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At least 109 records · Page 6

Experimental dynamic response of a two-dimensional, Mach 2.7, mixed compression inlet

A test program was conducted on a two-dimensional supersonic inlet. Internal disturbances in diffuser exit mass flow were produced by oscillating overboard bypass doors. Open-loop dynamic responses of shock position, throat exit and diffuser exit static pressures are presented. The steady-state and dynamic coupling between ducts were also obtained. The experimental results from the two-dimensional inlet are compared to results from a similar size axisymmetric inlet and also to a transfer function synthesis program.

Baumbick, R. J.

Model Stellar Atmospheres and Real Stellar Atmospheres and Status of the ATLAS12 Opacity Sampling Program and of New Programs for Rosseland and for Distribution Function Opacity

I discuss errors in theory and in interpreting observations that are produced by the failure to consider resolution in space, time, and energy. I discuss convection in stellar model atmospheres and in stars. Large errors in abundances are possible such as the factor of ten error in the Li abundance for extreme Population II stars. Finally I discuss the variation of microturbulent velocity with depth, effective temperature, gravity, and abundance. These variations must be dealt with in computing models and grids and in any type of photometric calibration. I have also developed a new opacity-sampling version of my model atmosphere program called ATLAS12. It recognizes more than 1000 atomic and molecular species, each in up to 10 isotopic forms. It can treat all ions of the elements up through Zn and the first 5 ions of heavier elements up through Es. The elemental and isotopic abundances are treated as variables with depth. The fluxes predicted by ATLAS12 are not accurate in intermediate or narrow bandpass intervals because the sample size is too small. A special stripped version of the spectrum synthesis program SYNTHE is used to generate the surface flux for the converged model using the line data on CD-ROMs 1 and 15. ATLAS12 can be used to produce improved models for Am and Ap stars. It should be very useful for investigating diffusion effects in atmospheres. It can be used to model exciting stars for H II regions with abundances consistent with those of the H II region. These programs and line files will be distributed on CD-ROMs.

Kurucz, Robert L.

Calculation of installation effects within performance computer programs

Gasturbine engine components as compressors, burners and turbines are usually tested on rigs prior to installation into an engine. In the engine, the component behaviour is different due to a variety of reasons. The installation effects are caused by small geometrical differences due to nonrepresentative rig operating temperatures and pressures, by different gas properties and Reynolds numbers and by radial as well as circumferential temperature and pressure profiles at the inlet to the component. For highly accurate performance predictions these rig-to-engine effects have to be taken into account. Traditionally the term "installation" is also used for describing all the differences in engine operation and behaviour between toothed and aircraft. Intake and afterbody drag, power offtake and bleed as well as intake pressure losses and inlet flow distortion have significant impact on airflow, thrust, specific fuel consumption and compressor stability. Using modem performance synthesis programs all these effects can be simulated reasonably well.

J Kurzke

User Interface Technology for Formal Specification Development

Formal specification development and modification are an essential component of the knowledge-based software life cycle. User interface technology is needed to empower end-users to create their own formal specifications. This paper describes the advanced user interface for AMPHION1 a knowledge-based software engineering system that targets scientific subroutine libraries. AMPHION is a generic, domain-independent architecture that is specialized to an application domain through a declarative domain theory. Formal specification development and reuse is made accessible to end-users through an intuitive graphical interface that provides semantic guidance in creating diagrams denoting formal specifications in an application domain. The diagrams also serve to document the specifications. Automatic deductive program synthesis ensures that end-user specifications are correctly implemented. The tables that drive AMPHION's user interface are automatically compiled from a domain theory; portions of the interface can be customized by the end-user. The user interface facilitates formal specification development by hiding syntactic details, such as logical notation. It also turns some of the barriers for end-user specification development associated with strongly typed formal languages into active sources of guidance, without restricting advanced users. The interface is especially suited for specification modification. AMPHION has been applied to the domain of solar system kinematics through the development of a declarative domain theory. Testing over six months with planetary scientists indicates that AMPHION's interactive specification acquisition paradigm enables users to develop, modify, and reuse specifications at least an order of magnitude more rapidly than manual program development.

Lowry, Michael

Performance Analysis and Design Synthesis (PADS) computer program. Volume 3: User manual

The two-fold purpose of the Performance Analysis and Design Synthesis (PADS) computer program is discussed. The program can size launch vehicles in conjunction with calculus-of-variations optimal trajectories and can also be used as a general purpose branched trajectory optimization program. For trajectory optimization alone or with sizing, PADS has two trajectory modules. The first trajectory module uses the method of steepest descent. The second module uses the method of quasi-linearization, which requires a starting solution from the first trajectory module.

Source record

Space transportation vehicle design evaluation using saturated designs

An important objective in the preliminary design and evaluation of space transportation vehicles is to find the best values of design variables that optimize the performance characteristic (e.g. dry weight). For a given configuration, the vehicle performance can be determined by the use of complex sizing and performance evaluation computer programs. These complex computer programs utilize iterative algorithms and they are generally too expensive and/or difficult to use directly in multidisciplinary design optimization. An alternative is to use response surface methodology (RSM) and obtain quadratic polynomial approximations to the functional relationships between performance characteristics and design variables. In RSM, these approximation models are then used to determine optimum design parameter values and for rapid sensitivity studies. Constructing a second-order model requires that 'n' design parameters be studied at least at 3 levels (values) so that the coefficients in the model can be estimated. There, 3(n) factorial experiments (point designs or observations) may be necessary. For small values of 'n' such as two or three, this design works well. However, when a large number of design parameters are under study, the number of design points required for a full-factorial design may become excessive. Fortunately, these quadratic polynomial approximations can be obtained by selecting an efficient design matrix using central composite designs (CCD) from design of experiments theory. Each unique point design from the CCD matrix is then conducted using computerized analysis tools (e.g. POST, CONSIZ, etc.). In the next step, least squares regression analysis is used to calculate the quadratic polynomial coefficients from the data. However, in some multidisciplinary applications involving a large number of design variables and several disciplines, the computerized performance synthesis programs may get too time consuming and expensive to run even with the use of efficient central composite designs. In such cases, it may be preferable to keep the number of design points to an absolute minimum and trade some model accuracy with cost. For this purpose, another class of experimental designs, called saturated D-optimal designs may be utilized for generating a matrix of vehicle designs. A design is called saturated when the number of design points is exactly equal to the number of terms in the model to be fitted. As a result, saturated designs require the absolute minimum number of design points ((n+1)(n+2)/s) to estimate the quadratic polynomial model coefficients. Saturated designs can be generated using the D-optimality criterion. A good saturated design should give rise to least squares estimates with minimum generalized variance.

Unal, Resit

INTEX-NA: Intercontinental Chemical Transport Experiment - North America

INTEX-NA is an integrated atmospheric chemistry field experiment to be performed over North America using the NASA DC-8 and P-3B aircraft as its primary platforms. It seeks to understand the exchange of chemicals and aerosols between continents and the global troposphere. The constituents of interest are ozone and its precursors (hydrocarbons, NOX and HOX), aerosols, and the major greenhouse gases (CO2, CH4, N2O). INTEX-NA will provide the observational database needed to quantify inflow, outflow, and transformations of chemicals over North America. INTEX-NA is to be performed in two phases. Phase A will take place during the period of May-August 2004 and Phase B during March-June 2006. Phase A is in summer when photochemistry is most intense and climatic issues involving aerosols and carbon cycle are most pressing, and Phase B is in spring when Asian transport to North America is at its peak. INTEX-NA will coordinate its activities with concurrent measurement programs including satellites (e. g. Terra, Aura, Envisat), field activities undertaken by the North American Carbon Program (NACP), and other U.S. and international partners. However, it is being designed as a 'stand alone' mission such that its successful execution is not contingent on other programs. Synthesis of the ensemble of observation from surface, airborne, and space platforms, with the help of global/regional models is an important It is anticipated that approximately 175 flight hours for each of the aircraft (DC-8 and P-3B) will be required for each Phase. Principal operational sites are tentatively selected to be Bangor, ME; Wallops Island, VA; Seattle, WA; Rhinelander, WI; Lancaster, CA; and New Orleans, LA. These coastal and continental sites can support large missions and are suitable for INTEX-NA objectives. The experiment will be supported by forecasts from meteorological and chemical models, satellite observations, surface networks, and enhanced O3,-sonde releases. In addition to characterizing Atlantic-outflow and Pacific-inflow, INTEX-NA will characterize air masses transported between the U.S., Canada, and Mexico. INTEX-NA will be the first continental scale inflow, outflow, and transformation experiment to be performed over North America. It will provide the most comprehensive observational data set to date to understand the O3/NOX/HOX/aerosol photochemical system and the carbon cycle. One of the critical needs of the carbon cycle research is to obtain large-scale vertical and horizontal concentration gradients of CO2, throughout the troposphere over continental source/sink regions. INTEX-NA is ideally suited to perform this role. Coastal and continental operational sites will allow us to develop a curtain profile of greenhouse gases (e. g. CO2,) and other key pollutants across North America. Such information is central to our quantitative understanding of chemical budgets on the continental scale. We expect to provide a number of satellite under-flights over land and water to test and validate observations from the appropriate satellite platform (e. g. Aura). We plan to develop strong collaborations with other national and international observational programs. Results from INTEX-NA should directly benefit the development of environmental policy for air quality and climate change.

Singh, Hanwant B.

Toward Synthesis, Analysis, and Certification of Security Protocols

Implemented security protocols are basically pieces of software which are used to (a) authenticate the other communication partners, (b) establish a secure communication channel between them (using insecure communication media), and (c) transfer data between the communication partners in such a way that these data only available to the desired receiver, but not to anyone else. Such an implementation usually consists of the following components: the protocol-engine, which controls in which sequence the messages of the protocol are sent over the network, and which controls the assembly/disassembly and processing (e.g., decryption) of the data. the cryptographic routines to actually encrypt or decrypt the data (using given keys), and t,he interface to the operating system and to the application. For a correct working of such a security protocol, all of these components must work flawlessly. Many formal-methods based techniques for the analysis of a security protocols have been developed. They range from using specific logics (e.g.: BAN-logic [4], or higher order logics [12] to model checking [2] approaches. In each approach, the analysis tries to prove that no (or at least not a modeled intruder) can get access to secret data. Otherwise, a scenario illustrating the &tack may be produced. Despite the seeming simplicity of security protocols ("only" a few messages are sent between the protocol partners in order to ensure a secure communication), many flaws have been detected. Unfortunately, even a perfect protocol engine does not guarantee flawless working of a security protocol, as incidents show. Many break-ins and security vulnerabilities are caused by exploiting errors in the implementation of the protocol engine or the underlying operating system. Attacks using buffer-overflows are a very common class of such attacks. Errors in the implementation of exception or error handling can open up additional vulnerabilities. For example, on a website with a log-in screen: multiple tries with invalid passwords caused the expected error message (too many retries). but let the user nevertheless pass. Finally, security can be compromised by silly implementation bugs or design decisions. In a commercial VPN software, all calls to the encryption routines were incidentally replaced by stubs, probably during factory testing. The product worked nicely. and the error (an open VPN) would have gone undetected, if a team member had not inspected the low-level traffic out of curiosity. Also, the use secret proprietary encryption routines can backfire, because such algorithms often exhibit weaknesses which can be exploited easily (see e.g., DVD encoding). Summarizing, there is large number of possibilities to make errors which can compromise the security of a protocol. In today s world with short time-to-market and the use of security protocols in open and hostile networks for safety-critical applications (e.g., power or air-traffic control), such slips could lead to catastrophic situations. Thus, formal methods and automatic reasoning techniques should not be used just for the formal proof of absence of an attack, but they ought to be used to provide an end-to-end tool-supported framework for security software. With such an approach all required artifacts (code, documentation, test cases) , formal analyses, and reliable certification will be generated automatically, given a single, high level specification. By a combination of program synthesis, formal protocol analysis, certification; and proof-carrying code, this goal is within practical reach, since all the important technologies for such an approach actually exist and only need to be assembled in the right way.

Schumann, Johann

Automated synthesis of transonic transports.

The development of a vehicle synthesis program, called TRANSYN, designed to perform automated preliminary design of long-haul transport aircraft is briefly described. The TRANSYN-TST program was used in a study of commercial transonic transports designed for introduction in the early 1980s. The optimum engine cycles of all the study aircraft are within the current state-of-the-art, but fan noise suppression will be required to meet the noise requirements of FAR Part 36. It was found that full use of advanced composite materials in the wing and fuselage structure is neutrally cost effective when compared with aluminum for aircraft designed to cruise in the low transonic regime (Mach 0.90 to 1.0), but that such materials are very cost effective for aircraft designed to cruise in the high transonic regime (Mach 1.0 to 1.15). Finally, increasing speed results in reduced trip times with at most very slight increases in cost in the low transonic regime, but cruise speeds in the high transonic regime result in a significant economic penalty for the conventional configurations considered in this study.

Ardema, M. D.

Research in advanced formal theorem-proving techniques

The present status is summarized of a continuing research program aimed at the design and implementation of a language for expressing problem-solving procedures in several areas of artificial intelligence, including program synthesis, robot planning, and theorem proving. Notations, concepts, and procedures common to the representation and solution of many of these problems were abstracted and incorporated as features into the language. The areas of research covered are described, and abstracts of six papers that contain extensive description and technical detail of the work are presented.

Rulifson, J. F.

Compatibility of take-off and landing with mission and manoeuvre performance requirements for fighter aircraft

By means of an aircraft synthesis program, the effect of engine cycle, thrust to weight ratio, and wing parameter combination on field and flight performance has been investigated. For three different engine/intake configurations, thrust to weight ration and wing loading were varied. Each combination represents an aircraft designed to meet a specified mission radius. Using different lift systems and ground deceleration devices, the conditions are shown under which a matching of flight and field performance is economically feasible.

Reich, D.

Applications of computer graphics to aircraft synthesis

The history of the development of an aircraft configuration synthesis program using interactive computer graphics was described. A system based on time-sharing was compared to two different concepts based on distributed computing.

Carmichael, R. L.

Preliminary analysis of long-range aircraft designs for future heavy airlift missions

A computerized design study of very large cargo aircraft for the future heavy airlift mission was conducted using the Aircraft Synthesis program (ACSYNT). The study was requested by the Air Force under an agreement whereby Ames provides computerized design support to the Air Force Flight Dynamics Laboratory. This effort is part of an overall Air Force program to study advanced technology large aircraft systems. Included in the Air Force large aircraft program are investigations of missions such as heavy airlift, airborne missile launch, battle platform, command and control, and aerial tanker. The Ames studies concentrated on large cargo aircraft of conventional design with payloads from 250,000 to 350,000 lb. Range missions up to 6500 n.mi. and radius missions up to 3600 n.mi. have been considered. Takeoff and landing distances between 7,000 and 10,000 ft are important constraints on the configuration concepts. The results indicate that a configuration employing conventional technology in all disciplinary areas weighs approximately 2 million pounds to accomplish either a 6500-n.mi. range mission or a 3600-n.mi. radius mission with a 350,000-lb payload.

Nelms, W. P., Jr.

Buckling behavior and structural efficiency of open-section stiffened composite compression panels

Several experiments with J- and blade-stiffened graphite/epoxy panels were conducted to obtain insight into how well experimental data could be correlated with analysis for the buckling behavior of open-section stiffened composite compression panels. Although some nonlinear behavior was observed during the experiments, adequate correlation with analysis was obtained to justify the use of linear, thin-plate buckling analysis in a minimum-weight design synthesis program for J- and blade-configurations. Results from two design studies using this program are presented. In the first study the minimum weights of Jand blade-configurations for two different material systems (graphite/epoxy and aluminum) are determined subject to buckling and strength constraints for a wide range of the compressive load index. In the second study the minimum weights required for graphite/epoxy blade-stiffened panels to satisfy additional stiffness constraints typical of medium-size commercial aircraft wing structures are determined. Both minimum-weight studies indicate that graphite/epoxy open-section stiffened panels can be designed so that weight savings of 30 to 50% are possible compared with the most efficient aluminum designs.

Williams, J. G.

Automated optimization techniques for aircraft synthesis

Application of numerical optimization techniques to automated conceptual aircraft design is examined. These methods are shown to be a general and efficient way to obtain quantitative information for evaluating alternative new vehicle projects. Fully automated design is compared with traditional point design methods and time and resource requirements for automated design are given. The NASA Ames Research Center aircraft synthesis program (ACSYNT) is described with special attention to calculation of the weight of a vehicle to fly a specified mission. The ACSYNT procedures for automatically obtaining sensitivity of the design (aircraft weight, performance and cost) to various vehicle, mission, and material technology parameters are presented. Examples are used to demonstrate the efficient application of these techniques.

Vanderplaats, G. N.

A hybrid airship concept for Naval missions

A preliminary analysis of a hybrid semibuoyant delta-planform airship was performed using a computer synthesis program. The delta-planform hull shape was studied parametrically to determine the effects on vehicle performance for two Navy antisubmarine missions. The effects of buoyancy ratio, design speed, and altitude were also studied. The results suggest that long-range mission vehicles require a near buoyant or fully buoyant design and that there is no special advantage to the use of a lifting-body hull shape. For shorter-range missions, hybrid vehicles may have merit, and optimum vehicle buoyancy varies depending on whether a minimum-weight or minimum-fuel-consumption design is desired. As compared with conventionally shaped airships, the benefits, if any, from a lifting-body configuration will be limited to missions requiring relatively higher flight speeds.

Harper, M.