filter (PMF), biased estimates are arrived at. Hence, though the approach of authors is quite direct and provides insights about the algebraic structure of the BOT problem, as pseudo measurements are used throughout the analysis is not of much use to the TMA community, as the nonlinear measurement equation along with measurement noise are required to be considered in the BOT problem to obtain unbiased results     

模型的转捩流动计算分析简

 为了在黏性流动数值模拟中实现边界层转捩的自动预测,将γ-Re_θt转捩模型引入到三维非结构混合网格的雷诺平均Navier-Stokes方程求解程序（HUNS3D）。该转捩模型由两个依赖当地变量定义的关于间歇因子和当地化转捩起始动量厚度雷诺数的输运方程组成,其数值求解算法与流场求解程序中湍流模型的求解方法相同。为了考察和验证HUNS3D程序中γ-Re_θt转捩模型对航空工程中的常见附面层自由转捩问题的预测精度,对低速平板流动、Aerospatial-A翼型、NLR 7301超临界翼型和NASA Trap wing 高升力构型等典型外形的自由转捩流动进行了计算,并将计算结果与相关试验结果进行了对比分析。算例结果表明：γ-Re_θt转捩模型对于转捩位置具有很好的敏感性,能比较准确地预测自然转捩和分离转捩,可以有效提高HUNS3D程序对实际流动的模拟能力和预测精度。     

Extended Pile Driving Model to Predict the Penetration of the Insight/HP<Superscript>3</Superscript> Mole into the Martian Soil

The NASA InSight mission will provide an opportunity for soil investigations using the penetration data of the heat flow probe built by the German Aerospace Center DLR. The Heat flow and Physical Properties Probe (HP³) will penetrate 3 to 5 meter into the Martian subsurface to investigate the planetary heat flow. The measurement of the penetration rate during the insertion of the HP³ will be used to determine the physical properties of the soil at the landing site. For this purpose, numerical simulations of the penetration process were performed to get a better understanding of the soil properties influencing the penetration performance of HP³. A pile driving model has been developed considering all masses of the hammering mechanism of HP³. By cumulative application of individual stroke cycles it is now able to describe the penetration of the Mole into the Martian soil as a function of time, assuming that the soil parameters of the material through which it penetrates are known. We are using calibrated materials similar to those expected to be encountered by the InSight/HP³ Mole when it will be operated on the surface of Mars after the landing of the InSight spacecraft. We consider various possible scenarios, among them a more or less homogeneous material down to a depth of 3–5 m as well as a layered ground, consisting of layers with different soil parameters. Finally we describe some experimental tests performed with the latest prototype of the InSight Mole at DLR Bremen and compare the measured penetration performance in sand with our modeling results. Furthermore, results from a 3D DEM simulation are presented to get a better understanding of the soil response.     

西安航空学院大学生思想政治状况调查及分析

提高大学生思政教育效果的关键在于详细了解大学生的思想现状和精神诉求。2012年3月,通过抽样问卷的形式,调查了西安航空学院大学生思想政治的基本情况,并结合调查结果对数据进行了分析,发现大学生思想政治上存在着四方面的问题。这些问题对于有针对性地开展大学生的思想教育提供了重要依据。     

Nonlinear hαMissile Longitudinal Autopilot Design with θ- D Method

In this paper, a new nonlinear H_infin control technique, called thetas-D H_infin method, is employed to design a missile longitudinal autopilot. The thetas-D H_infin design has the same structure as that of linear H_infin, except that the two Riccati equations that are part of the solution process are state dependent. The thetas-D technique yields suboptimal solutions to nonlinear optimal control problems in the sense that it provides an approximate solution to the Hamilton-Jacobi-Bellman (HJB) equation. It is also shown that this method can be used to provide an approximate closed-form solution to the state dependent Riccati equation (SDRE) and consequently reduce the on-line computations associated with the nonlinear H_infin implementation. A missile longitudinal autopilot design demonstrates the capabilities of thetas-D method. This new nonlinear H_infin design also shows favorable results as compared with the linear H design based on the linearized model.     

US Army Research Laboratory power sources R&D programs

The current status and thrust of the US Army Research Laboratory's battery and fuel cell R&D programs that support emerging electronic battlefield equipment applications are reviewed. Major technical barriers are identified along with the approaches proposed to solve these anticipated problems     

Loss-of-Consciousness&Spatial Disorientation Auto-Recovery System

A G-induced loss-of-consciousness (GLOC) and spatial disorientation auto-recovery system has been developed and tested on the Advanced Fighter Technology Integration (AFTI)/F-16 aircraft. The pilot controls the operation of this system by entering an MSL altitude and manually arming the system. Engagement conditions of the auto-recovery maneuver are controlled by aircraft speed, altitude, attitude, and the set recovery altitude and do not depend upon any determination of pilot physiological condition. Initiation of the recovery maneuver is preceded by visual and aural warnings which continue until the pilot resumes control. The pilot always has the capability to override or disengage the autorecovery maneuver. This system, as developed on the AFTI/F-16, is directly and quickly applicable to other analog or digital flight control systems such as found in the F-16 or F-18. This system provides the pilot protection from ground collision in most air-to-air training environments.     

Alfvén Wave Generation in Photospheric Vortex Filaments, Macrospicules, and "Solar Tornadoes"

The properties of Alfvén waves generated in the photosphere by field lines trapped in vortex sinks and propagating upwards through the transition region and corona are discussed and contrasted to those of waves generated via reconnection in transition region explosive events, or rather via untwisting reconnecting flux tubes. An outline for future simulations and theoretical advances necessary to understand the dynamics of spicules and macrospicules is described, and a detailed search for photospheric velocity patterns underlying macrospicules is suggested. This revised version was published online in June 2006 with corrections to the Cover Date.     

GPS选择可用性(SA)信号采集与建模

 分析了ＧＰＳ测量伪距的各组成部分,设计了一个ＧＰＳ数据实时采集系统,通过定位计算和时钟偏移滤波的方法分离ＳＡ误差信号,经检验指出ＳＡ误差信号基本是零均值的平稳随机过程,对一段时期定点观测到的ＳＡ误差信号进行ＡＲ（１３）的模型辨识,获得大量的模型数据,从时域和频域对模型参数进行分析得到一些有益的结论。     

Fluid–structure interaction for aeroelastic applications

The interaction between a flexible structure and the surrounding fluid gives rise to a variety of phenomena with applications in many areas, such as, stability analysis of airplane wings, turbomachinery design, design of bridges, and the flow of blood through arteries. Studying these phenomena requires modeling of both fluid and structure. Many approaches in computational aeroelasticity seek to synthesize independent computational approaches for the aerodynamic and the structural dynamic subsystems. This strategy is known to be fraught with complications associated with the interaction between the two simulation modules. The task is to choosing the appropriate models for fluid and structure based on the application, and to develop an efficient interface to couple the two models. In the present article, we review the recent advancements in the field of fluid–structure interaction, with specific attention to aeroelastic applications. One of the key aspects to developing a robust coupled aeroelastic model is the presence of an efficient moving grid technique to account for structural deformations. Several such techniques are reviewed in this paper. Also, the time scales associated with fluid–structure interaction problems can be very different; hence, appropriate time stepping strategies and/or sub-cycling procedures within the individual field need to be devised. The flutter predictions performed on an AGARD 445.6 wing at different Mach numbers are selected to highlight the state-of-the-art computational and modeling issues.     

H_∞中的规范化LCF法在综合控制系统设计中的应用

 用鲁棒控制理论中的规范化左互质因子分解(规范化LCF)法为某型飞机设计纵向飞/推综合控制器,并总结了该方法的一些特点和设计要求。设计出的控制器满足实际工程要求,得到比较满意的控制效果。     

Supersonic biplane—A review

One of the fundamental problems preventing commercial transport aircraft from supersonic flight is the generation of strong sonic booms. Sonic booms are the ground-level manifestation of shock waves created by airplanes flying at supersonic speeds. The strength of the shock waves generated by an aircraft flying at supersonic speed is a direct function of both the aircraft’s weight and its occupying volume; it has been very difficult to sufficiently reduce the shock waves generated by the heavier and larger conventional supersonic transport (SST) configuration to meet acceptable at-ground sonic-boom levels. It is our dream to develop a quiet SST aircraft that can carry more than 100 passengers while meeting acceptable at-ground sonic-boom levels. We have started a supersonic-biplane project at Tohoku University since 2004. We meet the challenge of quiet SST flight by extending the classic two-dimensional (2-D) Busemann biplane concept to a 3-D supersonic-biplane wing that effectively reduces the shock waves generated by the aircraft. A lifted airfoil at supersonic speeds, in general, generates shock waves (therefore, wave drag) through two fundamentally different mechanisms. One is due to the airfoil’s lift, and the other is due to its thickness. Multi-airfoil configurations can reduce wave drag by redistributing the system’s total lift among the individual airfoil elements, knowing that wave drag of an airfoil element is proportional to the square of its lift. Likewise, the wave drag due to airfoil thickness can also be nearly eliminated using the Busemann biplane concept, which promotes favorable wave interactions between two neighboring airfoil elements. One of the main objectives of our supersonic-biplane study is, with the help of modern computational fluid dynamics (CFD) tools, to find biplane configurations that simultaneously exhibit both traits. We first re-analyzed using CFD tools, the classic Busemann biplane configurations to understand its basic wave-cancellation concept. We then designed a 2-D supersonic biplane that exhibits both wave-reduction and cancellation effects simultaneously, utilizing an inverse-design method. The designed supersonic biplane not only showed the desired aerodynamic characteristics at its design condition but also outperformed a zero-thickness flat-plate airfoil. (Zero-thickness flat-plate airfoils are known as the most efficient monoplane airfoil at supersonic speeds.) Also discussed in this paper is how to design 2-D biplanes, not only at their design Mach numbers but also at off-design conditions. Supersonic biplanes have unacceptable characteristics at their off-design conditions such as flow choking and its related hysteresis problems. Flow choking causes rapid increase of wave drag and it continues to be kept up to the Mach numbers greater the cruise (design) Mach numbers due to its hysteresis. Some wing devices such as slats and flaps, which could be used at take-off and landing conditions as high-lift devices, were utilized to overcome these off-design problems. Then supersonic-biplane airfoils were extended to 3-D wings. Because that rectangular-shaped 3-D biplane wings showed undesirable aerodynamic characteristics at their wingtips, a tapered-wing planform was chosen for the study. A 3-D biplane wing having a taper ratio and aspect ratio of 0.25 and 5.12, respectively, was designed utilizing the inverse-design method. Aerodynamic characteristics of the designed biplane wing were further improved by using winglets at its wingtips. Flow choking and its hysteresis problems, however, occurred at their off-design conditions. It was shown that these off-design problems could also be resolved by utilizing slats and flaps. Finally, a study on the aerodynamic characteristics of wing-body configurations was conducted using the tapered biplane wing. In this study a body was chosen in order to generate strong shock waves at its nose region. Preliminary parametric studies on the interference effects between the body and the tapered biplane wing were performed by choosing several different wing locations on the body. From this study, it can be concluded that the aerodynamic characteristics of the tapered biplane wing are minimally affected by the disturbances generated from the body, and that the biplane wing shows promise for quiet commercial supersonic transport.     

Navier–Stokes solvers in European aircraft design

The paper gives a broad perspective of the progress made during the last 10 years in solving the Navier–Stokes equations and traces how this simulation technique went from being a specialized research topic to a practical engineering tool that design engineers use on a routine basis.

The scope is limited to Navier–Stokes solvers applied to industrial design of airframes with attention focused particularly on developments in Europe. An overview of the different Navier–Stokes codes used in Europe is given, and on-going developments are outlined.

The current state of progress is illustrated by computed steady and unsteady solutions to industrial problems, ranging from airfoil characteristics, flow around an isolated wing, to full aircraft configurations.

A discussion on the future industrial design environment is given, and developments in Europe towards a more integrated design approach with underlying concepts like ‘concurrent engineering (CE)’ and the ‘virtual product (VP)’ are summarized. The paper concludes with a discussion on future challenging applications.