Search

Eight laboratories are participating in an international two-way satellite time and frequency transfer (TWSTFT) experiment. Regular time and frequency transfers have been performed over a period of almost two years, including both European and transatlantic time transfers. The performance of the regular TWSTFT sessions over an extended period has demonstrated conclusively the usefulness of the TWSTFT method for routine international time and frequency comparisons. Regular measurements are performed three times per week resulting in a regular but unevenly spaced data set. A method is presented that allows an estimate of the values of delta (sub y)(gamma) to be formed from these data. In order to maximize efficient use of paid satellite time an investigation to determine the optimal length of a single TWSTFT session is presented. The optimal experiment length is determined by evaluating how long white phase modulation (PM) instabilities are the dominant noise source during the typical 300-second sampling times currently used. A detailed investigation of the frequency transfers realized via the transatlantic TWSTFT links UTC(USNO)-UTC(NPL), UTC(USNO)-UTC(PTB), and UTC(PTB)-UTC(NPL) is presented. The investigation focuses on the frequency instabilities realized, a three cornered hat resolution of the delta (sub y) (gamma) values, and a comparison of the transatlantic and inter-European determination of UTC(PTB)-UTC(NPL). Future directions of this TWSTFT experiment are outlined.

A practical method is analytically shown for multiplying the number of orbital slots for synchronous satellites. This is by radially tethering satellites above the synchronous orbit (forces outwards) balanced to satellites below this orbit (forces inwards). The term practical applies because the tether tension force is of second order smallness. Thus, several thousand miles of synchronous satellites can be radiated along a small tether line sized for tension of about one percent of a satellite weight. A vertical tether line also provides a track for transport, that is, a ladder or elevator. Analysis for an optimized diameter tether line is developed which is particularly effective when the tether, line is extended to the ground, thus, making a space ladder. Mars is the best candidate for a space ladder. With the optimized tether the total system mass is minimum when the outer satellite is far out. Tethered satellites have G-forces.

The effect of increased wing aspect ratio of subsonic aircraft on configurations with and without strut bracing. Results indicate that an optimum cantilever configuration, with a wing aspect ratio of approximately 26, has a 19% improvement in cruise range when compared to a baseline concept with a wing aspect ratio of approximately 10. An optimum strut braced configuration, with a wing aspect ratio of approximately 28, has a 31% improvment in cruise range when compared to the same baseline concept. This improvement is mainly due to the estimated reduction in wing weight resulting from use of lifting struts. All configurations assume the same mission payload and fuel. The drag characteristics of the wings are enhanced with the use of laminar flow airfoils. A method for determining the extent of attainable natural laminar flow, and methods for preliminary structural design and for aerodynamic analysis of wings lifting struts are presented.

A relatively simple equation is presented for estimating the induced drag ideal efficiency factor e for arbitrary cross sectional wing forms. This equation is based on eight basic but varied wing configurations which have exact solutions. The e function which relates the basic wings is developed statistically and is a continuous function of configuration geometry. The basic wing configurations include boxwings shaped as a rectangle, ellipse, and diamond; the V-wing; end-plate wing; 90 degree cruciform; circle dumbbell; and biplane. Example applications of the e equations are made to many wing forms such as wings with struts which form partial span rectangle dumbbell wings; bowtie, cruciform, winglet, and fan wings; and multiwings. Derivations are presented in the appendices of exact closed form solutions found of e for the V-wing and 90 degree cruciform wing and for an asymptotic solution for multiwings.

A review of the beginning and some orientation of the vortex-lattice method were given. The historical course of this method was followed in conjunction with its field of computational fluid dynamics, spanning the period from L.F. Richardson's paper in 1910 to 1975. The following landmarks were pointed out: numerical analysis of partial differential equations, lifting-line theory, finite-difference method, 1/4-3/4 rule, block relaxation technique, application of electronic computers, and advanced panel methods.

The spanwise vortex-lattice arrangement is mathematically established by lattice solutions of the slender wing which are shown to be analogous to the chordwise vortex-lattice thin wing solution. Solutions for any number N of panels wing theory lift and induced drag and thin wing theory lift and moment are predicted exactly. As N approaches infinity, the slender wing elliptic spanwise loading and thin wing cotangent chordwise loading are predicted, which proves there is mathematical convergence of the vortex-lattice method to the exact answer. Based on this planform spanwise lattice arrangement, an A-vortex-lattice spanwise system is developed for an arbitrary aspect ratio A. This A-lattice has the optimum characteristic of predicting lift accurately for any value of N.

A theory is developed for aircraft control obtained from the propeller forces and moments generated by blade angle variation during a blade revolution. The propeller blade is pitched harmonically one cycle per propeller revolution which results in vehicle control forces and moments, termed cyclic-control. Using a power series respresentation of an arbitrary function of cyclic-blade angle, cyclic-control theory is developed which leads to exact solutions in terms of derivatives of steady-state thrust and power with respect to blade angle. An alternative solution, when the cyclic-blade angle function is limited to a sinusoidal cycle, is in terms of Bessel functions. An estimate of non-steady azimuth angle change or lag is presented. Cyclic-control analysis applied to the counter-rotating propeller shows that control forces or moments can be uniquely isolated from each other. Thus the dual rotor, in hovering mode, has propulsion without rotor tilt or moments, or, when in propeller mode at the tail of an air ship or submarine, vehicle control with no vehicle movement. Control isolation is also attainable from three or more propellers in-line.

Exact analytical solutions in terms of induced drag influence coefficients can be attained which define the spanwise loading with minimized induced drag, subject to specified constraint conditions, for any nonplanar wing shape or number of lift plus wing bending moment about a given wing span station. Example applications of the theory are made to a biplane, a wing in ground effect, a cruciform wing, a V-wing, a planar-wing winglet, and linked wingtips in formation flying. For minimal induced drag, the spanwise loading, relative to elliptic, is outboard for the biplane and is inboard for the wing in ground effect and for the planar-wing winglet. A spinoff of the triplane solution provides mathematically exact equations for downwash and sidewash about a planar vorticity sheet having an arbitrary loading distribution.

Nonplanar load line, slender wing, elliptic wing, and infinite aspect ratio limit loading theories are developed. These are quasi two dimensional theories but satisfy wing boundary conditions at all points along the nonplanar spanwise extent of the wing. These methods are applicable for generalized configurations such as the laterally nonplanar wing, multiple nonplanar wings, or wing with multiple winglets of arbitrary shape. Two dimensional theory infers simplicity which is practical when analyzing complicated configurations. The lateral spanwise distribution of angle of attack can be that due to winglet or control surface deflection, wing twist, or induced angles due to multiwings, multiwinglets, ground, walls, jet or fuselage. In quasi two dimensional theory the induced angles due to these extra conditions are likewise determined for two dimensional flow. Equations are developed for the normal to surface induced velocity due to a nonplanar trailing vorticity distribution. Application examples are made using these methods.