bluuebunny/crossref_metadata_2025_split huggingface dataset:
The Plasma and Radiation Environment in Earth Orbit
Authors: Rycroft Michael J. 
Published: December 2010

AbstractAfter reviewing the important properties of matter in the plasma state, the solar‐terrestrial environment is introduced. The plasma flowing out from the Sun through interplanetary space as the supersonic solar wind is considered, as is its interaction with the Earth's magnetic field to form the magnetosphere, and the energetic charged particles trapped in the magnetosphere which constitute the Van Allen radiation belts. Also considered is the thermal plasma in the ionosphere (at altitudes between ∼80 km and the F‐region peak at ∼300 km) and the plasmasphere above it. Energetic electrons and protons are lost from the magnetosphere, especially at middle to high latitudes, by precipitation into the upper atmosphere and ionosphere. The aurora australis and aurora borealis are created at altitudes of ∼110 km and above as these energetic charged particles impact the tenuous upper atmosphere near 67° magnetic latitude. Observations made from satellites enable us to understand the behavior of the radiation and plasma in near‐Earth space. Some aspects of this environment are hazardous to satellites both in geosynchronous orbit and in low‐Earth orbit, and their electronic equipment – this field of study is introduced; today it is termed “space weather.”
Space Debris
Authors: Klinkrad Heiner 
Published: December 2010

Abstract
Space debris are an environmental factors of growing concern that need to be taken into account in the planning of space missions, in their design, and in their operation. The probability of mission failures, or of severe mission degradation due to debris impacts can reach several percent for typical mission durations in the most densely populated orbit regimes. The following section will describe the sources of the current space debris population, its distribution in space, and its expected future evolution. For the current space debris environment the associated risk levels will be assessed for representative space missions from low Earth orbits up to the geostationary ring.
Aerodynamic Noise
Authors: Morris Philip J. 
Published: December 2010

AbstractAerodynamic noise refers to the noise generated by unsteady flow. It is also called aeroacoustics or flow noise. The noise sources can be connected with a turbulent flow, as in jet or boundary layer noise, or with the relative motion with respect to the observer of a steady flow, as in propeller or rotorcraft noise. Aerodynamic noise can contain both broadband and tonal components. To describe the noise generated by a turbulent flow, acoustic analogies have been developed that replace the turbulent flow by a distribution of equivalent sources. Turbulent flow noise can also be predicted using direct numerical simulations of the unsteady flow and the noise it generates. This chapter provides an overview of both propulsive and non‐propulsive system noise. The former systems include jets, fans, and propellers. The latter is generally referred to as airframe noise, and includes the noise generated by high lift devices, such as flaps and slats, and landing gear noise. Noise generated by the turbulent boundary layer and trailing edge noise also falls into the category of airframe noise. Though the sources of aerodynamic noise are generally nonlinear, the propagation of the sound they generate is usually a linear phenomenon. The exceptions include, multiple pure tone (buzz‐saw) noise in turbomachinery, the propagation of noise from very high speed jets, such as those found in military fighter aircraft, and sonic boom.
Propulsion System Noise: Jet
Authors: Bailly Christophe , Bogey Christophe 
Published: December 2010

Abstract
Jet noise remains one of the dominant contributions of aircraft noise at take‐off and thus is a major inhibitor of the growth of air transport, refer to the discussion about aircraft noise sources in Challenges and Opportunities in the Next Two Decades of Aerospace Engineering of the present part. It has been also identified as a serious problem for noise pollution from the beginning of commercial jet flights in the 1950s. Development of reliable predictions for subsonic and supersonic jet noise is directly linked to our understanding of turbulent shear‐flows. In this section, the physics and modelling levels are presented for subsonic and shock‐containing supersonic jets. The importance of providing accurate descriptions for real jets, in order to give insights into flow control and noise reduction design, is also emphasized and illustrated.
Airframe Noise–Landing Gear Noise
Authors: Dobrzynski Werner M. 
Published: December 2010

AbstractNoise originating from flow around aircraft landing gears is one of the major components of aircraft noise in the approach phase. Owing to the complex structure of landing gears, they represent a cluster of aerodynamic noise sources that are difficult to deal with for the purpose of noise reduction. Moreover, a variety of safety and operational constraints must be considered. Landing gear noise intensity increases proportionally to the 6th power of flow velocity while the sound frequencies increase linearly with the velocity. Through wind tunnel tests on full‐scale gears, typical noise characteristics (spectrum and directivity) and the noisiest gear components can be identified. On the basis of this knowledge, both noise prediction models and add‐on noise reduction fairings can be developed. Such fairings, to protect complex gear structures from high‐speed inflow, provide the only limited noise reduction potential. Much higher noise benefits can be achieved for new landing gears of future aircraft, when aeroacoustic constraints are introduced as an additional design criterion, thus enabling a low‐noise design of both the overall gear architecture and of individual gear components. On top of that, both passive and active flow control means can be applied locally to gear components for further noise reduction.
Propeller Noise
Authors: Self Rod H. 
Published: December 2010

AbstractPropellers consist of a number of rotating blades and produce both tonal (or harmonic) and broadband noise. However, the former is by far the dominant source as it affects community noise, certification noise, and cabin noise. Hence, considerable effort has been expended advancing efficient methods of calculating it. Isolated propellers produce tones at multiples of the blade passing frequency, whereas counter‐rotating propellers (CRPs) produce tones at frequencies corresponding to “sum and difference” frequencies of the blade passing frequencies of the front and rear rotors. In most instances, quadrupole noise can be neglected, and analytic expressions can be derived for predicting the noise from the remaining sources, which is due to the thickness of, and the loading on, the propeller blades. While the principles are well understood, good predictions depend on an accurate modeling of the flow fields.
Active Noise Control
Authors: Gardonio Paolo 
Published: December 2010

AbstractThe new generation of aircraft require innovative solutions for the reduction of cabin noise, which can deal with new designs of the aircraft and are also able to withstand new requirements for lightweight vehicles. Active control technologies offer interesting lightweight solutions for the reduction of aircraft cabin noise at low audio frequencies, which can be used effectively in combination with passive sound insulation treatments. In the introductory section, the basic principles of active noise control are presented. Also, the principal characteristics of feed‐forward and feedback control architectures are reviewed with reference to tonal and broadband random disturbances. The following three sections introduce the principal control approaches that can be implemented in aircraft. The active control of cabin noise is first discussed. In particular, the effects produced by feed‐forward active noise control and active noise and vibration control systems are investigated. Also, the possibility of implementing active headrests is discussed. The control of vibration transmission from aircraft engines and helicopter gearbox systems is then reviewed. In particular, active vibration control and adaptive tunable vibration absorber technologies are examined. Finally, the active control of sound transmission through the fuselage double wall structure is analyzed. Two approaches are considered: active structural acoustic control and decentralized active vibration control.
Computational Aeroacoustics
Authors: Manoha Eric , Redonnet Stéphane , Caro Stéphane 
Published: December 2010

AbstractComputational AeroAcoustics, or CAA, covers the development of innovative numerical methods for the simulation of the propagation of acoustic waves in three‐dimensional regions characterized by non‐uniform mean flows around bodies with complex geometries. Such methods are necessary to describe the nearfield radiation of aircraft individual noise sources (jet, fan, propeller, landing gear and high lift devices, which modelling relies on a wide panel of methods, from the simplest semi‐empirical models to the most complex space‐time resolution of the Navier–Stokes equations), up to an external domain where the quieter flow conditions allow to resort to simpler acoustic integral methods. The present section focusses on two different CAA approaches, both relying on the space‐time resolution of the linearized or non‐linear Euler equations in perturbation, one based on Finite Difference high order schemes on multi‐block structured grids, and the other based on the Discontinuous Galerkin Method on unstructured grids. The theoretical background of both methods is presented, then several examples are given for typical configurations of airframe and engine noise.
Emissions and Other Impacts: Introduction
Authors: Dessens Oliver 
Published: December 2010

Abstract
Aviation emission represents only a small part of global anthropogenic emission. But this part is growing faster than any technical improvement on emissions in the civil aviation industry. Burning kerosene produces gases and particles that have different effect on the environment. Some emissions will impact on atmospheric chemistry when others will be radiatively active. This section will focus on emissions and other impacts from aviation in term of local air quality impacts, global chemistry changes, climate impacts and possible mitigations.
Impact of Airports on Local Air Quality
Authors: Bennett Mike , Raper Dave 
Published: December 2010

Abstract

This chapter looks at the impact of airports on local air quality. Having discussed the regulatory environment within which an airport operates, we look at the monitoring methods typically employed to ensure that legal air quality requirements are met. Monitoring is by its nature, however, limited to past and present compliance at a limited number of points. Rational planning of future developments therefore requires that monitoring be complemented by some form of dispersion modeling. Such modeling also permits source attribution as between airport activities and emissions from other nearby sources, with local emissions from motor vehicles typically being dominant. Commonly applied dispersion models are thus discussed. Air quality may be a limiting factor for airport development in respect of NO
2
(in Europe) and fine particulate (in the United States). We discuss technical and toxicological aspects of these two pollutants.
Aerodynamics, Propulsion, and Heat Transfer of Missiles
Authors: Fleeman Eugene L. 
Published: December 2010

AbstractThis chapter provides an overview of (i) missile aerodynamics in defining the aerodynamic configuration, (ii) missile propulsion system design and propulsion characteristics, and (iii) missile heat transfer/insulation considerations. Most of the material was derived from the textbookTactical Missile Design, 2nd editionand the technical course Tactical Missile Design – Integration (web site:http://genefleeman.home.mindspring.com/). Topics addressed in the missile aerodynamics section include optimizing missile aerodynamics and missile configuration alternatives. Topics in missile propulsion include a comparison of turbojet, ramjet, scramjet, ducted rocket, and rocket propulsion alternatives; rocket propellant grain cross‐section trade‐offs; reducing visual observables from rocket propellant; rocket motor performance prediction and sizing; and structural materials for the rocket motor case and nozzle. Topics in heat transfer include aerodynamic heating prediction and insulation trades.
Flight Performance, Guidance, Navigation, and Control of Missiles
Authors: Fleeman Eugene L. 
Published: December 2010

Abstract

This chapter provides an overview of missile flight performance; the missile guidance, navigation, and flight control subsystems; as well as the state‐of‐the‐art of missile technology in these areas. Most of the material was derived from the textbook
Tactical Missile Design, 2nd Edition
and the technical course Tactical Missile Design – Integration (
http://genefleeman.home.mindspring.com/
). Topics addressed in the missile flight performance section include drivers that limit the flight performance envelope; optimizing the parameters in the equations of motion for missile flight control effectiveness, maneuverability, speed, and range; predicting flight performance in cruise, descent, and boost; flight range comparisons of rocket, ramjet, and turbojet propulsion; and the required velocity for a homing intercept. Guidance topics include a comparison of active, semi‐active, and command guidance; line‐of‐sight rate requirement for proportional guidance; and the reduction in seeker range from atmospheric attenuation. Navigation topics include satellite Global Positioning System (GPS), inertial navigation system (INS), and data links. Flight control topics include types of flight control (tail, canard, wing, thrust vector, reaction jet) and flight control maneuver laws (skid‐to‐turn, bank‐to‐turn, rolling airframe). Finally, a discussion is provided of the role of missile system simulation in the technology development and design validation process.
Business Aviation
Authors: Torenbeek Egbert 
Published: December 2010

AbstractBusiness aviation is a part of general aviation (GA) that focuses on the business use of airplanes and helicopters. It allows for efficient, flexible, safe, and cost‐effective access to destinations across the country and around the world. In many instances, business aviation is the only transportation option available for linking small communities and rural populations directly to population centers and manufacturing facilities. Business aircraft are offered in various categories with different levels of comfort from elementary in small entry‐level short‐range jets to spacious and luxuriously furnished stand‐up cabins in high‐capacity global‐range jets.
Unmanned Aerial Vehicles (
UAV
s)
Authors: Tsach Shlomo , Tatievsky Alex , London Lior 
Published: December 2010

Abstract
A new type of aerial vehicle was introduced in the twentieth century, alongside manned aviation – the Unmanned Aerial Vehicle (UAV). A UAV is either remotely controlled by a human operator or operates autonomously. A system that includes a UAV platform, a Command and Control station and, in some cases, take‐off and landing devices is called UAS.
The history of the UAV begins in parallel to the history of manned aviation. However, only recently its development and progress, hindered in the past by lack of technology, made the UAV category a major area of interest for many civilian and military applications. Dimensions, propulsion and applications of UAVs differ from manned aircraft. Nowadays, sizes of UAVs vary from several centimeters to a wingspan of over 40 m. Propulsion types are diverse as well; from tiny electrical motors to large Turbofan engines. UAVs are used today to substitute manned aircraft in missions of reconnaissance, attack or scientific survey – in many cases with better performance, lower costs and without endangering a pilot. As the widened introduction of UAVs continues, their capabilities and versatility grow, and thus present the most promising technological solution for many current and future airborne applications.
This chapter presents a short review of Unmanned Aerial Vehicle and systems. UAV characteristics, technologies, development history and future trends are discussed.
Lighter than Air Vehicles
Authors: Howe Denis 
Published: December 2010

AbstractThe chequered history of balloons and airships is reviewed and the various types are defined. Properties and applications of lifting gases are given together with techniques of operation both in free flight and in proximity to the ground. Airship aerodynamics, performance, and powerplant considerations are covered as also are typical component mass contributions. There is a description of construction materials and methods. Safety issues are discussed and with economic considerations are used to draw conclusions of future prospects.
Design Criteria: Resources, Constraints, and Objectives
Authors: van Tooren Michel , La Rocca Gianfranco 
Published: December 2010

AbstractAircraft can be used for many different purposes. To be able to design a successful aircraft proper discovery and understanding of objectives is essential. The same is true of all the constraints that limit the design space. Such constraints can be derived from the combination of market analysis, flight dynamics, flight performance, and airworthiness requirements. Designing superior aircraft is a multidisciplinary multi‐level systems engineering challenge. This chapter describes various objectives and constraints designers must address in order to design acceptable products. While the technologies of systems engineering and multidisciplinary optimization are not the subject of this chapter, it is important to master these technologies so that design problem definition and formulation are done properly. The presentation of objectives and constraints here reflects associated airplane design practices and the state of the art of systems engineering and multidisciplinary design optimization.
The Design Process
Authors: Price Mark , Soban Danielle 
Published: December 2010

Abstract
The design of a modern aircraft is a phenomenal undertaking involving the co‐operation of many individuals with expertise in a range of disciplines, many of which in themselves take a lifetime to master. Yet new aircraft are designed and each generation improves upon the last, in performance, economy, and safety. Such progression and success is due to the well‐ordered process that governs how an aircraft is designed. This chapter provides a summary of that design process, describing the traditional point design and following through the key steps in conceptual, preliminary, and detailed design. The iterative, hierarchical nature of the design process, and the flow of data and parameters through the evolving design, is brought out in the context of design as a multi‐disciplinary problem. Once the basic process is understood it is possible to review the industrial implementation of the process in the context of systems engineering considering the issues needed to manage a large enterprise.
Fixed‐Wing Civil Transport Aircraft Design
Authors: van Tooren Michel , Rao Arvind G. 
Published: December 2010

Abstract
Within the last 100 years, fixed‐wing aircraft developed from intriguing but shaky objects to highly efficient machines. This evolution required deep understanding of the underlying principles of human flight and continuous development of all elements of the aircraft. Starting off as a feeble contraption to allow adventurous pioneers to demonstrate their skills and guts, the aircraft developed into a very efficient and safe means of transport, delivering functions far beyond just flight. Modern aircraft provide not only lift and speed but also a comfortable cabin with life‐support systems and in‐flight entertainment. The expanded functionality is delivered with a very high economic and fuel efficiency, enabling a cost of flying that is surprisingly low, enabled by continuous improvements in, especially, aerodynamics and structures. In this chapter we look into past and current technological developments in both the architecture and the subsystems of fixed‐wing aircraft with a focus on civil transport aircraft. The discussions on subsystems include structures, aerodynamics, propulsion, flight control, landing gears, fuel systems, avionics, electrical systems, hydraulic systems, pneumatic system, weather hazard protection, and emergency systems
Rotary Wing Vehicle Design
Authors: Pavel Marilena D. 
Published: December 2010

AbstractRotary wing aircraft are nowadays reliable flying machines capable to fulfil missions impossible to accomplish with fixed‐wing aircraft. As concerns design, in rotary wing aircraft 36 to 39% of the empty weight rotates. The rotor aerodynamics strongly interacts with the airframe dynamics, power plant, drive system dynamics, flight controls, and the pilot. This transforms rotary wings design into a unique exercise in compromise involving challenging solutions. The present chapter presents the main rotor design parameters. It concentrates especially on conceptual design phase and mainly on helicopters as these vehicles are mostly representative in the class of rotary wing aircraft.
Missile Configuration and Design
Authors: Fleeman Eugene L. 
Published: December 2010

AbstractThis chapter provides an overview of the missile design process as well as thestate‐of‐the‐art(SOTA) of missile technology. Benefits of conducting missile design include definition of new advanced missile concepts, identification of the most important driving parameters, balanced subsystems, incorporation of new technologies, lighter weight, lower cost, and launch platform compatibility. Most of the material was derived from the textbookTactical Missile Design, 2nd edition and the technical course Tactical Missile Design – Integration (http://genefleeman.home.mindspring.com/). Topics include missile transformational technologies, missile characteristics compared to other flight vehicles, missile subsystems and their layout, the missile design process, missile missions and their attributes that drive the SOTA, launch platform integration, environmental requirements, and the development/validation process.
MAV‐Motivated Structures and Materials
Authors: Yoon Kwang‐Joon , Park Joon‐Hyuk , Widhiarini Sriyulianti 
Published: December 2010

AbstractMicro air vehicles' (MAVs') development is one of the emerging fields in aerospace engineering. Due to the need of small fliers that can perform missions, such as surveillance, reconnaissance, and detection, research and development on such small vehicles have been attracting lot of research activities worldwide. In order to work in the low Reynolds number regime, MAVs need to be developed to be closer to their natural counterparts in terms of aerodynamics, control mechanisms, and structures.This chapter focuses on the development of flapping‐wing MAVs from the viewpoint of biomimetics on bio‐inspired structures and materials. A novel biomimetic wing structure is proposed for the flapping‐wing MAV and its aerodynamic performance is investigated through wind tunnel experiments. The wing design is inspired by that of an insect, Cicada (Cicàdidae) with some simplifications made in mimicking the wing venation structures. Composite materials are employed in building the biomimetic wings. Our results indicate that by utilizing insect‐inspired, flexible wings, the aerodynamic performance of the flapping‐wing MAVs can be enhanced significantly, which points to the importance of structures and material in developing highly efficient flapping‐wing MAVs.