ISSN 0008-2821
CANADIAN
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Cover Image: The ability to manage the shock waves and the resulting sonic boom from a supersonic business jet will be a
determining factor in the overall acceptance of this aircraft type by the general public and its ability to over-fly populated areas.
Nadarajah et al. (pp. 187199) presents a numerical method for determining how the aircraft geometry alters these far-field pressure
distributions from a supersonic aircraft, as shown above.
Sur la couverture : La matrise des ondes de choc et du bang supersonique produits par un ract daffaires constitue un critre
crucial pour lacceptation gnrale de ce type davion par le grand public et lobtention de la permission de survol des zones
habites. Nadarajah et coll. (pages 187199) prsentent une mthode numrique permettant dtablir de quelle faon la gomtrie
dun avion supersonique modifie les distributions de pression dans le champ lointain, tel que montr ci-dessus.
This journal is indexed or abstracted in / Ce journal est signal ou rsum dans AIAA Aerospace and High Technology database,
Cambridge Scientific Abstracts Mechanical Engineering and Transportation Abstracts database, Cambridge Scientific Abstracts Civil
Engineering Abstracts, the Engineering Information Inc. Compendex, the National Research Council of Canada CISTI Source.
ISSN 0008-2821
i
NOMENCLATURE
Abstract
This paper contains an investigation of the ability of some
of the current turbulence models to predict viscous effects
in supersonic Mach number regimes. In most cases, these
turbulence models have been derived and validated in
traditional subsonic to transonic Mach number regimes and
their application to supersonic and hypersonic regimes is
assumed valid without a proper recourse to understanding
the wider implications of the viscous flow field at high
Mach numbers. In such flow regimes, such characteristics
as the strong shock interactions with control surfaces and
evolving vortices present in the flow, or other large entropy
gradient effects brought about by the forebody or other fin
surfaces, produce non-trivial challenges for the turbulence
models. This study was aimed at interrogating the strength
of the turbulence models to model such physics. The
Applied Vehicle Technology Panel Group 082 of the
Cl, CL
Cm
CN
Cd
drag coeffiecient
CA(p)
CA(f)
missile diameter
lift
q
X
axial distance
INTRODUCTION
At supersonic Mach numbers, the classic problems
associated with drag prediction and such characteristics as
shock shape and shock boundary layer interactions together
with transition and heat transfer effects continue to take the
central stage. At higher angles of attack, the flow separation
problems become unavoidable and the long slender missile
geometry gives rise to the presence of unsteady vortex regions,
which evolve into Karman vortex sheets pervading over the aft
regions. Here, the wing CLMAX is often compromised as the
separated flow interacts with the developing vortices. At even
higher Mach numbers M > 5, other non-equilibrium and real
gas effects become important. Higher heat transfer rates lead to
surface ablation and other associated unsteady flow
complexities. Leading-edge regions on wings and (or) control
surfaces bear the brunt of higher temperature effects, which
often lead to loss of control.
From a design viewpoint the resulting optimized
configuration, in many ways would be a blend of excellence
from many disciplines. The best design would have conformed
153
Rsum
Cet article prsente notre recherche sur la capacit de
certains modles actuels de turbulence prdire les effets
visqueux, aux nombres de Mach correspondant aux
rgimes supersoniques. La plupart de ces modles de
turbulence ont t drivs et valids pour une gamme de
rgimes allant du subsonique au transsonique donc pour
les nombres de Mach peu levs. On a prsum quils
sappliquaient
aux
rgimes
supersoniques
et
hypersoniques, mais sans tenir compte des consquences
plus larges pour le champ dcoulement fluide, aux grands
nombres de Mach. Certaines caractristiques de tels
rgimes dcoulement, notamment les interactions
intenses entre le choc et les gouvernes et lvolution des
tourbillons prsents dans lcoulement, ou les effets
considrables sur le gradient dentropie causs par le
fuselage avant ou les autres surfaces de gouverne
constituent des difficults dont la rsolution est ardue pour
les modles de turbulence. Cette tude visait examiner la
capacit des modles de turbulence reproduire ces
phnomnes physiques. Le Groupe 082 sur la technologie
applique aux vhicules, de lOrganisation pour la
recherche et la technologie, a choisi un missile double
commande de la NASA pour dterminer si la dynamique
numrique des fluides pouvait prdire le champ
dcoulement et les caractristiques comportementales des
projectiles aux formes complexes, se dplaant des
nombres de Mach levs.
Le calcul de tels problmes comporte deux types de
difficults. Le premier relve de la gomtrie et dcoule de
154
SOLVERS
WIND Code
The computations at IAR were carried out using the WIND
CFD code version 2.0, supplied by the National Project for
Applications-oriented Research in CFD (NPARC) Alliance
(Bush et al., 1998). This code evaluates second-order accurate
finite differences of the governing NavierStokes partial
155
differential equations in conservative form. The explicit nonviscous terms were calculated using Roes second-order fluxdifference splitting algorithm; smoothing was used to dampen
numerical instabilities. Certain types of explicit operators for
example, the central difference operator for structured grids
may require the addition of numerical smoothing to dampen
instabilities that are a natural part of the scheme. Smoothing
must also be added explicitly when utilizing Winds
convergence acceleration capability. Values for various
smoothing parameters are specified in the input data file. The
default smoothing values for Jameson-type Euler solutions are
1/4, 1/256, and 0. For viscous solutions these values are as
much as 1, 1/64, and 2, respectively. The implicit viscous terms
were evaluated using either a full block implicit operator or a
parabolized NavierStokes (PNS) operator, depending on the
simulation. The SpalartAllmaras (1992) model was used to
calculate the turbulent viscous terms. For economy, the grid
was constrained to remain within y+ ~ 5 near the wall regions
and was thus thought to provide adequate sublayer resolution
for such viscous characteriztics as shear stress, skin friction,
and velocity profiles u/U and v/U. For a more accurate solution
based on the SpalartAllmaras model the wall distance y+ is
recommended to be less than 1.
CFD-FASTRAN Code
LFK (Lenkflugkrpersysteme GmbH) made use of
commercial code CFD-FASTRAN as well as the DLR FLOWer
code. CFD-FASTRAN is a density based NavierStokes solver
for compressible flows using Van Leers FVS scheme (Van
Leer, 1982). Among several turbulence models provided as
options in CFD-FASTRAN the standard k turbulence model
for high Reynolds number flows (Launder and Spalding, 1974)
was selected. Therefore, logarithmic wall functions were used
to avoid the necessity of resolving the laminar sublayer thus
permitting considerably fewer grid points in the near-wall
156
2005 CASI
2005 CASI
IMPNS Code
QinetiQ in the UK had used an iterative PNS solver
IMPNS for its computations (Birch et al., 2000). The
governing equations, solved by IMPNS, are the steady-state
compressible NavierStokes equations. The perfect gas law
and Sutherlands law for laminar viscosity are employed to
close the system. When necessary, turbulence is handled using
the Favre mass-averaged form of the NavierStokes equations
with either a BaldwinLomax (1978) algebraic turbulence
model, enhanced to account for crossflow separation (by
modifications due to either DeganiSchiff (1986) or the
curvature method of Qin and Jayatunga (1998)), or the oneequation model of Spalart and Allmaras (1992). For cases
where viscous effects are unimportant, the viscosity may be
switched off and the corresponding Euler equations may be
solved with appropriate boundary conditions.
The governing equations are discretised using a cell-centred
finite-volume scheme in a generalized co-ordinate system for
use with structured, body-conforming grids. To enable a stable
well-defined space-marching solution, the discretised flow
equations are parabolized by neglecting viscous terms in the
streamwise direction. In addition, for single-sweep calculations
the flow outside the boundary layer must be supersonic in the
stream wise direction and a portion of the stream wise pressure
gradient within subsonic regions is assumed negligible. Several
interpretations of the stabilizing approximation by Vigneron et
al. (1978), in which a portion of the stream wise pressure
gradient is neglected, have been investigated and implemented
in the solver.
FLUENT 5 Code
The QintiQ team had also made use of the FLUENT 5
commercial flow solver to compute the test cases to compare
the accuracy and relative efficiency of the PNS space-marching
technique. The FLUENT flow solver is based on the finitevolume method and can utilize structured, unstructured, or
hybrid grids. The coupled solver, which simultaneously
computes both the continuity and momentum equations, was
employed in the present study. FLUENT uses an upwind, fluxdifference splitting and can operate using either implicit or
explicit time-marching schemes. For the present investigation
the spatial accuracy was set to second order, and the Spalart
Allmaras turbulence model was used for comparison with the
SpalartAllmaras results from IMPNS.
157
158
RESULTS
As a first test, the aforementioned codes were tested for their
ability to compute ordinary lift force and moment coefficients
for free stream Mach number of M = 1.75, with unit Reynolds
number of Re/ft = 2 106 and two settings of angle of attack,
= 6 and 24. Within various degrees of accuracy almost all
the codes were able to resolve these coefficients to a
satisfactory value. In some cases, see Figure 5, the participants
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Figure 5. Evolution of the body force and moment coefficients versus the angle of attack for M = 1.75 as obtained using the TAU code.
2005 CASI
159
160
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Figure 6. Mach number contours for the = 24 simulation; (a) z = 0 (vertical) plane and (b) y = 0 (horizontal) plane (McIlwain and Khalid, 2004).
indicates the interaction between the shock and the outer edge
of the vortex. These features have been well resolved by most
computations.
It is apparent that the flow on top surface and on the sides
evolves into some very distinct vortices. Figures 9 and 10 taken
from Dujardin (2004) and Nding and Hennig (2004),
respectively, show the total pressure contours at a number of
station cuts along the axial length from different computations
using three different turbulence models. While the flow
features are discussed in greater detail in the AVT/RTO Report
(2004), it is apparent from the reflection plane flow field as
depicted in Figure 11 that the vortices start evolving from the
region of the missile. They seem to be energized and
strengthened somewhat from the presence of the forward
control surfaces. Although the computations were performed to
represent a steady-state case, there appears to be a numerical
periodicity in solution showing a vortex pattern on the top
surface, which appears to stretch outwards and give birth to
161
Figure 9. Total pressure contours at = 24 and M = 1.75 obtained with the k model (left) and the SpalartAllmaras model (right).
Figure 10. Total pressure contours at M = 1.75 and = 24 obtained using the k turbulence model. Left: x/D = 6; right: x/D = 10.
2005 CASI
Figure 11. Distribution of the flow field Mach number (left) and corresponding total pressure(right) (Dujardin, 2004) on several cross plane.
Visualisation of the vortices for M = 1.75, = 24, k model.
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163
Figure 14. (a) Velocity profiles for the vz component along the z axis at
two positions of the symmetry plane. (b) Velocity profiles for the vx
component along the z axis at two positions of the symmetry plane.
CONCLUSION
Most CFD computations were able to capture the global
large-scale features of the flow; the turbulence models as yet,
are not able to accurately resolve the complexity of the viscous
flow in regions of high shockshock, shockvortex, and other
shockboundary-layer interactions; or other regions of largescale separation at high angle of attack. While the economy of
various computational methods has not been a subject of this
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165
ACKNOWLEDGEMENT
Nding, P., and Hennig, P. (2004). LFK Results for the Dual Control
Missile. In Assessment of Turbulence Modeling for High Speed Air Vehicles.
AVT/RTO Report.
Parikh, P.C. (2001). Application of a Scalable, Parallel, Unstructured-GridBased Navier-Stokes Solver. AIAA Paper 2001-2584.
REFERENCES
166
2005 CASI
NOMENCLATURE
Abstract
The approximation of unsteady generalized aerodynamic
forces from the frequency domain into the Laplace domain
acting on a Fly-By-Wire aircraft presents an important
challenge in the aero-servoelasticity area. The aerodynamic
forces in the reduced-frequency domain are approximated
in the Laplace domain, to be able to study the effects of the
control laws on the flexible aircraft structure. In this paper,
we present a new method for the approximation of the
generalized aerodynamic forces by use of Chebyshev
polynomials and their orthogonality properties. A
comparison of this new method with the Pad method used
to calculate an approximation of the generalized
aerodynamic forces from the frequency domain into the
Laplace domain is presented. This comparison shows that
this new method gives excellent results with respect to the
Pad method and is applied on the Aircraft Test Model
from NASA Dryden Flight Research Center.
Rsum
Lapproximation de forces arodynamiques gnralises
non-stationnaires du domaine de la frquence dans le
domaine du Laplace, forces qui actionnent sur un avion a
commandes lectriques, reprsente une importante
challenge pour le domaine de laroservolasticit. Les
forces arodynamiques du domaine de la frquence rduite
sont approximes dans le domaine du Laplace pour tudier
les effets des lois de contrle sur la structure flexible de
lavion. Dans cet article nous prsentons une nouvelle
mthode pour lapproximation de forces arodynamiques
continued on page 168
reduced frequency
Mach number
Chebyshev polynomial
QI
QR
non-dimensional generalized
respect to time t)
dynamic pressure
qdyn
V
(with
true airspeed
VE
equivalent airspeed
Vp
matrix of eigenvectors
V0
coordinates
vector of eigenvalues
airspeed ratio
natural frequency
INTRODUCTION
(1)
(2)
~
C = TC ,
~
K = TK
(3)
(4)
1
c0 + c j T j (x)
2
j =1
(5)
169
(6)
and
j = 1, 2, K
cj =
(7)
1 ( ij )
c0 + cn( ij ) Tn( ij ) (s)
2
n =1
(12)
where
The Chebyshev polynomials have orthogonality properties that
allow us to keep the approximations error within a
predetermined bandwidth.
The following recurrence relationships are used in the new
approximation method:
T0 (x) = 1
T1 (x) = x
T (x) = 2 x T (x) T (x)
r
r 1
r +1
(9)
(2 j + 1)
2r
(10)
j
,
r
j = 0,1, ..., r
(11)
170
for
n = 0,1, K
$ ij (s) =
Q
( ij )
2 Q ij (s)Tn (s)
ds
1
(1 s 2)
(8)
cn( ij ) =
n= 0
P
1+
(13)
bn( ij ) Tn( ij ) (s)
n =1
where M = P + 2.
This new form integrates the orthogonality properties of
Chebyshev polynomials and allows the variation of the degree
of the numerator M and the denominator P, to obtain a very
good approximation.
In Equation (13), an approximation order [M, P] = [16, 14]
gives M = 16 and P = 14 where M is the maximum rank of
Chebyshev polynomials at the numerator and P is the
maximum rank of Chebyshev polynomials at the denominator.
We compared the results found by means of our Chebyshev
approximation method with the results given by the Pad
method. These results are expressed in terms of a total
normalized approximation error.
The Pad method uses a parameter identification solution to
determine a polynomial fractional form that identifies an
orthogonal polynomial interpolation. This fractional form is the
key aspect of this method, due to the fact that it allows the order
reduction system.
The Pad polynomials are used in the LS method of
implementation, which is considered the most classical and
most used method now for aero-servoelastic interactions
studies. The LS method was implemented in most aeroservoelasticity software ISAC, ADAM, and STARS.
For various aircraft types (such as CL-604 or F/A-18),
classical aero-servoelasticity studies by use of the LS or MS
methods were performed. Following an analysis of the results
obtained and the algorithms used, we found that the LS method
was easier to implement and execution time was faster than that
of the MS method. Our computer programs were written in
MATLAB. For this reason, in this paper, a comparison is
performed between flutter results obtained with the Pad
method and flutter results obtained with our method based on
Chebyshev polynomials properties.
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Figure 3. The total normalized approximation errors for the [16, 14]
model order.
Order
Method
JQ_REAL
JQ_IMAG
[16, 14]
Chebyshev
Pad
Chebyshev
Pad
Chebyshev
Pad
0.065065
0.065271
0.055391
0.260147
0.061466
0.136338
0.037611
0.287657
0.040053
0.775989
0.035109
0.055638
[15, 13]
[10, 8]
Figure 4. The total normalized approximation errors for the [15, 13]
model order.
14
JQ _ REAL
JQ _ IMAG
14 N modes N modes Q
ij Inew Q ij Iold
=
2
k =1
Q ij
i =1 j =1
100%(14)
100%
Speed
(knots)
Frequency
(rad/s)
Computation
time (s)
Pk-Pad [8, 6]
Pk-Pad [9, 7]
Pk-Pad [10, 8]
Pk-Chebyshev [8, 6]
Pk-Chebyshev [9, 7]
Pk-Chebyshev [10, 8]
445.5
445.5
445.8
446.5
446.6
446.6
77.5
77.5
77.5
77.5
77.5
77.5
122
134
144
40
47
53
where QRold and QIold are the real and the imaginary parts of the
unsteady aerodynamic forces given by STARS for the ATM
model and QRnew and QInew are the real and the imaginary parts
of the unsteady aerodynamic forces approximated by
172
2005 CASI
s
= js
j
(15)
js
j s + b1
+ A4
js
+L
j s + b2
(16)
and we took into account that Q(s) has a real part QR(s) and an
imaginary part QI(s), such as:
Q(s) = Q R (s) + j Q I (s)
(17)
s2
A
Q R (s) = A0 + s 2 A2 + 2
2 n+ 2
n =1 s + bn
sbn
Q (s) = A s
A
I
1
2
2 n+ 2
n =1 s + bn
(18)
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Figure 6. Frequency versus equivalent airspeed calculated using the PChebyshev method for the closed loop ATM analysis.
173
most important, is the fact that the computation time for the
open-loop case is up to 3 times smaller than in the PkPad
method and up to 30 times smaller than in our PkLS case, even
for an increased approximation order.
As for the closed-loop case, we observed that no matter the
initial Chebyshev approximation order, it would be enough to
make use of only 2 lags when converting to the Laplace domain
to obtain excellent approximation results.
ACKNOWLEDGEMENTS
Figure 7. Damping versus equivalent airspeed calculated using the PChebyshev method for the closed loop ATM analysis.
Speed
(knots)
Frequency
(rad/s)
Computation
time (s)
P-Pad [4, 2]
P-Pad [5, 3]
P-Pad [8, 6]
P-Chebyshev [4, 2]
P-Chebyshev [5, 3]
P-Chebyshev [8, 6]
287.7
287.6
287.6
287.6
287.6
286.7
51.15
51.13
51.10
50.92
50.92
50.72
354
361
392
97
102
126
CONCLUSION
The Chebyshev approximation method provides excellent
flutter results for a small number of lag terms. However, due to
the fact that the Chebyshev polynomials were generated by use
of the ATM data, there are quite large differences between the
values of the elements contained in the unsteady generalized
aerodynamic force matrices (1e +10). Restraints regarding the
threshold of the approximation error had to be imposed, i.e., for
smaller elements we imposed an error value of 1e 4 and for
larger elements an error value of 1e 2. Without these
restraints, the Chebyshev polynomials cannot be generated.
We could see that by use of the Chebyshev method in open
loop, we were able to find very good values for the flutter
speeds and the frequencies at which flutter occurs. One of the
most important achievements of our new method, if not the
174
References
Adams, W.M., Jr., and Hoadley, S.T. (1993). ISAC: A Tool for
Aeroservoelastic Modeling and Analysis. Collection of Technical Papers
AIAA/ASME Structures, Structural Dynamics and Materials Conference, La
Jolla, California, 1922 April 1993. Vol. 2. American Institute of Aeronautics
and Astronautics, Washington, D.C. pp. 10101018.
Chen, P.C., and Sulaeman, E. (2003). Nonlinear Response of
Aeroservoelastic Systems Using Discrete State-Space Approach. AIAA J.
Vol. 41, No. 9, pp. 16581666.
Cotoi, I., and Botez, R.M. (2001). Optimization of Unsteady Aerodynamic
Forces for Aeroservoelastic Analysis. Proceedings of the IASTED
International Conference on Control and Applications CA2001, Banff,
Alberta, 2729 June 2001. Edited by M.H. Hamza. IASTED/ACTA Press,
Anaheim, California. pp. 105108.
Cotoi, I., and Botez, R.M. (2002). Method of Unsteady Aerodynamic
Forces Approximation for Aeroservoelastic Interactions. J. Guid. Control
Dyn. Vol. 25, No. 5, pp. 985987.
Dinu, A., Botez, R.M., and Cotoi, I. (2006). Chebyshev Polynomials for
Unsteady Aerodynamic Calculations in Aeroservoelasticity. J. Aircr. Vol. 43,
No. 1, pp. 165171.
Dowell, E.H. (1995). A Modern Course in Aeroelasticity, Kluwer
Academic, Dordrecht, The Netherlands.
Dunn, H.J. (1980). An Analytical Technique for Approximating Unsteady
Aerodynamics in the Time Domain. NASA Tech. Pap. TP-1738.
Edwards, J.W. (1977). Unsteady Aerodynamic Modeling and Active
Aeroelastic Control. Department of Aeronautics and Astronautics, Stanford
University, Stanford, California. SUDAAR Rep. 504, February.
Gupta, K.K. (1997). STARS An Integrated, Multidisciplinary, FiniteElement, Structural, Fluids, Aeroelastic, and Aeroservoelastic Analysis
Computer Program. NASA Tech. Memo. TM-4795, pp. 1285.
Karpel, M. (1982). Design for Flutter Suppression and Gust Alleviation
Using State-Space Modeling. J. Aircr. Vol. 19, No. 3, pp. 221227.
Karpel, M. (1998). Reduced-Order Models for Integrated Aeroservoelastic
Optimization. American Institute of Aeronautics and Astronautics, Inc.
2005 CASI
Newsom, J.R., Adams, W.M., Jr., Mukhopadhyay, V., Tiffany, S.H., and
Abel, I. (1984). Active Controls: A Look at Analytical Methods and
Associated Tools. In Proceedings of the 14th ICAS Congress, ICAS 84-4.2.3,
Toulouse, France, 914 September 1984. Edited by B. Laschka and R.
Staufenbiel. International Council of the Aeronautical Sciences and American
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Noll, T., Blair, M., and Cerra, J. (1986). ADAM, An Aeroservoelastic
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pp. 852858.
2005 CASI
175
INTRODUCTION
Abstract
Traditionally, most Radio Frequency Interference
mitigation methods have been implemented and tested
using conventional hardware receivers. With the rapid
development of computer technologies, the signalprocessing computational load is becoming less of a
concern, and thus it becomes feasible to develop and test
new interference mitigation methods based on software
receivers together with modern digital signal-processing
techniques. This paper describes an investigation into the
development of a narrow-band Continuous Wave (CW)
interference mitigation algorithm and performance testing
using a software Global Positioning System receiver based
on Fast Fourier Transform analysis and data windowing.
In this paper, some strategies were proposed to improve
the anti-jamming performance. First, for high-level
interference, a fixed detection threshold suggested in
previous literature is not optimal. An adaptive detection
threshold that is of better performance and is a function of
the standard deviation of the normalized spectrum and the
correlator power output was used in lieu. Second, a priori
information-based soft thresholding techniques for both bit
synchronization and enhanced signal acquisition were
applied under high dynamic conditions and high-level
interference environments. The factors that are crucial for
weak-signal detection and tracking, namely, coherent
continued on page 177
177
Rsum
Traditionnellement, la plupart des mthodes de rduction
du brouillage RF ont t mises en uvre et testes au
moyen de rcepteurs matriels conventionnels. Grce
lvolution rapide des technologies de linformatique, la
charge de traitement du signal devient de moins en moins
problmatique, et par consquent, il est devenu ralisable
de mettre au point et de tester de nouvelles mthodes de
rduction du brouillage bases sur des rcepteurs logiciels,
allis des techniques modernes de traitement du signal
numrique. Cet article dcrit une tude qui vise la mise au
point dun algorithme de rduction du brouillage associ
un signal continu bande troite ainsi que de tests de
performances au moyen dun rcepteur GPS logiciel bas
sur lanalyse FFT et le fentrage des donnes.
Dans cet article, nous proposons un certain nombre de
stratgies qui visent amliorer le rendement des
mthodes antibrouillage. Tout dabord, en ce qui concerne
le brouillage de haut niveau, le seuil de dtection fixe
suggr dans la littrature antrieure nest pas optimal.
Nous avons utilis la place un seuil de dtection adaptatif
qui offre un meilleur rendement et est fonction de lcart
type du spectre normalis et de la puissance de sortie du
corrlateur. Ensuite, nous avons appliqu, dans des
conditions hautement dynamiques fort niveau de
brouillage, des techniques de seuillage logiciel bases sur
des informations a priori pour la synchronisation des bits et
lacquisition dun signal amlior. Afin dvaluer
lefficacit de cet algorithme, nous avons valu les
facteurs qui sont essentiels dans la dtection et le suivi
dun signal faible, savoir un temps dintgration
cohrent, la bande passante de la boucle de poursuite et le
temps dintgration dans la boucle de filtrage. Nous avons
galement tudi un certain nombre de stratgies de
suppression du brouillage dans les systmes talement
du spectre, savoir le fentrage et le traitement simultan.
Les rsultats des essais effectus dmontrent que
lalgorithme propos se rvle efficace pour rduire le
brouillage associ un signal continu bande troite, pour
certains niveaux de puissance. Le fentrage et le traitement
simultan constituent de bonnes stratgies pour amliorer
de 2 dB supplmentaires les capacits antibrouillage.
178
THEORETICAL BACKGROUND
The received baseband data stream has three components,
namely, the signal samples sk, the broadband noise samples k ,
and the narrow-band interference sample k . Each component
is assumed to be uncorrelated with the other two and
characterized by a zero mean. The individual component
correlations are (Dipietro, 1989)
[ ]
0
E sk s *m =
S
k m
k =m
(1)
2005 CASI
[ ]
0
E k *m = 2
k m
k =m
[ ]
(3)
(4)
( E[skH X$ ]) 2
Var (skH X$ )
(5)
N S
k =1 k
SNR =
d1 + d 2 + d3
(6)
with
N 2
N
k =1 k
2
d1 = S k =1 k
2005 CASI
d 2 = 2 k =1 k2
N
(2)
d3 =
E k*m rm k
SNRpc =
(7)
1
N
k =1 (k k)2
N
(8)
(9)
NS
N
1
2 + k =1 (k ) 2
N
(10)
179
N p 1
w(n) x(n) e
j 2 kn
Np
(11)
n= 0
k = 0, 1, ..., N p 1
The window function w(n) determines the amount of spectral
leakage in the DFT output. If w(n) is set to identity, namely,
w(n) = 1,
n = 0, 1, ..., N p 1
(12)
180
PROPOSED METHOD
The fixed interference detection threshold as proposed in the
previous literature is not optimal in some case, especially when
the interference is strong. In this paper, an adaptive interference
detection threshold determination method that is a function of
the standard deviation of the normalized spectrum and the postcorrelation SNR is used since the latter is a good indicator of
the interference level. All of the results reported herein are
derived from this adaptive detection threshold. After the
detection threshold is determined, the normalized spectrum is
then compared against the threshold and bins exceeding the
detection level are identified. The bins containing RFI, along
with a variable number of surrounding bins, are then set to zero
in the original frequency domain spectrum. The effect of
removing the frequency bins is equal to applying band-pass
filters in the time domain. The Inverse Fast Fourier Transform
(IFFT) of this spectrum is finally taken to yield a new time
domain signal without RFI or with mitigated RFI. To obtain the
optimal anti-jamming performance, three parameters have to be
carefully chosen, namely:
the average interval to remove the bias
the detection threshold, and
the number of samples to be removed near the bin containing
the RFI.
In GPS applications, the interference levels are normally
well above the 13 dB side-lobes of the rectangular window.
The spectrum herein exhibits significant spectral leakage. The
windowing operation reduces the amount of the spectrum that
must be excised, thus preserving more of the desired signal
spectrum. In this paper, a four-term BlackmanHarris window
with a 92 dB side-lobe was carefully chosen. The equation for
computing the coefficients of this window is as follows (Harris,
1978):
k
w[k + 1] = 1 2 cos 2
n 1
k
k
+ 3 cos 4
4 6
n 1
n 1
(13)
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TEST SET-UP
To obtain repeatable and controllable GPS signals with
narrow-band CW interference, a hardware GPS simulator and a
hardware arbitrary signal generator were used to generate the
GPS signals and specified interference. These two signals were
then combined in an interference combiner unit. The output
was fed to a GPS front-end, namely, a Signal Tap, which downconverted the RF signals to intermediate frequency (IF) signals
and sampled them; the resulting data were used in a software
receiver where a mitigation algorithm was used to assess the
performance.
Two synchronous 12-channel L1-only hardware signal
simulation units (Spirent GSS STR 6560) were used. They can
reproduce the signal propagation environment of a receiver
installed on a dynamic platform, simulating the effects of highdynamic host vehicle motion, navigation satellite motion, and
ionospheric and tropospheric effects. An Agilent ESG E4431B
signal generator generated the narrow-band CW interference
simulated in the test. The GPS and interference signals were
combined in a GSS 4766 interference combiner unit that
facilitates the use of commercial-off-the-shelf (COTS) signal
generators as fully integrated interference sources with
hardware simulators, such as the Spirent GSS 6560. The COTS
signal generators were controlled through an IEEE-488compliant (GPIB) bus, via Spirent SimGEN for Windows,
hosted on the control PC. The interference signal is defined
along with all the other scenario parameters from within
SimGENs normal user GUI environment. The RF outputs are
combined with the satellite signal generators (SSG) in the GSS
4766 interference combiner unit (ICU). The system hardware
configuration is shown in Figure 1.
A hardware front-end, GPS Signal Tap, made by Accord
Software & Systems Private Limited, was used to downconvert, quantize, and log GPS signals for base-band signal
processing with the software GPS receiver. The software
receiver used herein was that described by Ma et al. (2004).
Owing to the limited capacity of the on-board RAM of the
Signal Tap, only 80 s of data could be collected per test, which
is nevertheless sufficient to test the above procedures because
in the worst case, only 60 s of data are needed to obtain the
ephemeris.
From a receiver design point of view, to maximize tolerance
to dynamic stress, the pre-detection integration time should be
short and the carrier-loop filter bandwidth should be wide;
however, to receive a weak signal or to combat interference, the
pre-detection integration time should be long and the carrierloop filter-noise bandwidth should be narrow. To evaluate the
performance of this algorithm under extreme conditions, the
test was designed to apply interference and dynamic stress to
the receiver at the same time.
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1 066 097
222 133
1, 14, 16, 25
216 309
50 234
1, 14, 16, 20, 25, 30
278 293
888 585
11, 14, 20, 25, 30
15
6
14, 16, 25, 30
182
2005 CASI
CONCLUSIONS
The FFT-based algorithm is effective to mitigate narrowband CW interference with a certain power level. An adaptive
detection threshold that is a function of the standard deviation
of the normalized spectrum and the correlator power output has
a better interference mitigation performance than that of the
fixed detection threshold, as was suggested previously in the
literature.
185
REFERENCES
Badke, B., and Spanias, A.S. (2002). Partial Band Interference Excision
for GPS Using Frequency-Domain Exponents. Proceedings of the 2002 IEEE
International Conference on Acoustics, Speech, and Signal Processing,
(ICASSP 02), Orlando, Florida, 1317 May 2002. Vol. 4. Institute of
Electrical and Electronics Engineers, Piscataway, New Jersey. pp. 39363939.
Capozza, P.T., Holland, B.J., Li, C., Moulin, D., Pacheco, P., and Rifkin, R.
(1999). Measured Effects of a Narrowband Interference Suppressor on GPS
Receivers. Proceedings of the 55th Annual Meeting of the Institute of
Navigation on Navigational Technology for the 21st Century, 2830 June
1999, Cambridge, Massachusetts. CD-ROM. The Institute of Navigation,
Alexandria, Virginia. pp. 645651.
Capozza, P.T., Holland, B.J., Hopkinson, T.M., and Landrau, R.L. (2000).
A Single-Chip Narrow-Band Frequency-Domain Excisor for a Global
Positioning System (GPS) Receiver. IEEE J. Solid-State Circuits, Vol. 35,
No. 3, March, pp. 401411.
186
2005 CASI
NOMENCLATURE
Abstract
B
C
boundary
chord length
D
D
domain
discrete adjoint artificial dissipation flux
internal energy
F
F
design variable
FF
far field
Rsum
gradient
smoothed gradient
cost function
outward normal
pressure
flux velocity
residual
S
S
shape function
arc length
temperature
time
state vector
altitude
angle of attack
adjustable constant for artificial dissipation scheme
* CFD Laboratory
Department of Mechanical Engineering
McGill University
688 Sherbrooke Street West, Room 711
Montreal, QC H3A 2S6, Canada.
** Department of Aeronautics and Astronautics
Stanford University
Durand Building, 496 Lomita Mall
Stanford, CA 94305, USA
E-mail: siva.nadarajah@mcgill.ca
non-dimensional coefficient
187
density
weighting coefficients
Subscripts
contributions associated with variation of the state
vector
Lagrange multiplier
II
drag
i, j, k
cell indices
II
max
maximum index
NF
near field
target
wall
+,
INTRODUCTION
A 2001 US National Research Council study (Committee on
Breakthrough Technology for Commercial Supersonic Aircraft
2001) concluded that, the sonic boom is the major barrier to
the development of the supersonic business jet and a major, but
not the only, barrier to the development of supersonic transports
with overland capability. The Committee also determined that
there was a potential market for at least 200 supersonic business
jets over a 10-year period. The 815 passenger jets will
probably fly at approximately Mach 1.8 with a range of 3000
4000 nautical miles (1 nautical mile = 1.852 103 m).
Concorde, a commercial supersonic aircraft built by France
and Britain was in operation for more than 30 years. It cruised
at Mach 2.0 with a total range of 4090 nautical miles at
60 000 ft (1 ft = 3.048 10G1 m) and consumed 6200 gallons of
fuel per hour (1 gallon = 4.54609 10G3 m3). The aircraft
retired from commercial service on the 24 October 2003 due to
188
M(w, S) d B + 2
NF
N (w, S) d B
I = 1
BW
M(w, S) d B + 2
NF
N (w, S) d B
(2)
D T i Fi d D = 0
(3)
[ Fiw ]I = Sij
f j
w
(1)
190
Fi = [ Fiw ]I w + Fi II
I = 1
T
1
Fi d D + T
Fi d D = 0
D2
i
i
2005 CASI
on
BW
n i ( + ) T [ Fiw ]I = 2 N w
(7)
on
BNF
(8)
BW
D1
B NF
D1 + D2
T
Fi d D
i
n i ( + ) T Fi d D
D2
T
Fi d D = 0
i
(4)
BW
[1M n i TFi ] d B
[ 2N n i( + ) Fi ] d B
T
T
Fi d D +
Fi d D
D
D
2
1
i
i
B NF
D1
(5)
T
= 0 in D
[ Fiw ]I
D1 + D2
i
[Fi ]II dD
{ 2 N II n i( + ) [Fi ]II} dB
T
B NF
(6)
(9)
The details of the formula for the gradient depend on the way in
which the boundary shape is parameterized as a function of the
design variables and the way in which the mesh is deformed as
the boundary is modified. The boundary conditions satisfied by
the flow equations restrict the form of the left-hand side of the
adjoint boundary conditions (7) and (8). Consequently, the
boundary contribution to the cost functions M and N cannot be
specified arbitrarily. Instead it must be chosen from the class of
functions that allow cancellation of all terms containing w in
the boundary integral of equation (5). In this research, the cost
function is the weighted sum of the drag coefficient and the
Sobolev norm of the difference between the current and target
remote pressure distributions. From equation (1), M and N can
be defined as
M(w, S) =
1 y
x
Cp cos
sin
c
and
N (w, S) =
1
( p pT) 2
2
+ 2
y
x
1
sin d B
C p cos
B
c W
1
2
NF
( p pT) d B
2005 CASI
191
I = 1 C D + 2
2
1
( p pT) d B
B
2 NF
(10)
1
( p pT)2 s
2 NF
1
i+ , j , k
2
1
i , j , k
2
1
i, j , k
2
+ h
+ h
1
i, j + , k
2
i, j , k +
1
2
i, j , k
1
2
(11)
Ti, j , k R(w)i, j , k
i= 2 j = 2 k = 2
The variation of the cost function, I, can then be augmented by the product of the variation of the discrete governing equation
and the Lagrange Multiplier i, j, k .
imax j max kmax
(12)
i= 2 j = 2 k = 2
To eliminate w from equation (12), terms multiplied by the variation wi,j,k of the discrete flow variables are collected and
equated to zero. The following is the resulting discrete adjoint equation:
192
2005 CASI
V =
i, j
t
1
AT + S12 1 AT2i , j , k + S13 1 AT3i , j , k ( i, j , k i 1, j , k )
S11
i , j, k
i , j, k
2 i 12 , j , k 1i , j , k
2
2
2
2
2
2
2
2
2
2
2
+ S31
A1Ti , j , k + S32
AT2i , j , k + S33
AT3i , j , k ( i, j , k +1 i, j , k )
1
1
1
i, j, k +
i, j, k +
i, j, k +2
2
2
+ S31
A1Ti , j , k + S32
AT2i , j , k + S33
AT3i , j , k ( i, j , k i, j , k 1)
1
1
1
i, j, k
i, j, k
i, j, k 2
2
2
+D
1
i+ , j , k
2
+D
1
i , j , k
2
1
i,j + , k
2
1
i,j , k
2
+D
i,j,k +
1
2
i,j,k
1
2
(13)
1
i+ , j , k
2
= v2 1
i+ j , k
2
+ 2 v ( 4)1
i+ j , k
2
( Ti +1, j , k
1
i+ , j , k
2
iT, j , k ) v ( 4)3
( Ti +1, j , k
1
i+ , j , k
2
i+ j , k
2
iT, j , k ) v ( 4)1
i j , k
2
( iT+ 2, j , k
3
i+ , j , k
2
iT+1, j , k )
iT1, j , k )
( Ti, j , k
1
i , j , k
2
OPTIMIZATION PROCEDURE
In this paper, the inverse design boundary condition is
applied to the near field, while sensitivity derivatives or the
gradient are calculated on the airfoil surface. The gradient for
the discrete adjoint is obtained by perturbing each point on the
lower wall. Once the gradient G has been determined, it can be
used to drive a variety of gradient-based search procedures. The
search procedure used in this work is a descent method in
which small steps are taken in the negative gradient direction.
Let F represent the design variable, and G the gradient. Then an
improvement can be made with a shape change
F = G
193
= G,
1 1
G =0
at end points
= G
G G d 1
1 1
G
= G 2 +
d 1
<0
again guaranteeing an improvement unless G = G = 0 and
assuring an improvement if is sufficiently small and positive.
In some problems, it turns out that the Hessian can be
represented as a second-order differential operator, so that with
a proper choice of the smoothing parameter, the method
becomes the Newton method. Search methods were intensively
evaluated in a recent study by Jameson and Vassberg (1999),
and it was verified that these sample problems (which may have
a high linear content) could be solved with a number of search
steps independent of the number of design variables.
RESULTS
This section presents the results of remote inverse and drag
minimization for wingbody configurations in supersonic flow.
The objective is to reduce the peak pressure at the near-field
plane and thus reduce the ground signature peak. Viscous
effects are likely to be very small in these examples, so it is
sufficient to use the Euler equations. The calculations were
performed with the new SYN88-MBC multiblock code that
takes advantage of the FORTRAN 90/95 derived data type
architecture. The flow solver is augmented with an adjoint
solver and shape modification routines to allow for automatic
shape optimization.
WingBody Configuration: Sonic Boom Reduction,
Without Lift Constraint, Wing Redesign Only
The wingbody supersonic business jet configuration was
sized to accommodate between 6 to 8 passengers with a gross
take-off weight of 100 000 lbs and a fuselage length of 100 ft.
The supersonic flight condition at which all designs were
194
2005 CASI
195
Figure 9. Initial and final root airfoils at M = 1.5. (a) Wing root section and (b) mid-span section.
196
2005 CASI
Figure 10. Target, initial, and final near-field pressure distribution after 50 design cycles. (a) Wing root section and (b) mid-span section.
Figure 11. Sonic boom reduction: initial and final ground signatures
after 50 design cycles. M = 1.5, = 2.39, CL = 0.1.
Table 1. Near field peak pressure reduction and wing drag coefficient
for various design cases.
Case
Baseline
Remote inverse
Drag and remote inverse
Fuselage peak
reduction
18%
18%
Wing peak
reduction
Wing,
CD
25%
22%
0.00568
0.00610
0.00574
CONCLUSIONS
The results presented in this paper demonstrate the
feasibility of remote inverse calculations using the adjoint
method. An application to the sonic boom minimization
resulted in a 40% reduction in the near-field peak pressure for
the unconstrained biconvex wing. In the constrained problem,
the fuselage peak pressure was reduced by 18% and the wing
peak by 22%. It proved highly beneficial to use a composite
cost function consisting of the sum of the weighted remote
inverse and drag minimization cost functions, resulting in final
designs that had a reduction in the peak pressure while
maintaining constant inviscid drag. Cases with no drag
coefficient added to the integral of the near-field pressure
197
Figure 12. Pressure contour at M = 1.5. (a) Initial and (b) final.
Acknowledgments
This research has benefited greatly from the generous
support of the AFOSR under grant number AF F49620-98-1022 and DARPA QSP Program under grant number MDA97201-2-0003.
References
Alonso, J.J., Jameson, A., and Kroo, I. (2002). Advanced Algorithms for
Design and Optimization of Quiet Supersonic Platforms. Proceeedings of the
40th AIAA Aerospace Sciences Meeting and Exhibit, Reno, Nevada, 1417
January 2002. American Institute of Aeronautics and Astronautics, Reston,
Virginia. AIAA Pap. 02-0144.
198
Argrow, B., Farhat, C., Maute, K., and Nikbay, M. (2002). A Shape
Optimization Methodology for Reducing the Sonic Boom Initial Pressure
Rise. Proceedings of the 40th AIAA Aerospace Sciences Meeting and Exhibit,
Reno, Nevada, 1417 January 2002. American Institute of Aeronautics and
Astronautics, Reston, Virginia. AIAA Pap. 02-0145.
Cliff, S.E., Reuther, J.J., Saunders, D.A., and Hicks, R.M. (2001). Singlepoint and Multipoint Aerodynamic Shape Optimization of High-Speed Civil
Transport. J. Aircr. Vol. 38, No. 6, November-December, pp. 9971005.
Committee on Breakthrough Technology for Commercial Supersonic
Aircraft. (2001). Commercial Supersonic Technology: The Way Ahead.
National Research Council (US), National Academy Press, Washington, D.C.
Tech. Rep., March.
Jameson, A., and Vassberg, J.C. (1999). Studies of Alternative Numerical
Optimization Methods Applied to the Brachistochrone Problem. OptiCON
99.
Jameson, A., Schmidt, W., and Turkel, E. (1981). Numerical Solutions of
the Euler Equations by Finite Volume Methods with Runge-Kutta Time
Stepping Schemes. AIAA Pap. 81-1259, January.
2005 CASI
2005 CASI
199
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Systems analysis and design.
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Journal, vol. 7, no 77, pp. 234240.
Smith, R.A. (1995).
Systems analysis and design.
Prentice-Hall, Inc., Englewood Cliffs, N.J.
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Contact: Dr. Hany Moustapha
Director
Tel: (514) 848-7931
Fax: (514) 848-7890
E-mail: Hany.Moustapha@pwc.ca
CRESTech
4850 Keele Street, Toronto, ON M3J 3K1
Contact: Mr. Richard Worsfold
Director, Business Development
Tel: (416) 665-3311, Fax: (416) 665-2032
E-mail: enquiries@crestech.ca
CARLETON UNIVERSITY
Mechanical and Aerospace Engineering
1125 Colonel By Drive, Ottawa, ON K1S 5B6
Contact: Professor Paul Straznicky
Tel: (613) 520-5684, Fax: (613) 520-5715
E-mail: pstrazni@mae.carleton.ca
2005 CASI
DYNACON INC.
3565 Nashua Drive
Mississauga, ON L4V 1R1
Contact: Mr. Stephen J. Sorocky, CEO
Tel: (905) 672-8828, Fax: (905) 672-8829
E-mail: sjs@dynacon.ca
EMS TECHNOLOGIES
21025 Trans Canada, Ste-Anne de Bellevue, QC H9X 3R2
Contact: Mr. J. Gareth Lewis, Vice President, Sales and Marketing
Tel: (514) 425-3077, Fax: (514) 425-3005
E-mail: lewis.g@ems-t.ca
203
GASTOPS LTD.
1011 Polytek Street, Ottawa, ON K1J 9J3
Contact: Mr. Dave Muir, V.P. Marketing and Sales
Tel: (613) 744-3530, Fax: (613) 744-8846
MARINVENT CORPORATION
50 Rabastaliere East, Suite 23
St-Bruno, QC J3V 2A5, Canada
Contact: John Maris
Tel: (450) 441-6464, Fax: (450) 441-2411
E-mail: info@marinvent.com
MESSIER-DOWTY INC.
574 Monarch Avenue, Ajax, ON L1S 2G8
Contact: Mr. Tim Whittier, Director
Marketing and Business Development
Tel: (905) 683-3100, Fax: (905) 686-2914
204
2005 CASI
RYERSON UNIVERSITY
SCHOOL OF AEROSPACE ENGINEERING
Department of Mechanical, Aerospace and Industrial Engineering
350 Victoria St., Toronto, ON M5B 2K3, Canada
Contact: Kamran Behdinan, Ph.D., P.Eng.
Tel: (416) 979-5000 Ext. 6414
Fax: (416) 979-5265
E-mail: kbehdina@ryerson.ca
Telesat Canada
1601 Telesat Court, Gloucester, ON K1B 5P4
Contact: Roger Tinley, Vice-President
Space Systems
Tel: (613) 748-0123 Ext. 2339
Fax: (613) 748-8712
E-mail: info@telesat.ca
TRANSPORT CANADA
Safety and Security Group, 12th Tower C, Place de Ville
330 Sparks Street, Ottawa, ON K1A 0N8
Contact: Mr. William Elliott, Assistant Deputy Minister
Tel: (613) 990-3838, Fax: (613) 990-2947
E-mail: elliowj@tc.gc.ca
UNIVERSITY OF ALBERTA
FACULTY OF ENGINEERING
E6-050 Engineering Teaching and
Learning Complex
Edmonton, AB T6G 2V4
Contact: Dr. David Lynch
Tel: (780) 492-3596, Fax: (780) 492-0500
E-mail: david.lynch@ualberta.ca
UNIVERSITY OF CALGARY
DEPARTMENT OF GEOMATICS ENGINEERING
2500 University Dr. NW, Calgary, AB T2N 1N4
Contact: Marguerite Anderson
Tel: (403) 220-5834, Fax: (403) 284-1980
E-mail: geomatics@geomatics.ucalgary.ca
www.geomatics.ucalgary.ca
UNIVERSITY OF TORONTO
INSTITUTE FOR AEROSPACE STUDIES
4925 Dufferin Street, Toronto, ON M3H 5T6
Contact: Dr. Tony Haasz
Tel: (416) 667-7717, Fax: (416) 667-7743
E-mail: aahaasz@utias.utoronto.ca
2005 CASI
205
pp. 145
pp. 4793
Number 3 - September/septembre
Number 4 - Decembre/dcembre
pp. 95151
pp. 153209
B
Backman, D., N. Bellinger, G. Shi, G. Li: Numerical Modeling of
a Single Aluminum Sheet Containing an Interference Fit
Fastener (No. 3, September/septembre 2005). . . . . . . . . . . . . . . . 107
Bellinger, N., G. Shi, G. Li, D. Backman: Numerical Modeling of
a Single Aluminum Sheet Containing an Interference Fit
Fastener (No. 3, September/septembre 2005). . . . . . . . . . . . . . . . 107
Benay, R., A. Bourgoing: Investigation of an Asymmetrical
Shock-Wave Boundary-Layer Interaction in a Supersonic Planar
Nozzle (No. 2, June/juin 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Bisson, S., L. Del Ciotto, C. Legare, S. Rutherford, O. Underhill,
C. Mathias, D. Lee, L. Smyth, V.D. Nguyen, B. Tanguay,
Y. Mbarki, M. Deslauriers, A. Rebaine, Y. Cronier: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Book Review: Orbital Mechanics for Engineering Students written
by Howard D. Curtis (No. 2, June/juin 2005): A.M. Jablonski . . . . 87
Book Review: Stress, Strain, and Structural Dynamics An
Interactive Handbook of Formulas, Solutions, and MATLAB
Toolboxes written by Bngen Lang (No. 3,
September/septembre 2005): V.K. Wickramasinghe . . . . . . . . . . . 145
Botez, R.M., I. Cotoi, A.D. Dinu: Aerodynamic Forces
Approximations using the Chebyshev Method for Closed-Loop
Aero-servoelasticity Studies (No. 4, December/dcembre 2005) . . . 167
Bourgoing, A., R. Benay: Investigation of an Asymmetrical
Shock-Wave Boundary-Layer Interaction in a Supersonic Planar
Nozzle (No. 2, June/juin 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . 71
D
Dujardin, A., P. Hennig, L. Leavitt, F. Leopold, M. Mendenhall,
S. Prince, M. Khalid: Turbulence Model Studies to Investigate
the Aerodynamic Performance of a NASA Dual Control Missile
at Supersonic Mach Numbers (No. 4, December/dcembre 2005) . . 153
Del Ciotto, L., C. Legare, S. Rutherford, O. Underhill, C. Mathias,
D. Lee, L. Smyth, V.D. Nguyen, B. Tanguay, Y. Mbarki,
M. Deslauriers, A. Rebaine, Y. Cronier, S. Bisson: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Deslauriers, M., A. Rebaine, Y. Cronier, S. Bisson, L. Del Ciotto,
C. Legare, S. Rutherford, O. Underhill, C. Mathias, D. Lee,
L. Smyth, V.D. Nguyen, B. Tanguay, Y. Mbarki: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Dinu, A.D., R.M. Botez, J. Cotoi: Aerodynamic Forces
Approximations using the Chebyshev Method for Closed-Loop
Aero-servoelasticity Studies (No. 4, December/dcembre 2005) . . . 167
F
Floryan, J.M., P. Luchini, M. Quadrio: Modification of Turbulent
Flow Using Distributed Transpiration (No. 2, June/juin 2005) . . . . . 61
Fluid Flow and Thermodynamic Analysis of a Wing Anti-Icing
System (No. 1, March/mars 2005): J. Hua, H.H.T. Liu. . . . . . . . . . 35
Force Limited Vibration Testing Applied to the MOST Spacecraft
(No. 2, June/juin 2005): Y. Soucy, H. Chesser . . . . . . . . . . . . . . . 47
G
Giroux, R., R. Gourdeau, R. Jr. Landry: Inertial Navigation
System/Global Positioning System Fusion Algorithm Design in
a Fast Prototyping Environment: Towards a Real-Time
Implementation (No. 3, September/septembre 2005) . . . . . . . . . . . 133
207
H
Hennig, P., L. Leavitt, F. Leopold, M. Mendenhall, S. Prince,
M. Khalid, A. Dujardin: Turbulence Model Studies to
Investigate the Aerodynamic Performance of a NASA Dual
Control Missile at Supersonic Mach Numbers (No. 4,
December/dcembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Hua, J., H.H.T. Liu: Fluid Flow and Thermodynamic Analysis of a
Wing Anti-Icing System (No. 1, March/mars 2005) . . . . . . . . . . . . 35
I
Ilie, I., R. Jr. Landry, A. Constantinescu: Simulation of GPS and
Galileo Architectures for Anti-jamming and Multipath Analysis
(No. 1, March/mars 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Inertial Navigation System/Global Positioning System Fusion
Algorithm Design in a Fast Prototyping Environment: Towards
a Real-Time Implementation (No. 3, September/septembre
2005): R. Giroux, R. Gourdeau, R. Jr. Landry. . . . . . . . . . . . . . . 133
Investigation of an Asymmetrical Shock-Wave Boundary-Layer
Interaction in a Supersonic Planar Nozzle (No. 2, June/juin
2005): R. Benay, A. Bourgoing . . . . . . . . . . . . . . . . . . . . . . . . . 71
J
Jablonski, A.M.: Book Review: Orbital Mechanics for Engineering
Students written by Howard D. Curtis (No. 2, June/juin 2005) . . . . 87
Jameson, A., J. Alonso, S.K. Nadarajah: Adjoint-Based Sonic
Boom Reduction for Wing-Body Configurations in Supersonic
Flow (No. 4, December/dcembre 2005). . . . . . . . . . . . . . . . . . . 187
Jiang, L.-Y., I. Campbell: Application of Three Combustion Models
to a Model Combustor (No. 1, March/mars 2005) . . . . . . . . . . . . . . 1
Jiang, Z., G. Lachapelle, C. Ma: Applying Fast Fourier Transform
Analysis and Data Window in Software Global Positioning
System Receivers to Mitigate Continuous Wave Interference
under Dynamic Conditions (No. 4, December/dcembre 2005). . . . 177
K
Khalid, M., A. Dujardin, P. Hennig, L. Leavitt, F. Leopold,
M. Mendenhall, S. Prince: Turbulence Model Studies to
Investigate the Aerodynamic Performance of a NASA Dual
Control Missile at Supersonic Mach Numbers (No. 4,
December/dcembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Karpynczyk, J., D.R. Greatrix: Rocket Vehicle Design for
Small-Payload Delivery to Orbit (No. 3, September/septembre
2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
L
Lachapelle, G., C. Ma, Z. Jiang: Applying Fast Fourier Transform
Analysis and Data Window in Software Global Positioning
System Receivers to Mitigate Continuous Wave Interference
under Dynamic Conditions (No. 4, December/dcembre 2005). . . . 177
Lachapelle, G., S. Skone, K. OKeefe: Assessing the Global
Availability and Reliability of the Mars Network, a Proposed
Global Navigation Satellite System for Mars (No. 1,
March/mars 2005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Landry, R. Jr., A. Constantinescu, I. Ilie: Simulation of GPS and
Galileo Architectures for Anti-jamming and Multipath Analysis
(No. 1, March/mars 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Landry, R. Jr., R. Giroux, R. Gourdeau: Inertial Navigation
System/Global Positioning System Fusion Algorithm Design in
a Fast Prototyping Environment: Towards a Real-Time
Implementation (No. 3, September/septembre 2005) . . . . . . . . . . . 133
Leavitt, L., F. Leopold, M. Mendenhall, S. Prince,
M. Khalid, A. Dujardin, P. Hennig: Turbulence Model Studies
to Investigate the Aerodynamic Performance of a NASA Dual
M
Ma, C., Z. Jiang, G. Lachapelle: Applying Fast Fourier Transform
Analysis and Data Window in Software Global Positioning
System Receivers to Mitigate Continuous Wave Interference
under Dynamic Conditions (No. 4, December/dcembre 2005). . . . 177
Mathias, C., D. Lee, L. Smyth, V.D. Nguyen, B. Tanguay, Y.
Mbarki, M. Deslauriers, A. Rebaine, Y. Cronier, S. Bisson,
L. Del Ciotto, C. Legare, S. Rutherford, O. Underhill: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Mbarki, Y., M. Deslauriers, A. Rebaine, Y. Cronier, S. Bisson,
L. Del Ciotto, C. Legare, S. Rutherford, O. Underhill,
C. Mathias, D. Lee, L. Smyth, V.D. Nguyen, B. Tanguay:
Recent Improvements to the NRC 9 m 9 m Wind Tunnel
(No. 3, September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . 95
Mendenhall, M., S. Prince, M. Khalid, A. Dujardin, P. Hennig,
L. Leavitt, F. Leopold: Turbulence Model Studies to Investigate
the Aerodynamic Performance of a NASA Dual Control Missile
at Supersonic Mach Numbers (No. 4, December/dcembre
2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Modification of Turbulent Flow Using Distributed Transpiration
(No. 2, June/juin 2005): M. Quadrio, J.M. Floryan, P. Luchini . . . . 61
N
Nadarajah, S.K., A. Jameson, J. Alonso: Adjoint-Based Sonic
Boom Reduction for Wing-Body Configurations in Supersonic
Flow (No. 4, December/dcembre 2005). . . . . . . . . . . . . . . . . . . 187
Nguyen, V.D., B. Tanguay, Y. Mbarki, M. Deslauriers,
A. Rebaine, Y. Cronier, S. Bisson, L. Del Ciotto, C. Legare,
S. Rutherford, O. Underhill, C. Mathias, D. Lee, L. Smyth:
Recent Improvements to the NRC 9 m 9 m Wind Tunnel
(No. 3, September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . 95
Numerical Modeling of a Single Aluminum Sheet Containing an
Interference Fit Fastener (No. 3, September/septembre 2005):
G. Li, D. Backman, N. Bellinger, G. Shi . . . . . . . . . . . . . . . . . . 107
O
OKeefe, K., G. Lachapelle, S. Skone: Assessing the Global
Availability and Reliability of the Mars Network, a Proposed
Global Navigation Satellite System for Mars (No. 1,
March/mars 2005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
P
Prince, S., M. Khalid, A. Dujardin, P. Hennig, L. Leavitt,
F. Leopold, M. Mendenhall: Turbulence Model Studies to
Investigate the Aerodynamic Performance of a NASA Dual
208
Q
Quadrio, M., J.M. Floryan, P. Luchini: Modification of Turbulent
Flow Using Distributed Transpiration (No. 2, June/juin 2005) . . . . . 61
R
Rebaine, A., Y. Cronier, S. Bisson, L. Del Ciotto, C. Legare,
S. Rutherford, O. Underhill, C. Mathias, D. Lee, L. Smyth,
V.D. Nguyen, B. Tanguay, Y. Mbarki, M. Deslauriers: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Recent Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005): V.D. Nguyen, B. Tanguay,
Y. Mbarki, M. Deslauriers, A. Rebaine, Y. Cronier, S. Bisson,
L. Del Ciotto, C. Legare, S. Rutherford, O. Underhill,
C. Mathias, D. Lee, L. Smyth . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Rocket Vehicle Design for Small-Payload Delivery to Orbit (No. 3,
September/septembre 2005): D.R. Greatrix, J. Karpynczyk . . . . . . 123
Rutherford, S., O. Underhill, C. Mathias, D. Lee, L. Smyth,
V.D. Nguyen, B. Tanguay, Y. Mbarki, M. Deslauriers,
A. Rebaine, Y. Cronier, S. Bisson, L. Del Ciotto, C. Legare:
Recent Improvements to the NRC 9 m 9 m Wind Tunnel
(No. 3, September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . 95
S
Shi, G., G. Li, D. Backman, N. Bellinger: Numerical Modeling of
a Single Aluminum Sheet Containing an Interference Fit
Fastener (No. 3, September/septembre 2005). . . . . . . . . . . . . . . . 107
Simulation of GPS and Galileo Architectures for Anti-jamming and
Multipath Analysis (No. 1, March/mars 2005): I. Ilie,
R. Jr. Landry, A. Constantinescu. . . . . . . . . . . . . . . . . . . . . . . . . 13
Skone, S., K. OKeefe, G. Lachapelle: Assessing the Global
Availability and Reliability of the Mars Network, a Proposed
Global Navigation Satellite System for Mars (No. 1,
March/mars 2005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Smyth, L., V.D. Nguyen, B. Tanguay, Y. Mbarki, M. Deslauriers,
A. Rebaine, Y. Cronier, S. Bisson, L. Del Ciotto, C. Legare,
S. Rutherford, O. Underhill, C. Mathias, D. Lee: Recent
Improvements to the NRC 9 m 9 m Wind Tunnel (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Soucy, Y., H. Chesser: Force Limited Vibration Testing Applied to
the MOST Spacecraft (No. 2, June/juin 2005) . . . . . . . . . . . . . . . 47
T
Tanguay, B., Y. Mbarki, M. Deslauriers, A. Rebaine, Y. Cronier,
S. Bisson, L. Del Ciotto, C. Legare, S. Rutherford,
O. Underhill, C. Mathias, D. Lee, L. Smyth, V.D. Nguyen:
Recent Improvements to the NRC 9 m 9 m Wind Tunnel
(No. 3, September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . 95
Turbulence Model Studies to Investigate the Aerodynamic
Performance of a NASA Dual Control Missile at Supersonic
Mach Numbers (No. 4, December/dcembre 2005): M. Khalid,
A. Dujardin, P. Hennig, L. Leavitt, F. Leopold, M. Mendenhall,
S. Prince . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
U
Underhill, O., C. Mathias, D. Lee, L. Smyth, V.D. Nguyen,
B. Tanguay, Y. Mbarki, M. Deslauriers, A. Rebaine,
Y. Cronier, S. Bisson, L. Del Ciotto, C. Legare, S. Rutherford:
Recent Improvements to the NRC 9 m 9 m Wind Tunnel
(No. 3, September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . 95
W
Wickramasinghe, V.K.: Book Review: Stress, Strain, and Structural
Dynamics An Interactive Handbook of Formulas, Solutions,
and MATLAB Toolboxes written by Bngen Lang (No. 3,
September/septembre 2005) . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
209
ISSN 0008-2821