Étude sur l'aviation,

Mode of access: Internet.

Flight without formula : simple discussions on the mechanics of the aeroplane /

Mode of access: Internet.

Fluid-dynamic drag; practical information on aerodynamic drag and hydrodynamic resistance

Mode of access: Internet.

The resistance of the air and aviation experiments conducted at the Champ-de-Mars laboratory,

Mode of access: Internet.

NASA technical report.

Description based on: R-180; title from cover.

The slow motion of a permanently magnetized sphere in an electrically conducting medium,

"Research supported by the McDonnell Aircraft Corporation under Contract no. 6140-20 P.O. 7S4899-R and by the Purdue Research Foundation."

A new method for providing continuous high-temperature air flow for hypersonic research,

"AFOSR-TN-56-236."

Study of hypersonic contaminated wake by an exact numerical solution.

"Work performed under contract DA-30-069-ORD-1955, administered by Bell Telephone Laboratories, Whippany, N. J."

Comparison of turbulent wake characteristics with different eddy viscosity coefficients,

At head of title: Space Sciences Laboratory. Aerophysics Section.

Planetary Penetrators for Sample Return Missions

Thesis (Master's)--University of Washington, 2016-06

Projectile Combustion Effects on Ram Accelerator Performance

Thesis (Master's)--University of Washington, 2016-06

Three-component force measurements on a large scramjet in a shock tunnel

A stress-wave force balance for measurement of thrust, lift, and pitching moment on a large scramjet model (40 kg in mass, 1.165 in in length) in a reflected shock tunnel has been designed, calibrated, and tested. Transient finite element analysis was used to model the performance of the balance. This modeling indicates that good decoupling of signals and low sensitivity of the balance to the distribution of. the load can be achieved with a three-bar balance. The balance was constructed and calibrated by applying a series of point loads to the model. A good comparison between finite element analysis and experimental results was obtained with finite element analysis aiding in the interpretation of some experimental results. Force measurements were made in a shock tunnel both with and without fuel injection, and measurements were compared with predictions using simple models of the scramjet and combustion. Results indicate that the balance is capable of resolving lift, thrust, and pitching moments with and without combustion. However vibrations associated with tunnel operation interfered with the signals indicating the importance of vibration isolation for accurate measurements.

First clinical experience with a new non-indwelling voice prosthesis (Provox (R) NID (TM)) for voice rehabilitation after total laryngectomy

Conclusion. The new Provox(R) NID (TM) non- indwelling voice prosthesis investigated in this study provides a good option for laryngectomized patients using non- indwelling voice prostheses and can potentially improve safety and increase patients' satisfaction with their voice and speech. Objective. To investigate the feasibility of and patient satisfaction with the Provox NID non- indwelling voice prosthesis. Material and methods. Pre- and post- study questionnaires were used to evaluate the patients' former voice prosthesis and the Provox NID voice prosthesis. In addition, measurements of pull- out force, maximum phonation time and loudness were made for both voice prostheses. In vitro measurements of airflow characteristics were also made. Following a 6- week trial, all patients provided feedback on the new voice prosthesis and the results were used to further improve the Provox NID. This final version of the new voice prosthesis was subsequently trialled and evaluated by 10 patients 6 months later. Results. Overall results showed that patient satisfaction with the Provox NID non- indwelling voice prosthesis was favourable. The pull- out force for the new prosthesis was significantly higher than that for the formerly used prosthesis and its aerodynamic characteristics were better.

Modern developments in hypersonic wind tunnels

The development of new methods of producing hypersonic wind-tunnel flows at increasing velocities during the last few decades is reviewed with attention to airbreathing propulsion, hypervelocity aerodynamics and superorbital aerodynamics. The role of chemical reactions in these flows leads to use of a binary scaling simulation parameter, which can be related to the Reynolds number, and which demands that smaller wind tunnels require higher reservoir pressure levels for simulation of flight phenomena. The use of combustion heated vitiated wind tunnels for propulsive research is discussed, as well as the use of reflected shock tunnels for the same purpose. A flight experiment validating shock-tunnel results is described, and relevant developments in shock tunnel instrumentation are outlined. The use of shock tunnels for hypervelocity testing is reviewed, noting the role of driver gas contamination in determining test time, and presenting examples of air dissociation effects on model flows. Extending the hypervelocity testing range into the superorbital regime with useful test times is seen to be possible by use of expansion tube/tunnels with a free piston driver.

Scramjet lift, thrust and pitching-moment characteristics measured in a shock tunnel

Lift, pitching moment, and thrust/drag on a supersonic combustion ramjet were measured in the T4 free-piston shock tunnel using a three-component stress-wave force balance. The scramjet model was 0.567 m long and weighed approximately 6 kg. Combustion occurred at a nozzle-supply enthalpy of 3.3 MJ/kg and nozzle-supply pressure of 32 MPa at Mach 6.6 for equivalence ratios up to 1.4. The force coefficients varied approximately linearly with equivalence ratio. The location of the center of pressure changed by 10% of the chord of the model over the range of equivalence ratios tested. Lift and pitching-moment coefficients remained constant when the nozzle-supply enthalpy was increased to 4.9 MJ/kg at an equivalence ratio of 0.8, but the thrust coefficient decreased rapidly. When the nozzle-supply pressure was reduced at a nozzle-supply enthalpy of 3.3 MJ/kg and an equivalence ratio of 0.8, the combustion-generated increment of lift and thrust was maintained at 26 MPa, but disappeared at 16 MPa. Measured lift and thrust forces agreed well with calculations made using a simplified force prediction model, but the measured pitching moment substantially exceeded predictions. Choking occurred at nozzle-supply enthalpies of less than 3.0 MJ/kg with an equivalence ratio of 0.8. The tests failed to yield a positive thrust because of the skin-friction drag that accounted for up to 50% of the fuel-off drag.