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The local momentum theory is based on the instantaneous balance between the fluid momentum and the blade elemental lift at a local station in the rotor rotational plane. Therefore, the theory has the capability of evaluating time wise variations of air loading and induced velocity distributions along a helicopter blade span. Unlike a complex vortex theory, this theory was developed to analyze the instantaneous induced velocity distribution effectively. The boundaries of this theory and a computer program using this theory are discussed. A concept introduced into the theory is the effect of the rotor wake contraction in hovering flight. A comparison of this extended local momentum theory with a prescribed wake vortex theory is also presented. The results indicate that the extended local momentum theory has the capability of achieving a level of accuracy similar to that of the prescribed wake vortex theory over wide range variations of rotor geometrical parameters. It is also shown that the analytical results obtained using either theory are in reasonable agreement with experimental data.
An evaluation is made of the existing theories of a linearized tire motion and wheel shimmy. It is demonstrated that most of the previously published theories represent varying degrees of approximation to a summary theory developed in this report which is a minor modification of the basic theory of Von Schlippe and Dietrich. In most cases where strong differences exist between the previously published theories and summary theory, the previously published theories are shown to possess certain deficiencies. A series of systematic approximations to the summary theory is developed for the treatment of problems too simple to merit the use of the complete summary theory, and procedures are discussed for applying the summary theory and its systematic approximations to the shimmy of more complex landing-gear structures than have previously been considered. Comparisons of the existing experimental data with the predictions of the summary theory and the systematic approximations provide a fair substantiation of the more detailed approximate theories.
This paper investigates the effect of nonlinear large deflection bending on the aerodynamic performance of a high aspect ratio flexible wing. A set of nonlinear static aeroelastic equations are derived for the large bending deflection of a high aspect ratio wing structure. An analysis is conducted to compare the nonlinear bending theory with the linear bending theory. The results show that the nonlinear bending theory is length-preserving whereas the linear bending theory causes a non-physical effect of lengthening the wing structure under the no axial load condition. A modified lifting line theory is developed to compute the lift and drag coefficients of a wing structure undergoing a large bending deflection. The lift and drag coefficients are more accurately estimated by the nonlinear bending theory due to its length-preserving property. The nonlinear bending theory yields lower lift and span efficiency than the linear bending theory. A coupled aerodynamic-nonlinear finite element model is developed to implement the nonlinear bending theory for a Common Research Model (CRM) flexible wing wind tunnel model to be tested in the University of Washington Aeronautical Laboratory (UWAL). The structural stiffness of the model is designed to give about 10% wing tip deflection which is large enough that could cause the nonlinear deflection effect to become significant. The computational results show that the nonlinear bending theory yields slightly less lift than the linear bending theory for this wind tunnel model. As a result, the linear bending theory is deemed adequate for the CRM wind tunnel model.
The purpose of this task was to provide a mechanism for theory interpretations in a prototype verification system (PVS) so that it is possible to demonstrate the consistency of a theory by exhibiting an interpretation that validates the axioms. The mechanization makes it possible to show that one collection of theories is correctly interpreted by another collection of theories under a user-specified interpretation for the uninterpreted types and constants. A theory instance is generated and imported, while the axiom instances are generated as proof obligations to ensure that the interpretation is valid. Interpretations can be used to show that an implementation is a correct refinement of a specification, that an axiomatically defined specification is consistent, or that a axiomatically defined specification captures its intended models. In addition, the theory parameter mechanism has been extended with a notion of theory as parameter so that a theory instance can be given as an actual parameter to an imported theory. Theory interpretations can thus be used to refine an abstract specification or to demonstrate the consistency of an axiomatic theory. In this report we describe the mechanism in detail. This extension is a part of PVS version 3.0, which will be publicly released in mid-2001.
New aging theories have been developed to establish the safe life span of airborne critical structural components such as B-52B aircraft pylon hooks for carrying air-launch drop-test vehicles. The new aging theories use the equivalent-constant-amplitude loading spectrum to represent the actual random loading spectrum with the same damaging effect. The crack growth due to random loading cycling of the first flight is calculated using the half-cycle theory, and then extrapolated to all the crack growths of the subsequent flights. The predictions of the new aging theories (finite difference aging theory and closed-form aging theory) are compared with the classical flight-test life theory and the previously developed Ko first- and Ko second-order aging theories. The new aging theories predict the number of safe flights as considerably lower than that predicted by the classical aging theory, and slightly lower than those predicted by the Ko first- and Ko second-order aging theories due to the inclusion of all the higher order terms.
General thin-airfoil theory for a compressible fluid is formulated as boundary problem for the velocity potential, without recourse to the theory of vortex motion. On the basis of this formulation the integral equation of lifting-surface theory for an incompressible fluid is derived with the chordwise component of the fluid velocity at the airfoil as the function to be determined. It is shown how by integration by parts this integral equation can be transformed into the Biot-Savart theorem. A clarification is gained regarding the use of principal value definitions for the integral which occur. The integral equation of lifting-surface theory is used a s the starting point for the establishment of a theory for the nonstationary airfoil which is a generalization of lifting-line theory for the stationary airfoil and which might be called "lifting-strip" theory. Explicit expressions are given for section lift and section moment in terms of the circulation function, which for any given wing deflection is to be determined from an integral equation which is of the type of the equation of lifting-line theory. The results obtained are for airfoils of uniform chord. They can be extended to tapered airfoils. One of the main uses of the results should be that they furnish a practical means for the analysis of the aerodynamic span effect in the problem of wing flutter. The range of applicability of "lifting-strip" theory is the same as that of lifting-line theory so that its results may be applied to airfoils with aspect ratios as low as three.
Most fluid flows are turbulent rather than laminar and the reason for this was studied. One of the earliest explanations was that laminar flow is unstable, and the linear instability theory was first developed to explore this possibility. A series of early papers by Rayleigh produced many notable results concerning the instability of inviscid flows, such as the discovery of inflectional instability. Viscosity was commonly thought to act only to stabilize the flow, and flows with convex velocity profiles appeared to be stable. The investigations that led to a viscous theory of boundary layer instability was reported. The earliest application of linear stability theory to transition prediction calculated the amplitude ratio of the most amplified frequency as a function of Reynolds number for a Blasius boundary layer, and found that this quantity had values between five and nine at the observed Ret. The experiment of Schubauer and Skramstad (1947) completely reversed the prevailing option and fully vindicated the Gottingen proponents of the theory. This experiment demonstrated the existence of instability waves in a boundary layer, their connection with transition, and the quantitative description of their behavior by the theory of Tollmien and Schlichting. It is generally accepted that flow parameters such as pressure gradient, suction and heat transfer qualitatively affect transition in the manner predicted by the linear theory, and in particular that a flow predicted to be stable by the theory should remain laminar. The linear theory, in the form of the e9, or N-factor is today in routine use in engineering studies of laminar flow. The stability theory to boundary layers with pressure gradients and suction was applied. The only large body of numerical results for exact boundary layer solutions before the advent of the computer age by calculating the stability characteristics of the Falkner-Skan family of velocity profiles are given. When the digital computer reached a stage of development which permit the direct solution of the primary differential equations, numerical results were obtained from the linear theory during the next 10 years for many different boundary layer flows: three dimensional boundary layers; free convention boundary layers; compressible boundary layers; boundary layers on compliant walls; a recomputation of Falkner-Skan flows; unsteady boundary layers; and heated wall boundary layers.
Computation of interlaminar stresses from the higher-order shear and normal deformable beam theory and the refined zigzag theory was performed using the Sinc method based on Interpolation of Highest Derivative. The Sinc method based on Interpolation of Highest Derivative was proposed as an efficient method for determining through-the-thickness variations of interlaminar stresses from one- and two-dimensional analysis by integration of the equilibrium equations of three-dimensional elasticity. However, the use of traditional equivalent single layer theories often results in inaccuracies near the boundaries and when the lamina have extremely large differences in material properties. Interlaminar stresses in symmetric cross-ply laminated beams were obtained by solving the higher-order shear and normal deformable beam theory and the refined zigzag theory with the Sinc method based on Interpolation of Highest Derivative. Interlaminar stresses and bending stresses from the present approach were compared with a detailed finite element solution obtained by ABAQUS/Standard. The results illustrate the ease with which the Sinc method based on Interpolation of Highest Derivative can be used to obtain the through-the-thickness distributions of interlaminar stresses from the beam theories. Moreover, the results indicate that the refined zigzag theory is a substantial improvement over the Timoshenko beam theory due to the piecewise continuous displacement field which more accurately represents interlaminar discontinuities in the strain field. The higher-order shear and normal deformable beam theory more accurately captures the interlaminar stresses at the ends of the beam because it allows transverse normal strain. However, the continuous nature of the displacement field requires a large number of monomial terms before the interlaminar stresses are computed as accurately as the refined zigzag theory.
Metric theories of gravity are compiled and classified according to the types of gravitational fields they contain, and the modes of interaction among those fields. The gravitation theories considered are classified as (1) general relativity, (2) scalar-tensor theories, (3) conformally flat theories, and (4) stratified theories with conformally flat space slices. The post-Newtonian limit of each theory is constructed and its Parametrized Post-Newtonian (PPN) values are obtained by comparing it with Will's version of the formalism. Results obtained here, when combined with experimental data and with recent work by Nordtvedt and Will and by Ni, show that, of all theories thus far examined by our group, the only currently viable ones are general relativity, the Bergmann-Wagoner scalar-tensor theory and its special cases (Nordtvedt; Brans-Dicke-Jordan), and a recent, new vector-tensor theory by Nordtvedt, Hellings, and Will.
A computer code was developed at Princeton University to calculate the velocity components in the flow field near a lifting rotor. The induced velocity components in the rotor flow field predicted by this theory are compared with experiment. It appears that on balance, this relatively simple theory gives a reasonable prediction of the average induced velocities in a rotor flow and is quite suitable for such applications as estimating the influence of the rotor wake on the tail surfaces of rotorcraft. The theory predicts that significant induced velocity components are present in all three flow directions in the wake at a lifting rotor. It should be noted , however, that there are a few experimental measurements of the longitudinal and lateral induced velocity components in the rotor wake. This theory, known as the flat wake theory, is essentially the rotary wing analog of Prandtl's lifting line theory. The theory is described in this report. Calculations based on the theory are presented and compared with a modern free wake theory.
In this paper we present a semantic theory of abstractions based on viewing abstractions as interpretations between theories. This theory captures important aspects of abstractions not captured in the theory of abstractions presented by Giunchiglia and Walsh. Instead of viewing abstractions as syntactic mappings, we view abstractions as a two step process: the intended domain model is first abstracted and then a set of (abstract) formulas is constructed to capture the abstracted domain model. Viewing and justifying abstractions as model level transformations is both natural and insightful. We provide a precise characterization of the abstract theory that exactly implements the intended abstraction, and show that this theory, while being axiomatizable, is not always finitely axiomatizable. A simple corollary of the latter result disproves a conjecture made by Tenenberg that if a theory is finitely axiomatizable, then predicate abstraction of that theory leads to a finitely axiomatizable theory.
A number of viscoplastic constitutive theories and a conventional constitutive theory are evaluated and compared in their ability to predict nonlinear stress-strain behavior in gas turbine engine components at elevated temperatures. Specific application of these theories is directed towards the structural analysis of combustor liners undergoing transient, cyclic, thermomechanical load histories. The combustor liner material considered in this study is Hastelloy X. The material constants for each of the theories (as a function of temperature) are obtained from existing, published experimental data. The viscoplastic theories and a conventional theory are incorporated into a general purpose, nonlinear, finite element computer program. Several numerical examples of combustor liner structural analysis using these theories are given to demonstrate their capabilities. Based on the numerical stress-strain results, the theories are evaluated and compared.
The observed properties of bow waves and the associated plasma flows are outlined, along with those features identified that can be described by a continuum magnetohydrodynamic flow theory as opposed to a more detailed multicomponent particle and field plasma theory. The primary objectives are to provide an account of the fundamental concepts and current status of the magnetohydrodynamic and gas dynamic theories for solar wind flow past planetary bodies. This includes a critical examination of: (1) the fundamental assumptions of the theories; (2) the various simplifying approximations introduced to obtain tractable mathematical problems; (3) the limitations they impose on the results; and (4) the relationship between the results of the simpler gas dynamic-frozen field theory and the more accurate but less completely worked out magnetohydrodynamic theory. Representative results of the various theories are presented and compared. A number of deficiencies, ambiguities, and suggestions for improvements are discussed, and several significant extensions of the theory required to provide comparable results for all planets, their satellites, and comets are noted.