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We investigate the finite-temperature excitation spectrum in the gluon sector of $SU(3)$ pure gauge theory through measurements of screening masses in correlations of loop operators. We develop the classification of such operators under the symmetry group of the `$z$-slice'. In the confined phase of the theory, we find that the spectrum dynamically realises the zero temperature symmetries. We observe a large thermal shift of the $0^{++}$ glueball mass. In the deconfined phase, the spectrum distinguishes between operators coupling to electrically and magnetically polarised gluon fields. The former yields a screening mass equal to the Wilson-line screening mass; the latter, a method for the measurement of the magnetic mass in the high-temperature limit., Comment: 20 pages, LaTeX file, no figures or macros. HLRZ 61/93, BI-TP 93/49, FSU-SCRI-93-106

This report is subdivided in three parts. The first one reviews a new approach to the computation of inviscid flows using Cartesian grid methods. The crux of the method is the curvature-corrected symmetry technique (CCST) developed by the present authors for body-fitted grids. The method introduces ghost cells near the boundaries whose values are developed from an assumed flow-field model in vicinity of the wall consisting of a vortex flow, which satisfies the normal momentum equation and the non-penetration condition. The CCST boundary condition was shown to be substantially more accurate than traditional boundary condition approaches. This improved boundary condition is adapted to a Cartesian mesh formulation, which we call the Ghost Body-Cell Method (GBCM). In this approach, all cell centers exterior to the body are computed with fluxes at the four surrounding cell edges. There is no need for special treatment corresponding to cut cells which complicate other Cartesian mesh methods.

The subject grant was in effect from 7/l/99 to 10/31/99. The objective of this grant was to complete a strut-braced wing study which began, which was in effect from 6/27/96 until 9/15/99. While the initial grant was on-going, we were also under subcontract to Lockheed-Martin, Aerospace Systems Division, Marietta, GA to do additional studies related to the strut-braced wing grant "A Structural and Aerodynamic Investigation of a Strut-Braced Wing Transonic Aircraft Concept", 4/l/98-11/15/98. Lockheed-Martin was under contract to NASA Langley. Finally the research under this grant has led to a joint proposal from NASA Langley, Locheed-Martin, Virginia Tech and NASA Dryden to develop a transonic strut-braced wing demonstration aircraft in response to Flight Research for Revolutionary Aeronautical Concepts (REVCON). This final report summarizes the research done, augmented by the additional concommitant research projects mentioned above.

This program began as a grant from NASA Headquarters, NGT-10025, which was in effect from 10/l/93 until 10/31/96. The remaining funding for this effort was transferred from NASA Headquarters to NASA Langley and a new grant NGT-1-52155 was issued covering the period II/l/96 to 5/15/99. This report serves as the final report of NGT-1-52155. For a number of years, Virginia Tech had been on the forefront of research in the area of multidisciplinary analysis and design. In June of 1994, faculty members from aerospace and ocean engineering, engineering science and mechanics, mechanical engineering, industrial engineering, mathematics and computer sciences, at Virginia Tech joined together to form the Multidisciplinary Analysis and Design (MAD) Center for Advanced Vehicles. The center was established with the single goal: to perform research that is relevant to the needs of the US industry and to foster collaboration between the university, government and industry. In October of 1994, the center was chosen by NASA headquarters as one of the five university centers to establish a fellowship program to develop a graduate program in multidisciplinary analysis and design. The fellowship program provides full stipend and tuition support for seven U. S. students per year during their graduate studies. The grant is currently being administered by the NMO Branch of NASA Langley. To advise us regarding the problems faced by the industry, an industrial advisory board has been formed consisting of representatives from industry as well as government laboratories. The present membership includes major aerospace companies: Aurora Flight Sciences, Boeing: Philadelphia, Boeing: Long Beach, Boeing: Seattle, Boeing: St. Louis, Cessna, Ford, General Electric, Hughes, Lockheed-Martin: Palo Alto, Northrop-Grumman, Sikorsky, smaller, aerospace software companies: Aerosoft, Phoenix Integration and Proteus Engineering, along with representatives from government agencies, including: NASA Ames, Langley and Lewis. The function of the advisory board is to channel information from its member companies to faculty members concerning problems that need research attention in the general area of multidisciplinary design optimization (MDO). The faculty and their graduate students make presentations to the board on their research. The board makes recommendations on the research and suggests new areas and problems which need attention. Many students participating in the program spend 3-6 months in industry working on their research projects. We are completing the fifth year of the fellowship program and have had four advisory board meetings in Blacksburg. Ten students have spent the three month periods in industry. In addition to the research element of the MAD Center efforts we also have an academic component. We have developed a menu of design-related graduate courses and two new courses: one in Aerospace Manufacturing and another in MDO. Some of the MAD Center activities are described on the world-wide web at http://www.aoe.vt.edu/mads.html The MAD Center represents an innovative approach for joint Industry-Government-University cooperation in the development of a comprehensive program in engineering education which addresses the design needs of industry. The following charts list detail of the grant: mission of the MAD center, faculty members, purpose of the advisory board, board members, summary of the graduate and undergraduate program, history of the fellowship program, mission of the fellowship program, requirements of MAD fellows, course requirements, students supported, advisory board participants, and MAD center research papers

For a number of years, Virginia Tech had been on the forefront of research in the area of multidisciplinary analysis and design. In June of 1994, faculty members from aerospace and ocean engineering, engineering science and mechanics, mechanical engineering, industrial engineering, mathematics and computer sciences, at Virginia Tech joined together to form the Multidisciplinary Analysis and Design (MAD) Center for Advanced Vehicles. The center was established with the single goal: to perform research that is relevant to the needs of the US industry and to foster collaboration between the university, government and industry. In October of 1994, the center was chosen by NASA headquarters as one of the five university centers to establish a fellowship program to develop a graduate program in multidisciplinary analysis and design. The fellowship program provides full stipend and tuition support for seven U. S. students per year during their graduate studies. To advise us regarding the problems faced by the industry, an industrial advisory board has been formed consisting of representatives from industry as well as government laboratories. The function of the advisory board is to channel information from its member companies to faculty members concerning problems that need research attention in the general area of multidisciplinary design optimization (MDO). The faculty and their graduate students make proposals to the board on how to address these problems. At the annual board meeting in Blacksburg, the board discusses the proposals and suggests which students get funded under the NASA fellowship program. All students participating in the program are required to spend 3-6 months in industry working on their research projects. We are completing the third year of the fellowship program and have had three advisory board meetings in Blacksburg.

We describe the design and calibration of the Far-Infrared Photometer (FIRP), one of four focal plane instruments on the Infrared Telescope in Space (IRTS). The FIRP will provide absolute photometry in four bands centered at 150, 250, 400, and 700 micrometers with spectral resolution lambda/(Delta lambda) approx. = 3 and spatial resolution Delta theta = 0.5 degrees. High sensitivity is achieved by using bolometric detectors operated at 300 mK in an AC bridge circuit. The closed-cycle He-3 refrigerator can be recycled in orbit. A 2 K shutter provides a zero reference for each field of view. More than 10% of the sky will be surveyed during the approximately 3 week mission lifetime with a sensitivity of less than 10(exp -13) W/((sq cm)(sr)) per 0.5 degree pixel.

We have developed new upwind kinetic difference schemes for flows with non-equilibrium thermodynamics and chemistry. These schemes are derived from the Boltzmann equation with the resulting Euler schemes developed as moments of the discretized Boltzmann scheme with a locally Maxwellian velocity distribution. Splitting the velocity distribution at the Boltzmann level is seen to result in a flux-split Euler scheme and is called Kinetic Flux Vector Splitting (KFVS). Extensions to flows with finite-rate chemistry and vibrational relaxation is accomplished utilizing nonequilibrium kinetic theory. Computational examples are presented comparing KFVS with the schemes of Van Leer and Roe for a quasi-one-dimensional flow through a supersonic diffuser, inviscid flow through two-dimensional inlet, and viscous flow over a cone at zero angle-of-attack. Calculations are also shown for the transonic flow over a bump in a channel and the transonic flow over an NACA 0012 airfoil. The results show that even though the KFVS scheme is a Riemann solver at the kinetic level, its behavior at the Euler level is more similar to the existing flux-vector splitting algorithms than to the flux-difference splitting scheme of Roe.

We consider the implementation of boundary conditions at solid walls in inviscid Euler solutions by upwind, finite-volume methods. We review some current methods for the implementation of surface boundary conditions and examine their behavior for the problem of an oblique shock reflecting off a planar surface. We show the importance of characteristic boundary conditions for this problem and introduce a method of applying the classical flux-difference splitting of Roe as a characteristic boundary condition. Consideration of the equivalent problem of the intersection of two (equal and opposite) oblique shocks was very illuminating on the role of surface boundary conditions for an inviscid flow and led to the introduction of two new boundary-condition procedures, denoted as the symmetry technique and the curvature-corrected symmetry technique. Examples of the effects of the various surface boundary conditions considered are presented for the supersonic blunt body problem and the subcritical compressible flow over a circular cylinder. Dramatic advantages of the curvature-corrected symmetry technique over the other methods are shown, with regard to numerical entropy generation, total pressure loss, drag and grid convergence.

A multidimensional kinetic fluctuation-splitting scheme has been developed for the Euler equations. The scheme is based on an N-scheme discretization of the Boltzmann equation at the kinetic level for triangulated Cartesian meshes with a diagonal-adaptive strategy. The resulting Euler scheme is a cell-vertex fluctuation-splitting scheme where fluctuations in the conserved-variable vector Q are obtained as moments of the fluctuation in the Maxwellian velocity distribution function at the kinetic level. Encouraging preliminary results have been obtained for perfect gases on Cartesian meshes with first-order spatial accuracy. The present approach represents an improvement to the well-established dimensionally-split upwind schemes.

An approach to aerodynamic configuration optimization is presented for the high-speed civil transport (HSCT). A method to parameterize the wing shape, fuselage shape and nacelle placement is described. Variable-complexity design strategies are used to combine conceptual and preliminary-level design approaches, both to preserve interdisciplinary design influences and to reduce computational expense. Conceptual-design-level (approximate) methods are used to estimate aircraft weight, supersonic wave drag and drag due to lift, and landing angle of attack. The drag due to lift, wave drag and landing angle of attack are also evaluated using more detailed, preliminary-design-level techniques. New, approximate methods for estimating supersonic wave drag and drag due to lift are described. The methodology is applied to the minimization of the gross weight of an HSCT that flies at Mach 2.4 with a range of 5500 n.mi. Results are presented for wing planform shape optimization and for combined wing and fuselage optimization with nacelle placement. Case studies include both all-metal wings and advanced composite wings.

A variable-complexity strategy of combining simple and detailed analysis methods is presented for the design optimization of a high-speed civil transport (HSCT) wing. Two sets of results are shown: the aerodynamic design of the wing using algebraic weight equations for structural considerations, and optimization results of the internal wing structure for a fixed wing configuration. We show example results indicating that using simple analysis methods alone for the calculation of a critical constraint can allow an optimizer to exploit weaknesses in the analysis. The structural optimization results provide a valuable check for the weight equations used in the aerodynamic design. In addition, these results confirm the need for using simple, algebraic models in conjunction with more detailed analysis methods. A strategy of interlaced aerodynanic-structural design is proposed.

The aerodynamic-structural-control design of a forward-swept composite wing for a high subsonic transport aircraft is considered. The structural analysis is based on a finite-element method. The aerodynamic calculations are based on a vortex-lattice method, and the control calculations are based on an output feedback control. The wing is designed for minimum weight subject to structural, performance/aerodynamic and control constraints. Efficient methods are used to calculate the control-deflection and control-effectiveness sensitivities which appear as second-order derivatives in the control constraint equations. To suppress the aeroelastic divergence of the forward-swept wing, and to reduce the gross weight of the design aircraft, two separate cases are studied: (1) combined application of aeroelastic tailoring and active controls; and (2) aeroelastic tailoring alone. The results of this study indicated that, for this particular example, aeroelastic tailoring is sufficient for suppressing the aeroelastic divergence, and the use of active controls was not necessary.

This study reviews numerical techniques for the simulation of fluid flows spanning the range of reactive regimes, from local chemical equilibrium to full thermochemical non-equilibrium. In particular, characteristic-based algorithms are considered, of the flux-vector and the flux-difference type, which are becoming ever more popular due to their accurate rendition of physically complicated, shock-wave dominated flows. Consideration is given to the problems associated with modeling the thermo-chemical behavior of reactive mixtures of thermally perfect gases, and a few topics of current research are outlined.

A new approach for combining conceptual and preliminary design techniques for wing optimization is presented for the high-speed civil transport (HSCT). A wing-shape parametrization procedure is developed which allows the linking of planform and airfoil design variables. Variable-complexity design strategies are used to combine conceptual and preliminary-design approaches, both to preserve interdisciplinary design influences and to reduce computational expense. In the study, conceptual-design-level algebraic equations are used to estimate aircraft weight, supersonic wave drag, friction drag and drag due to lift. The drag due to lift and wave drag are also evaluated using more detailed, preliminary-design-level techniques. The methodology is applied to the minimization of the gross weight of an HSCT that flies at Mach 3.0 with a range of 6500 miles.

There exists an altitude regime in the atmosphere that is within the continuum domain, but wherein the conventional Navier-Stokes equations cease to be accurate. The altitude limits for this so called continuum transition regime depend on vehicle size and speed. Within this regime the thickness of the bow shock wave is no longer negligible when compared to the shock stand-off distance and the peak radiation intensity occurs within the shock wave structure itself. For this reason it is no longer valid to treat the shock wave as a discontinuous jump and it becomes necessary to compute through the shock wave itself. To accurately calculate hypersonic flowfields, the governing equations must be capable of yielding realistic profiles of flow variables throughout the structure of a hypersonic shock wave. The conventional form of the Navier-Stokes equations is restricted to flows with only small departures from translational equilibrium; it is for this reason they do not provide the capability to accurately predict hypersonic shock structure. Calculations in the continuum transition regime, therefore, require the use of governing equations other than Navier-Stokes. Several alternatives to Navier-Stokes are discussed; first for the case of a monatomic gas and then for the case of a diatomic gas where rotational energy must be included. Results are presented for normal shock calculations with argon and nitrogen.

A new procedure is demonstrated for optimizing hypersonic wind-tunnel-nozzle contours. The procedure couples a CFD computer code to an optimization algorithm, and is applied to both conical and contoured hypersonic nozzles for the purpose of determining an optimal set of parameters to describe the surface geometry. A design-objective function is specified based on the deviation from the desired test-section flow-field conditions. The objective function is minimized by optimizing the parameters used to describe the nozzle contour based on the solution to a nonlinear least-squares problem. The effect of the changes in the nozzle wall parameters are evaluated by computing the nozzle flow using the parabolized Navier-Stokes equations. The advantage of the new procedure is that it directly takes into account the displacement effect of the boundary layer on the wall contour. The new procedure provides a method for optimizing hypersonic nozzles of high Mach numbers which have been designed by classical procedures, but are shown to produce poor flow quality due to the large boundary layers present in the test section. The procedure is demonstrated by finding the optimum design parameters for a Mach 10 conical nozzle and a Mach 6 and a Mach 15 contoured nozzle.