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At least 145 records · Page 8

Twin nucleation and growth mechanism in Ni-based superalloys

While micro-twinning is the dominant creep deformation mechanism in Ni-based superalloys at temperatures above 700 C, many aspects of twin nucleation and growth remain unexplored. Kolbe mechanism for micro-twinning, based on thermally activated reordering, is probably the only concept currently widely accepted by the scientific community. We propose a qualitatively different mechanism for nucleation and growth of twins. The mechanism can be briefly described as follows. Penetration of a   precipitate by two 1/2(110) edge dislocations travelling on adjacent {111} glide planes triggers nucleation (at the interface of the precipitate and the matrix) and emission of Shockley partial of screw character on the glide plane of the edge dislocation, which entered the precipitate first (generating trailing high-energy anti-phase boundary (APB)). Propagation of this Shockley partial into the precipitate converts the APB into super intrinsic stacking fault (SISF). The recurring arrival of additional edge dislocations on the glide planes adjacent to the configuration described above leads to formation of super extrinsic stacking fault SESF, subsequent micro-twin formation, and growth of the twinned region. We demonstrate the proposed mechanism via molecular dynamics simulations.

Ni-based superalloys↗

General solutions of optimum problems in nonstationary flight

A general method concerning optimum problems in nonstationary flight is developed and discussed. Best flight techniques are determined for the following conditions: climb with minimum time, climb with minimum fuel consumption, steepest climb, descending and gliding flight with maximum time or with maximum distance. Optimum distributions of speed with altitude are derived assuming constant airplane weight and neglecting curvatures and squares of path inclination in the projection of the equation of motion on the normal to the flight path. The results of this paper differ from the well-known results obtained by neglecting accelerations with one exception, namely the case of gliding with maximum range. The paper is concluded with criticisms and remarks concerning the physical nature of the solutions and their usefulness for practical applications.

AIRPLANES - PERFORMANCE↗

Tensile creep properties of NbTaTi and NbTaTiV refractory complex concentrated alloys

Refractory complex concentrated alloys (RCCAs) have emerged as promising candidates for high-temperature structural applications due to their high melting points and potential for exceptional strength, whereas their creep properties remain relatively underexplored. Here, we investigate the tensile creep behavior of NbTaTi and NbTaTiV in high vacuum to elucidate the influence of alloying on creep mechanisms. NbTaTiV exhibits higher creep resistance than NbTaTi, which is attributed to V-induced edge-dislocation-glide-controlled deformation. Microstructural analysis reveals the formation of Ti- and interstitial impurity-rich secondary phases during creep, which enhances the creep resistance without significant embrittlement. Stress exponents (∼3) and activation energies (∼those for vacancy diffusion) align with thermally activated dislocation glide-controlled creep. Despite NbTaTiV surpassing Ni-based superalloys in yield strength at elevated temperatures, its single-phase BCC structure limits creep resistance under engineering-relevant conditions, highlighting the necessity of deliberate secondary phase design to achieve competitive high-temperature performance.

Complex concentrated alloys↗

Utilizing integrated neutron diffraction and elastoplastic self-consistent crystal plasticity model to quantitatively assess the strengthening mechanism in Al–12.5Ce and Al–12.5Ce–0.4Mg alloys

An integrated in-situ neutron diffraction and elastic plastic self-consistent crystal plasticity (EPSC-CP) modeling scheme is performed on a binary Al–12Ce alloy and a ternary Al–12Ce–0.4Mg alloys. Using this scheme, the constitutive parameters, i.e. elastic constants and slip system parameters of individual phases can be calibrated which can be used in microstructure-based CP models to predict materials performance. From this study, it is shown that the elastic constants of Al 11 Ce 3 intermetallics calculated from density function theory calculation in the literature are rather accurate. When applied to the EPSC-CP model, the lattice strains of both the binary and ternary alloys are correctly predicted as compared with experiments, and large lattice strain differences between Al (100) plane and Al 11 Ce 3 (010) plane are demonstrated. The slip system parameters calibrated by the scheme shows that the addition of 0.4 wt% Mg in the alloy has little influence on the critical resolved shear stress of initial dislocation glide in the Al matrix which caused plastic yield in the material. This can be explained by the very dilute Mg solute content in the Al solid solution, causing large spacing of Al–Mg lattice misfit sites and little impact on resistance of dislocation glide at initial yield. The 0.4 wt% Mg addition, on the other hand, has a large influence on the hardening term in the slip system parameters, indicating those Al–Mg misfit sites do help dislocation accumulation during the deformation. The impact of dilute Mg addition on the Al slip system parameters is also reflected in the flow behavior of the ternary alloy: little impact on the yield stress, but a large impact on working hardening and tensile strength of the materials which is consistent with the literature.

36 MATERIALS SCIENCE↗

Maximum range three-dimensional lifting planetary entry

Variational equations for maximum range three-dimensional quasisteady glide are given. Nonlinear oscillatory maximum range trajectories obtained with a refined gradient program are approximated by a superposition of quasisteady glide and linearized perturbation equation results. A basic control law is found which is closely followed for maximum cross-range trajectories. The effect of a reradiative heating constraint involving velocity, altitude and angle of attack on a maximum cross-range trajectory for a space shuttle orbiter-type vehicle reentering the earth's atmosphere is investigated numerically.

Dickmanns, E. D.↗

Head-up displays for STOL visual approaches

A simulation study was conducted to determine the effectiveness of a simple head-up display in improving glide-slope tracking performance during steep visual approaches in a STOL aircraft. The head-up display featured an attitude-stabilized horizon bar and glide-slope reference bar parallel to and 7.5 deg below the horizon bar. On some approaches a flight-path marker symbol showing the projected ground impact point was also displayed. Half of the approaches were flown in a conventional mode in which the pilot changed pitch attitude to correct for height errors. The remaining approaches were flown in a direct-lift mode in which the pilot modulated thrust to change the flight-path angle without pitching the aircraft.

Palmer, E. A.↗

A study to determine the applicability of noise abatement approach procedures to McDonnell Douglas Aircraft

Analyses of McDonnell Douglas DC-8, DC-9, and DC-10 jet transports were conducted to investigate the applicability of two segment approach noise abatement procedures to these airplanes. All models had the required glide slope capability at the certified landing flap settings. The DC-8 models would probably be limited to an upper segment glide slope of 5.5 degrees and would probably not be suitable for the two segment procedure in icing conditions. The DC-8 would not be compatible with this procedure at a reduced landing flap setting. The feasibility of installing a two segment approach system in the Douglas-built fleet of commercial jet transports from a hardware viewpoint is discussed. The candidate system consists of a two segment computer plus the necessary peripheral equipment interfaced with the existing autopilot and associated avionics. The required modifications and additions to existing equipment are described and the attendant costs estimated. Potential problems which may be encountered are also discussed.

Painter, J. A.↗

Noise measurements obtained during engineering evaluation of two-segment approaches in a 727-200 aircraft

A series of noise measurements were made during engineering evaluation tests of two-segment approaches in a 727-200 aircraft equipped with acoustically treated nacelles. A two-segment approach having a 6-degree upper glide slope angle intercepting the Instrument Landing System (ILS) 2.9-degree glide slope at an altitude of 690 feet gave a 5-EPNdB decrease in measured noise at distances greater than 3 nautical miles from the runway threshold when compared with a normal ILS approach. Several of the noise measurements were taken under adverse weather conditions which were outside the specified limits of FAR Part 36. This may introduce uncertainties into the data from several approaches.

Tanner, C. S.↗

Noise measurements at Stockton airport obtained during engineering evaluation of two-segment approaches in a DC-8-61 aircraft

A series of noise measurements were made during engineering evaluation tests of the two segment approach using a DC-8-61. The two approaches evaluated were: (1) ILS, 2.9 deg glide slope using 50 deg flaps; and (2) two segment 5.5 deg/2.9 deg glide slope, using 50 deg flaps and lower segment intercept altitude of 575 feet. Measurements were made at twelve sites underneath and to the side of the flight path.

Glass, R. E.↗

Flight investigation of the VFR and IFR landing approach characteristics and terminal area airspace requirements for a light STOL airplane

A flight research program was conducted to determine the terminal area instrument flight capabilities of a light STOL airplane. Simulated (hooded) instrument landing approaches were made using steep single-segment and two-segment glide slopes. A brief investigation was also made of the visual flight terminal area capabilities of the aircraft. The results indicated that the airplane could be flown on a 7 deg glide-slope ILS-type approach in still air with an adequate 3 deg margin for downward correction.

Crane, H. L.↗

Three methods of presenting flight vector information in a head-up display during simulated STOL approaches

A simulator study was conducted to determine the usefulness of adding flight path vector symbology to a head-up display designed to improve glide-slope tracking performance during steep 7.5 deg visual approaches in STOL aircraft. All displays included a fixed attitude symbol, a pitch- and roll-stabilized horizon bar, and a glide-slope reference bar parallel to and 7.5 deg below the horizon bar. The displays differed with respect to the flight-path marker (FPM) symbol: display 1 had no FPM symbol; display 2 had an air-referenced FPM, and display 3 had a ground-referenced FPM. No differences between displays 1 and 2 were found on any of the performance measures. Display 3 was found to decrease height error in the early part of the approach and to reduce descent rate variation over the entire approach. Two measures of workload did not indicate any differences between the displays.

Dwyer, J. H., III↗

Orbiter entry trajectory corridors: 32000 pound payload, 67.5 percent center of gravity

Thermal and equilibrium glide boundaries were used to analyze and/or design shuttle orbiter entry trajectories. Plots are presented of orbiter thermal and equilibrium glide boundaries in the drag/mass-relative velocity dynamic pressure-relative velocity, and altitude-relative velocity planes for an orbiter having a 32,000 pound payload and a 67.5% center of gravity location. These boundaries were defined for control points 1 through 4 of the shuttle orbiter for 40 deg-30 deg and 38 deg-28 deg ramped angle of attack entry profiles and 40 deg, 38 deg, 35 deg, 30 deg, 28 deg, and 25 deg constant angle of attack entry profiles each at 20 deg, 15 deg, and 10 deg constant body flap settings.

Treybig, J. H.↗

Business jet approach noise abatement techniques - Flight test results

Operational techniques for reducing approach noise from business jet aircraft were evaluated in flight by measuring the noise generated by five such aircraft during modified approaches. Approaches with 4-deg glide slopes were approximately 4.0 EPNdB quieter than approaches with standard 3-deg glide slopes. Noise reductions for low-drag 3-deg approaches varied widely among the airplanes tested; the fleet-weighted reduction was 8.5 EPNdB. Two-segment approaches resulted in noise reductions of 7.0 EPNdB to 8.5 EPNdB 3 nautical miles and 5 nautical miles from touchdown. Pilot workload increased progressively for the 4-deg, low-drag 3-deg, and two-segment approach.

Putnam, T. W.↗

Energy management - The delayed flap approach

Flight test evaluation of a Delayed Flap approach procedure intended to provide reductions in noise and fuel consumption is underway using the NASA CV-990 test aircraft. Approach is initiated at a high airspeed (240 kt) and in a drag configuration that allows for low thrust. The aircraft is flown along the conventional ILS glide slope. A Fast/Slow message display signals the pilot when to extend approach flaps, landing gear, and land flaps. Implementation of the procedure in commercial service may require the addition of a DME navigation aid co-located with the ILS glide slope transmitter. The Delayed Flap approach saves 250 lb of fuel over the Reduced Flap approach, with a 95 EPNdB noise contour only 43% as large.

Bull, J. S.↗

Individual differences in pilot performance

Selected literature on individual differences in pilot performance is reviewed in order to indicate a possible direction for research. Approaches to studying pilot decision-making processes are discussed, with emphasis given to the wrong-model approach in which accident and incident data, or 'process tracing' provide experimental computational structures. Analysis of data from a simulator experiment on V/STOL zero-visibility landing performance suggests that the order of ranking of individual pilot's effectiveness varies with particular situations defined by combinations of tracking requirements (e.g., glide slope, localizer) and glide-slope segment, or speed requirements; the data are being further analyzed.

Murphy, M. R.↗

Risk of natural environment changes after Space Shuttle deorbit decision

The purpose of the present paper is to point out the risk of change of certain natural environment events that may be of concern in Space Shuttle landing analyses and deorbit decisions. These events are: precipitation, except light rain showers; thunderstorms with ceilings below 4000 ft; runway crosswinds above 20 knots peak at 33 ft; and thunderstorms in the descending glide path. Risk calculations showed that for deorbit decisions made one hour before landing, the maximum risk of change from favorable to unfavorable natural environment conditions is approximately 12 percent, the risk existing for only a few hours in midafternoon. Thunderstorms in the glide path account for more than three fourths of the total risk.

Brown, S. C.↗

The ultralight sailplane

As presently envisioned, the ultralight sailplane is intermediate in size, cost and performance between current hang gliders and the lower end of the traditional sailplane spectrum. In the design of an ultralight sailplane, safety, low cost, and operational simplicity were emphasized at the expense of absolute performance. An overview of the design requirements for an ultralight sailplane is presented. It was concluded that by a judicious combination of the technologies of hang gliding, human powered flight, conventional soaring and motor gliding, an operationally and economically viable class of ultralight, self-launching sailplanes can be developed.

Mcmasters, J. H.↗

Heat treat fixture and method of heat treating

A heat treating fixture is disclosed in which the shape of the metal specimen is maintained by cold rolled steel support plates. Glide sheets of stainless steel, coated with boron nitride, in contact with each face of the metal specimens, allow for lateral expansion of the metal specimens without binding. Grooved support bars separate the glide sheets from the upper and lower support plates and allow flow of quenching fluid to the metal specimen.

Beuyukian, C. S.↗