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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 145 records · Page 8
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NASA NTRS1996

Dependence of the Normalized Radar Cross Section of Water Waves on Bragg Wavelength-Wind Speed Sensitivity

Measurements of the normalized radar cross section (sigma(sup o)) made by the YSCAT ultrawideband scatterometer during an extended deployment on the Canada Centre for Inland Waters(CCIW) Research Tower located at Lake Ontario are analyzed and compared with anemometer wind measurements to study the sensitivity of (sigma(sup o)) to the wind speed as a function of the Bragg wavelength. This paper concentrates on upwind and downwind azimuth angles in the wind speed range of 4.5-12 m/s. While YSCAT collected measurements of sigma(sup o) at a variety of frequencies and incidence angles, this paper focuses on frequencies of 2.0, 3.05, 5.30, 10.02, and 14.0 GHz and incidence angles within the Bragg regime, 30-50 deg. Adopting a power law model to describe the relationship between sigma(sup o) and wind speed, both wind speed exponents and upwind/downwind (u/d) ratios of sigma(sup o) are found using least squares linear regression. The analysis of the wind speed exponents and u/d ratios show that shorter Bragg wavelengths (Lambda less than 4 cm) are the most sensitive to wind speed and direction. Additionally, vertical polarization (V-pol) sigma(sup o) is shown to be more sensitive to wind speed than horizontal polarization (H-pol) sigma(sup o), while the H-pol u/d ratio is larger than the V-pol u/d ratio.

Long, David G.↗
NASA NTRS1960

Flight Investigation of the Low-Speed Characteristics of a 45 deg Swept-Wing Fighter-Type Airplane with Blowing Boundary-Layer Control Applied to the Leading- and Trailing-Edge Flaps

A flight investigation has been conducted to study how pilots use the high lift available with blowing-type boundary-layer control applied to the leading- and trailing-edge flaps of a 45 deg. swept-wing airplane. The study includes documentation of the low-speed handling qualities as well as the pilots' evaluations of the landing-approach characteristics. All the pilots who flew the airplane considered it more comfortable to fly at low speeds than any other F-100 configuration they had flown. The major improvements noted were the reduced stall speed, the improved longitudinal stability at high lift, and the reduction in low-speed buffet. The study has shown the minimum comfortable landing-approach speeds are between 120.5 and 126.5 knots compared to 134 for the airplane with a slatted leading edge and the same trailing-edge flap. The limiting factors in the pilots' choices of landing-approach speeds were the limits of ability to control flight-path angle, lack of visibility, trim change with thrust, low static directional stability, and sluggish longitudinal control. Several of these factors were found to be associated with the high angles of attack, between 13 deg. and 15 deg., required for the low approach speeds. The angle of attack for maximum lift coefficient was 28 deg.

Quigley, Hervey C.↗
NASA NTRS1960

Effect of Blade Cutout on Power Required by Helicopters Operating at High Tip-Speed Ratios

A numerical study was made of the effects of blade cutout on the power required by a sample helicopter rotor traveling at tip-speed ratios of 0.3, 0.4, and 0.5. The amount of cutout varied from 0 to 0.5 of the rotor radius and the calculations were carried out for a thrust coefficient-solidity ratio of 0.04. In these calculations the blade within the cutout radius was assumed to have zero chord. The effect of such cutout on profile-drag power ranged from almost no effect at a tip-speed ratio of 0.3 to as much as a 60 percent reduction at a tip-speed ratio of 0.5. Optimum cutout was about 0.3 of the rotor radius. Part of the large power reduction at a tip-speed ratio of 0.5 resulted from a reduction in tip-region stall, brought about by cutout. For tip-speed ratios greater than 0.3, cutout also effected a significant increase in the ability of the rotor to overcome helicopter parasite drag. It is thus seen that the adverse trends (at high tip-speed ratios) indicated by the uniform-chord theoretical charts are caused in large measure by the center portion of the rotor. The extent to which a modified-design rotor can actually be made more efficient at high speeds than a uniform-chord rotor will depend in practice on the degree of success in minimizing the blade plan form near the center and on special modifications in center-section profiles. A few suggestions and estimates in regard to such modifications are included herein.

Gessow, Alfred↗
NASA NTRS1999

Relationship of O(+) Field-Aligned Flows and Densities to Convection Speed in the Polar Cap at 5000 km Altitude

Measurements of thermal O(+) ion number fluxes, densities, field-aligned velocities, and convective velocities from the Thermal Ion Dynamics Experiment (TIDE) on POLAR obtained near 5000 km altitude over the Southern hemisphere are examined. We find that the O(+) parallel velocities and densities are strongly related to the convection speeds. The polar cap densities decrease rapidly with convection speed, with a linear least square fit formula to bin averaged data giving the relationship log(N(sub (sub _)O(+))) = -0.33* V(sub (sub _)conv)) + 0.07, with a linear regression coefficient of r = -0.96. The parallel bulk flow velocities are on average slightly downward (0 - 2 km/s) for V(sub (sub _)conv) < 2.5 km/s, but tend to be upward (0 - 4 km/s) for average V(sub (sub _)conv) > 2.5 km/s. We interpret these relationships in terms of the Cleft Ion Fountain paradigm [e.g., Horwitz and Lockwood, 1985]. The densities decline with convection speed owing to increased spreading and resulting dilution from the restricted cleft source over the polar cap area with convection speed. The parallel velocities tend to be downward for low convection speeds because they fall earthward after initial cleft injection at shorter distances into the polar cap for low convection speeds. At the higher convection speeds, the initially-upward flows are transported further into the polar cap and thus occupy a larger area of the polar cap.

Stevenson, B. A.↗
NASA NTRS1999

Speed Profiles for Deceleration Guidance During Rollout and Turnoff (ROTO)

Two NASA goals are to enhance airport safety and to improve capacity in all weather conditions. This paper contributes to these goals by examining speed guidance profiles to aid a pilot in decelerating along the runway to an exit. A speed profile essentially tells the pilot what the airplane's speed should be as a function of where the airplane is on the runway. While it is important to get off the runway as soon as possible (when striving to minimize runway occupancy time), the deceleration along a speed profile should be constrained by passenger comfort. Several speed profiles are examined with respect to their maximum decelerations and times to reach exit speed. One profile varies speed linearly with distance; another has constant deceleration; and two related nonlinear profiles delay maximum deceleration (braking) to reduce time spent on the runway.

Barker, L. Keith↗
NASA NTRS2000

SSMI Wind Speed Climatology of the Time of Monsoon Wind Offset in the Western Arabian Sea

Forecasting the time of onset of monsoon wind in the western Arabian Sea, which is believed to precede the onset of rainfall along the west coast of India, is an important unsolved problem. Prior to measurements of the surface wind field by satellite, there was an absence of suitable surface wind observations. NASA scatterometer (NSCAT) surface wind vectors revealed that the time of the 1997 onset of 12 m/s southwest monsoon wind speeds in the western Arabian Sea preceded the onset of monsoon rainfall in Goa, India, by 3 - 4 days. Wind speed and direction data were necessary to establish a dynamical mechanism between times of onset of 12 m/s wind speed off Somalia and rainfall in Goa. Except for NSCAT, no satellite scatterometer wind product recorded adequately sampled 2-day 1deg x 1deg averaged wind vectors, which are the required space and time scales, to examine the wind-rain relationship in other years. However, the greater-than-95% steadiness of summer monsoon winds allows an opportunity to use satellite measurements of surface wind speed. The Special Sensor Microwave Imager (SSMI) recorded surface wind speed with adequate sampling to produce a 1-day, 1deg x 1deg data product during 1988 - 1998. SSMI data had been uniformly processed throughout the period. Times of onset of 12 m/s wind speed off Somalia determined with the SSMI data set were 21 May 1988, 24 May 1989, 17 May 1990, 28 May 1991, 8 June 1992, 28 May 1993, 30 May 1994, 7 June 1995, 29 May 1996, 12 June 1997, and 15 May 1998. Uncertainty of the 1992 and 1996 times of onset were increased because of the absence of SSMI data on 6 and 7 June 1992 and on 30 May 1996. Correlations of timing of monsoon wind onset with El Nino will be described. Variability of the time difference between times of onset of 12 m/s wind speed and Goa rainfall will be discussed. At the time of submission of the abstract, the Goa rainfall data have not arrived from the India Meteorological Department.

Halpern, David↗
NASA NTRS2001

Effect of Speed (Centrifugal Load) on Gear Crack Propagation Direction

The effect of rotational speed (centrifugal force) on gear crack propagation direction was explored. Gears were analyzed using finite element analysis and linear elastic fracture mechanics. The analysis was validated with crack propagation experiments performed in a spur gear fatigue rig. The effects of speed, rim thickness, and initial crack location on gear crack propagation direction were investigated. Crack paths from the finite element method correlated well with those deduced from gear experiments. For the test gear with a backup ratio (rim thickness divided by tooth height) of nib = 0.5, cracks initiating in the tooth fillet propagated to rim fractures when run at a speed of 10,000 rpm and became tooth fractures for speeds slower than 10,000 rpm for both the experiments and anal~ sis. From additional analysis, speed had little effect on crack propagation direction except when initial crack locations were near the tooth/rim fracture transition point for a given backup ratio. When at that point, higher speeds tended to promote rim fracture while lower speeds (or neglecting centrifugal force) produced tooth fractures.

Lewicki, David G.↗
NASA NTRS1994

Constraints on Neural Mechanisms Underlying the Spatial Integration of Speed Information

We measured human ability to integrate speed information presented simultaneously at multiple locations in the visual field. Observers did a two-interval forced-choice speed discrimination task with n grating patches in each interval at 4' eccentricity from fixation. In the first (integration) paradigm, all gratings in each interval moved at the same speed and observers were asked to pick the interval containing the faster gratings. Speed discrimination improved as the number of gratings in each interval increased. The observed decrease in threshold is not due simply to an increase in the effective area because performance with a single grating two, four, or six times the area of the original grating showed no such improvement. Furthermore, the improvement with n was still observed even when the speeds of the individual gratings in each interval were independent samples from a Gaussian distribution and the grating directions were balanced (i.e. equal numbers of gratings moved to the left and right). These results indicate that the neural mechanisms responsible for the integration of speed information act as if each patch provides an independent sample of speed, independent of grating direction. The results are not consistent with simple summation across space by a directionally selective mechanism with a large receptive field. In the second (search) paradigm, only one of the gratings in an interval moved faster and observers were asked to pick this interval. In this case, thresholds increased with the number of distractor gratings. The decrease in performance with increased n is common in search tasks and is often attributed to a bottleneck in the information that observers can process simultaneously. However, the results in the integration paradigm show that subjects indeed have access to and can use additional information with increasing n, at least up to 4 patches. Finally, simple detection models predict the trends in both the search and integration paradigms without invoking an input bottleneck.

Verghese, Preeti↗
NASA NTRS1994

Constraints on Neural Mechanisms Underlying the Spatial Integration of Speed Information

We measured human ability to integrate speed information presented simultaneously at multiple locations in the visual field. Observers did a two-interval forced-choice speed discrimination task with n grating patches in each interval at 4deg eccentricity from fixation. In the first (integration) paradigm, all gratings in each interval moved at the same speed and observers were asked to pick the interval containing the faster gratings. Speed discrimination improved as the number of gratings in each interval increased. The observed decrease in threshold is not due simply to an increase in the effective area because performance with a single grating two, four, or six times the area of the original grating showed no such improvement. Furthermore, the improvement with n was still observed even when the speeds of the individual gratings in each interval were independent samples from a Gaussian distribution and the grating directions were balanced (i.e. equal numbers of gratings moved to the left and right). These results indicate that the neural mechanisms responsible for the integration of speed information act as if each patch provides an independent sample of speed, independent of grating direction. The results are not consistent with simple summation across space by a directionally selective mechanism with a large receptive field. in the second (search) paradigm, only one of the gratings in an interval moved faster and observers were asked to pick this interval. In this case, thresholds increased with the number of distractor gratings. The decrease in performance with increased n is common in search tasks and is often attributed to a bottleneck in the information that observers can process simultaneously. However, the results in the integration paradigm show that subjects indeed have access to and can use additional information with increasing n, at least up to 4 patches. Finally, simple detection models predict the trends in both the search and integration paradigms without invoking an input bottleneck.

Verghese, Preeti↗
NASA NTRS2004

Far-Field Acoustic Characteristics of Multiple Blade-Vane Configurations for a High Tip Speed Fan

The acoustic characteristics of a model high-speed fan stage were measured in the NASA Glenn 9- by 15-Foot Low Speed Wind Tunnel at takeoff and approach flight conditions. The fan was designed for a corrected rotor tip speed of 442 m/s (1450 ft/s), and had a powered core, or booster stage, giving the model a nominal bypass ratio of 5. A simulated engine pylon and nozzle bifurcation was contained within the bypass duct. The fan stage consisted of all combinations of 3 possible rotors, and 3 stator vane sets. The 3 rotors were (1) wide chord, (2) forward swept, and (3) shrouded. The 3 stator sets were (1) baseline, moderately swept, (2) swept and leaned, and (3) swept integral vane/frame which incorporated some of the swept and leaned features as well as eliminated the downstream support structure. The baseline configuration is considered to be the wide chord rotor with the radial vane stator. A flyover Effective Perceived Noise Level (EPNL) code was used to generate relative EPNL values for the various configurations. The swept and leaned stator showed a 3 EPNdB reduction at lower fan speeds relative to the baseline stator; while the swept integral vane/frame stator showed lowest noise levels at high fan speeds. The baseline, wide chord rotor was typically the quietest of the three rotors. A tone removal study was performed to assess the acoustic benefits of removing the fundamental rotor interaction tone and its harmonics. Reprocessing the acoustic results with the bypass tone removed had the most impact on reducing fan noise at transonic rotor speeds. Removal of the bypass rotor interaction tones (BPF and nBPF) showed up to a 6 EPNdB noise reduction at transonic rotor speeds relative to noise levels for the baseline (wide chord rotor and radial stator; all tones present) configuration.

Woodward, Richard P.↗
NASA NTRS1948

Performance of J33-A-23 Turbojet-Engine Compressor: Over-All Performance Characteristics of Compressor with 34-Blade Impeller at Equivalent Impeller Speeds from 6000 to 11.750 RPM - II

The J33-A-23 compressor with a 34-blade impeller was operated at ambient inlet temperature and an inlet pressure of 14 inches mercury absolute over a range of equivalent impeller speeds from 6000 to 11,750 rpm. Additional runs at equivalent speeds of 7,000, 10,000, and 11,750 rpm and ambient inlet temperature were made at inlet pressures of 5 and 10 inches mercury absolute. The results of this investigation are compared with those of the J33-A-23 compressor with a 17-blade impeller. At the design equivalent speed of 11,750 rpm the 533-A-23 compressor with a 34-blade impeller had a peak pressure ratio of 4.49 at an equivalent weight flow of 82.4 pounds per second and an adiabatic temperature-rise efficiency of 0.740. The maximum equivalent flow at design speed was 91.8 pounds per second. The peak efficiency at design speed (0.757) occurred at an equivalent weight flow of 85.5 pounds per second. The maximum adiabatic temperature- rise efficiency of 0.773 was obtained at an equivalent impeller speed of 10,000 rpm, an equivalent weight flow of 65.8 pounds per second, and a pressure ratio of 3.27. At equivalent impeller speeds of.l0,000 and 11,75O rpm a decrease in inlet pressure resulted in a decrease in maximum equivalent weight flow, peak pressure ratio, and peak adiabatic temperature- rise efficiency.

Beede, William L.↗
NASA NTRS2007

Effects of Speed and Visual-Target Distance on Toe Trajectory During the Swing Phase of Treadmill Walking

Toe trajectory during swing phase is a precise motor control task that can provide insights into the sensorimotor control of the legs. The purpose of this study was to determine changes in vertical toe trajectory during treadmill walking due to changes in walking speed and target distance. For each trial, subjects walked on a treadmill at one of five speeds while performing a dynamic visual acuity task at either a far or near target distance (five speeds two targets distances = ten trials). Toe clearance decreased with increasing speed, and the vertical toe peak just before heel strike increased with increasing speed, regardless of target distance. The vertical toe peak just after toe-off was lower during near-target visual acuity tasks than during far-target tasks, but was not affected by speed. The ankle of the swing leg appeared to be the main joint angle that significantly affected all three toe trajectory events. The foot angle of the swing leg significantly affected toe clearance and the toe peak just before heel strike. These results will be used to enhance the analysis of lower limb kinematics during the sensorimotor treadmill testing, where differing speeds and/or visual target distances may be used.

Miller, Christopher A.↗
NASA NTRS2006

Observations of Precipitation Size and Fall Speed Characteristics within Coexisting Rain and Wet Snow

Ground-based measurements of particle size and fall speed distributions using a Particle Size and Velocity (PARSIVEL) disdrometer are compa red among samples obtained in mixed precipitation (rain and wet snow) and rain in the Oregon Cascade Mountains and in dry snow in the Rock y Mountains of Colorado. Coexisting rain and snow particles are distinguished using a classification method based on their size and fall sp eed properties. The bimodal distribution of the particles' joint fall speed-size characteristics at air temperatures from 0.5 to 0 C suggests that wet-snow particles quickly make a transition to rain once mel ting has progressed sufficiently. As air temperatures increase to 1.5 C, the reduction in the number of very large aggregates with a diame ter > 10 mm coincides with the appearance of rain particles larger than 6 mm. In this setting. very large raindrops appear to be the result of aggregates melting with minimal breakup rather than formation by c oalescence. In contrast to dry snow and rain, the fall speed for wet snow has a much weaker correlation between increasing size and increasing fall speed. Wet snow has a larger standard deviation of fall spee d (120%-230% relative to dry snow) for a given particle size. The ave rage fall speed for observed wet-snow particles with a diameter great er than or equal to 2.4 mm is 2 m/s with a standard deviation of 0.8 m/s. The large standard deviation is likely related to the coexistence of particles of similar physical size with different percentages of melting. These results suggest that different particle sizes are not required for aggregation since wet-snow particles of the same size can have different fall speeds. Given the large standard deviation of fa ll speeds in wet snow, the collision efficiency for wet snow is likely larger than that of dry snow. For particle sizes between 1 and 10 mm in diameter within mixed precipitation, rain constituted I % of the particles by volume within the isothermal layer at 0 C and 4% of the particles by volume for the region just below the isothermal layer where air temperatures rise from 0" to 0.5"C. As air temperatures increa sed above 0.5 C, the relative proportions of rain versus snow particl es shift dramatically and raindrops become dominant. The value of 0.5 C for the sharp transition in volume fraction from snow to rain is sl ightly lower than the range from 1 .l to 1.7 C often used in hydrolog ical models.

Yuter, Sandra E.↗
NASA NTRS1939

Pressure Distribution on the Fuselage of a Midwing Airplane Model at High Speeds

The pressure distribution on the fuselage of a midwing airplane model was measured in the NACA 8-foot high speed wind tunnel at speeds from 140 to 440 miles per hour for lift coefficients ranging from -0.2 to 1.0. The primary purpose of the tests was to provide data showing the air pressures on various parts of the fuselage for use in structural design. The data may also be used for the design of scoops and vents. The results show that the highest negative pressures occurred near the wing and were more dependent on the wing than on the fuselage. At high speeds, the magnitude of the pressure coefficients as predicted from pressure coefficients determined experimentally at low speeds by application of the theoretical factor 1/(square root)1-M(exp 2) (where M is the ratio of the air speed to the speed of sound in air) may misrepresent the actual conditions. At the points where the maximum negative pressures ocurred, however, the variation of the pressure coefficients was in good agreement with the theoretical factor, indicating that this factor may afford satisfactory predictions of critical speed, at least for fuselages similar to the shape tested.

Delano, James B.↗
NASA NTRS2010

Assessment of Aerodynamic Challenges of a Variable-Speed Power Turbine for Large Civil Tilt-Rotor Application

The main rotors of the NASA Large Civil Tilt-Rotor notional vehicle operate over a wide speed-range (100% at take-off to 54% at cruise). The variable-speed power turbine, when coupled to a fixed-gear-ratio transmission, offers one approach to accomplish this speed variation. The key aero-challenges of the variable-speed power turbine are related to high work factors at cruise, where the power turbine operates at 54% of take-off speed, wide incidence variations into the vane, blade, and exit-guide-vane rows associated with the power-turbine speed change, and the impact of low aft-stage Reynolds number (transitional flow) at 28 kft cruise. Meanline and 2-D Reynolds-Averaged Navier- Stokes analyses are used to characterize the variable-speed power-turbine aerodynamic challenges and to outline a conceptual design approach that accounts for multi-point operation. Identified technical challenges associated with the aerodynamics of high work factor, incidence-tolerant blading, and low Reynolds numbers pose research needs outlined in the paper

Welch, Gerand E.↗
NASA NTRS2011

Overview of Variable-Speed Power-Turbine Research

The vertical take-off and landing (VTOL) and high-speed cruise capability of the NASA Large Civil Tilt-Rotor (LCTR) notional vehicle is envisaged to enable increased throughput in the national airspace. A key challenge of the LCTR is the requirement to vary the main rotor speeds from 100% at take-off to near 50% at cruise as required to minimize mission fuel burn. The variable-speed power-turbine (VSPT), driving a fixed gear-ratio transmission, provides one approach for effecting this wide speed variation. The key aerodynamic and rotordynamic challenges of the VSPT were described in the FAP Conference presentation. The challenges include maintaining high turbine efficiency at high work factor, wide (60 deg.) of incidence variation in all blade rows due to the speed variation, and operation at low Reynolds numbers (with transitional flow). The PT -shaft of the VSPT must be designed for safe operation in the wide speed range required, and therefore poses challenges associated with rotordynamics. The technical challenges drive research activities underway at NASA. An overview of the NASA SRW VSPT research activities was provided. These activities included conceptual and preliminary aero and mechanical (rotordynamics) design of the VSPT for the LCTR application, experimental and computational research supporting the development of incidence tolerant blading, and steps toward component-level testing of a variable-speed power-turbine of relevance to the LCTR application.

Welch, Gerard E.↗
NASA NTRS2012

Rotordynamic Feasibility of a Conceptual Variable-Speed Power Turbine Propulsion System for Large Civil Tilt-Rotor Applications

A variable-speed power turbine concept is analyzed for rotordynamic feasibility in a Large Civil Tilt-Rotor (LCTR) class engine. Implementation of a variable-speed power turbine in a rotorcraft engine would enable high efficiency propulsion at the high forward velocities anticipated of large tilt-rotor vehicles. Therefore, rotordynamics is a critical issue for this engine concept. A preliminary feasibility study is presented herein to address this concern and identify if variable-speed is possible in a conceptual engine sized for the LCTR. The analysis considers critical speed placement in the operating speed envelope, stability analysis up to the maximum anticipated operating speed, and potential unbalance response amplitudes to determine that a variable-speed power turbine is likely to be challenging, but not impossible to achieve in a tilt-rotor propulsion engine.

Howard, Samuel↗
NASA NTRS2012

Preliminary Assessment of Variable Speed Power Turbine Technology on Civil Tiltrotor Size and Performance

A Large Civil Tiltrotor (LCTR) conceptual design was developed as part of the NASA Heavy Lift Rotorcraft Systems Investigation in order to establish a consistent basis for evaluating the benefits of advanced technology for large tiltrotors. The concept has since evolved into the second-generation LCTR2, designed to carry 90 passengers for 1,000 nm at 300 knots, with vertical takeoff and landing capability. This paper performs a preliminary assessment of variable-speed power turbine technology on LCTR2 sizing, while maintaining the same, advanced technology engine core. Six concepts were studied; an advanced, single-speed engine with a conventional power turbine layout (Advanced Conventional Engine, or ACE) using a multi-speed (shifting) gearbox. There were five variable-speed power turbine (VSPT) engine concepts, comprising a matrix of either three or four turbine stages, and fixed or variable guide vanes; plus a minimum weight, twostage, fixed-geometry VSPT. The ACE is the lightest engine, but requires a multi-speed (shifting) gearbox to maximize its fuel efficiency, whereas the VSPT concepts use a lighter, fixed-ratio gearbox. The NASA Design and Analysis of Rotorcraft (NDARC) design code was used to study the trades between rotor and engine efficiency and weight. Rotor performance was determined by Comprehensive Analytical Model of Rotorcraft Aerodynamics and Dynamics (CAMRAD II), and engine performance was estimated with the Numerical Propulsion System Simulation (NPSS). Design trades for the ACE vs. VSPT are presented in terms of vehicle gross and empty weight, propulsion system weight and mission fuel burn for the civil mission. Because of its strong effect on gearbox weight and on both rotor and engine efficiency, rotor speed was chosen as the reference design variable for comparing design trades. Major study assumptions are presented and discussed. Impressive engine power-to-weight and fuel efficiency reduced vehicle sensitivity to propulsion system choice. The 10% weight penalty for multi-speed gearbox was more significant than most engine technology weight penalties to the vehicle design because drive system weight is more than two times engine weight. Based on study assumptions, fixed-geometry VSPT concept options performed better than their variable-geometry counterparts. Optimum design gross weights varied 1% or less and empty weights less than 2% among the concepts studied, while optimum fuel burns varied up to 5%. The outcome for some optimum configurations was so unexpected as to recommend a deeper look at the underlying technology assumptions.

Snyder, Christopher A.↗