81. XML Airfoil Geometry Format I have defined an XML schema to represent the geometry of aircraft, which can be used to describe the geometry of multi winged aircraft configurations. http://www.mh-aerotools.de/airfoils/xml_configuration_format.htm

An XML Aircraft Geometry Format Contents Purpose of XML-Files Structure of an XML-File Defining an XML-Schema Example of an XML airfoil file Purpose of XML-Files The e X tensible M arkup L anguage format (XML) is being used by many programs for almost all kind of data handling. In contrast to several other file formats, its main advantages are well defined language for general data storage and retrieval, possibility to store hierarchically structured data, not a complex binary format, but ASCII based, and by using stylesheet transformations (XSLT) an XML file can be transformed into any other ASCII format almost without any programming work. I have defined an XML schema to represent the geometry of aircraft, which can be used to describe the geometry of multi winged aircraft configurations. It would be very helpful, if such a format would be implemented by most programs which handle wings. Wings can be main wings as well as tailplanes of all kinds. Structure of an XML-File Any XML file is made up from tags similar to a HTML file. Tags are enclosed in pointed parentheses ( ). Each XML file must begin with the header tag:

82. Delft Dissertations Title Analyses Of Aircraft Responses To around an aircraft geometry subjected to a turbulent field of flow; example discretized aircraft geometry, also referred to as the aircraft grid . http://www.library.tudelft.nl/dissertations/2940/f_078317_true_EN.html

var g_HttpRelativeWebRoot = "/contribution/"; var SSContributor = false; Delft Dissertations Title Analyses of Aircraft Responses to Atmospheric Turbulence Author(s) Van Staveren, W.H.J.J. Faculty Aerospace Engineering Promotor(es) Mulder, J.A., prof.dr.ir. (promotor) Keywords flight dynamics; atmospheric turbulence; computational aerodynamics; potential flow; panel method; loads; system identification; unsteady aerodynamics Date Publisher Delft University Press Identifier ISBN 90-407-2453-9 Fulltext ae_staveren_20031215.pdf Abstract

83. ASA 148th Meeting Lay Language Papers -**Insert Laypaper Title Here** What would the engines for an aircraft that is radically quieter than today s and quiet engine for the Silent aircraft, a variable geometry system is http://www.aip.org/148th/hall.html

148th ASA Meeting, San Diego, CA Lay Language Paper Index Press Room Engines for a "Silent" Aircraft Cesare Hall - cah1003@cam.ac.uk Cambridge University Engineering Department Cambridge, U.K. Popular version of paper 2pNS2 Presented Tuesday afternoon, November 16, 2004 148th ASA Meeting, San Diego, CA What would the engines for an aircraft that is radically quieter than today's airplanes look like? Is it possible to design an engine that achieves a dramatic reduction in noise emission that also has acceptable operating costs? The Cambridge-MIT Institute (CMI) is currently working on a research project called the Silent Aircraft Initiative. This project has a particularly bold aim: to reduce aircraft noise to the point where it would be unnoticeable in the urban areas around airports. The engines are the largest sources of noise from aircraft and therefore to meet the Silent Aircraft noise target a very new and novel engine design is required. Take-off jet noise is the most difficult form of engine noise to reduce and therefore we will consider this first. The only sure way to reduce the exhaust jet noise is to reduce the jet speed. However, it is the difference in velocity between the jet and the surrounding air that generates thrust and if the thrust is not high enough, the aircraft cannot take-off. Thus to quieten the jet whilst maintaining thrust it is necessary to have a very large exhaust with relatively low jet velocity. In fact, for jet noise to be eliminated as a problem for the Silent Aircraft, the total exhaust area must be about three times as large as that of today's conventional jet engines.

84. Abstract: APPLICATIONS OF FLAT GEOMETRY REMOTE FIELD EDDY CURRENT TECHNIQUES IN FLAT geometry REMOTE FIELD EDDY CURRENT TECHNIQUES IN aircraft NONDESTRUCTIVE The technique has recently been recognized by aircraft NDI societies. http://www.ndt.net/abstract/wcndt2004/694.htm

Home 16th WCNDT 2004 - World Conference on NDT CD-ROM Proceedings, Internet Version of ~600 Papers Aug 30 - Sep 3, 2004 - Montreal, Canada Home st prev WCNDT 2004 - Abstracts next SESSION: AEROSPACE ABSTRACT: Full-Text HTML-txt Quick PDF Preview Full-Text PDF (KB) pdf Full-Text HTML: OPTION (MB): MAIN AUTHOR: Yushi Sun, Innovative Materials Testing Technologies, Inc. (imtt), United States Paper CODE: NDT.net

85. Ansidocstore: Product: 'Terms And Symbols For Flight Dynamics - Part 6 : Aircraf Title, Terms and symbols for flight dynamics Part 6 aircraft geometry The aircraft is considered to be made up of various components. http://webstore.ansi.org/ansidocstore/product.asp?sku=ISO 1151-6:1982

86. Ansidocstore: Product: 'Aerospace; Concepts, Quantities And Symbols For Flight D Title, Aerospace; concepts, quantities and symbols for flight dynamics; aircraft geometry; ISO 115161982 (status as of 1984) modified (FOREIGN STANDARD) http://webstore.ansi.org/ansidocstore/product.asp?sku=DIN 9300-6

87. Volpe Center: Acoustics Diagram Of Aircraft Tracking Geometry web site for the USDOT Volpe Center Acoustics Facility. http://www.volpe.dot.gov/acoustics/paperp.html

Home Advanced Search Directory Site Map ... Outreach Diagram of Aircraft Tracking Geometry Back to Technical Information Return to Top U.S. Department of Transportation Research and Innovative Technology Administration

88. Entrez PubMed Comparative distribution of petechial haemorrhages as a function of aircraft cockpit geometry. aircraft* Biomedical Engineering Blood Pressure http://www.ncbi.nlm.nih.gov/entrez/query.fcgi?cmd=Retrieve&db=PubMed&list_uids=3

89. Institute For Mathematics And Its Applications Seminar On Industrial Problems: G geometry and the Commercial Airplane Business Goals, Achievements, and Problems. April 21, 2000. Presented by David Ferguson Boeing aircraft Company http://www.ima.umn.edu/industrial/99-2000/ferguson.html

Search Contact Information Program Registration Postdoc/Membership Application Program Feedback ... Join our Mailing Lists Talk Abstract: Seminar on Industrial Problems Geometry and the Commercial Airplane Business: Goals, Achievements, and Problems April 21, 2000 Presented by: David Ferguson Boeing Aircraft Company 570 Vincent Hall 10:10 am Back to 1999-2000 Seminars on Industrial Problems Back to Industrial Programs Back to top of page Homepage ... University of Minnesota Online Privacy Statement Last Modified: Friday, 28-Mar-2003 13:53:19 CST

90. Code One Magazine Online: July 1997 - Carrier Suitability Print Version Printfriendly version of a Code One Magazine article on aircraft carrier suitability. constraints when developing the geometry of the aircraft. http://www.codeonemagazine.com/archives/1997/articles/jul_97/jul3_97_p.html

Carrier Suitability This article appeared in the July 1997 issue of Code One Magazine. H igh seas, cold temperatures, strong winds, and corrosive salt spray create a harsh environment for humans and machines at sea. Aircraft carriers and amphibious assault ships deal with these conditions with brute force and sheer size. The aircraft operating off their decks, however, rely on finesse and ingenuity. As big as these ships are, deck space is at a premium, with every aircraft operation competing for its place. The ability of an aircraft to operate effectively in these rigorous environments is called carrier suitability. A carrier-suitable aircraft has good launch and recovery performance in all-weather, day or night. It has increased landing gear and airframe strength and specialized systems for dealing with short takeoffs and landings. It has good deck handling attributes and compatibility with handling and support equipment. And it is reliable and easily maintained within the constraints of a flight deck and hangar deck. Carrier-based aircraft must meet certain "wind over deck" guidelines for launching with specified mission loads and for landing with specified bring-back loads. When necessary, the carrier must augment the natural wind with its own speed to achieve the wind velocities required to launch and recover aircraft. Carrier-suitable aircraft minimize these requirements to improve tactical flexibility of the carrier.

91. Code One Magazine: Carrier Suitability — July 1997 A Code One Magazine article on aircraft carrier suitability. all of the carrierrelated constraints when developing the geometry of the aircraft. http://www.codeonemagazine.com/archives/1997/articles/jul_97/july3a_97.html

Search: Carrier Suitability Article by Jim Evans This article appeared in the July 1997 issue of Code One Magazine. Print friendly version of this article (text only) H igh seas, cold temperatures, strong winds, and corrosive salt spray create a harsh environment for humans and machines at sea. Aircraft carriers and amphibious assault ships deal with these conditions with brute force and sheer size. The aircraft operating off their decks, however, rely on finesse and ingenuity. As big as these ships are, deck space is at a premium, with every aircraft operation competing for its place. The ability of an aircraft to operate effectively in these rigorous environments is called carrier suitability. A carrier-suitable aircraft has good launch and recovery performance in all-weather, day or night. It has increased landing gear and airframe strength and specialized systems for dealing with short takeoffs and landings. It has good deck handling attributes and compatibility with handling and support equipment. And it is reliable and easily maintained within the constraints of a flight deck and hangar deck. Carrier-based aircraft must meet certain "wind over deck" guidelines for launching with specified mission loads and for landing with specified bring-back loads. When necessary, the carrier must augment the natural wind with its own speed to achieve the wind velocities required to launch and recover aircraft. Carrier-suitable aircraft minimize these requirements to improve tactical flexibility of the carrier.

92. USGS Spectroscopy Lab - AVIRIS Geometry Corrections, Rectification 9K GIF Figure 1. Aricraft viewing geometry. The on board GPS data can be used to plot the aircraft motion. We do this relative to the endpoints of the http://speclab.cr.usgs.gov/PAPERS/aviris.geom.1998a/aviris.geom5.html

USGS Spectroscopy Lab http://speclab.cr.usgs.gov From: Geometric Correction of AVIRIS Imagery Using On-Board Navigation and Engineering Data Roger N. Clark, K. Eric Livo and Raymond F. Kokaly, Summaries of the 7th Annual JPL Airborne Earth Science Workshop , R.O. Green, Ed., JPL Publication 97-21 Jan 12-14, pp57-65, 1998. Geometric Correction of AVIRIS Imagery Using On-Board Navigation and Engineering Data by Roger N. Clark, K. Eric Livo and Raymond F. Kokaly U. S. Geological Survey, MS 964 Box 25046 Federal Center Denver, CO 80225 (303) 236-1371 FAX rclark@speclab.cr.usgs.gov Introduction From 1989 through 1997 the NASA Airborne Visible and Infrared Imaging Spectrometer (AVIRIS) has been flown on multiple flights on an ER-2 aircraft at approximately 20 km altitude (e.g. see Vane et al ., 1984, Porter and Enmark, 1987, Chrien et a l., 1990). At the USGS, AVIRIS data have been used to make materials maps (e.g. see our web site http://speclab.cr.usgs.gov) but registration to a map base using classical control point registration methods with n-term polynomial or rubber sheeting image warping techniques has not fulfilled our expectations or needs, despite significant investment in people time. The Jet Propulsion Laboratory AVIRIS Data Facility delivers numerous engineering, aircraft state, and Global Positioning System (GPS) data sets that can be used to facilitate geometrical rectification of the imagery. Using the JPL data, combined with Digital Elevation Models (DEM), which can crudely, but adequately, be derived from atmospheric absorptions in the AVIRIS data, complete geometric correction appears possible. This paper derives the equations and compares the magnitudes of effects of the ER-2 plane motions on the AVIRIS imagery using example 1995 data over Arches National Park.

93. How "stealth" Is Achieved On F-117A This program was used to find the optimum geometry to minimize an aircraft s RCS. Theoretically, the F117A or any other stealth aircraft can be http://www.aeronautics.ru/f117a.htm

How "stealth" is achieved on F-117A There are four key components to the F-117A's "stealth" suite: RAM (radar absorbent material) coating internal radar-absorbent construction external LO geometry , and IR emissions control RAM Interesting incidents were observed by F-117A maintenance crews during the Gulf War. Here is a short description from At the Controls: F-117A Stealth Fighter , by Jon Lake: " The effectiveness of F-117A's RAM skin was demonstrated in an unusual manner during the Gulf War, when groundcrews started finding dead bats around the tails of hangared aircraft. The unfortunate creatures had clearly flown "full tilt" into the Black Jet's tailfins, which their high frequency 'sonar' had been unable to detect. " The story of "dead bats" in fact has nothing to do with the F-117A's "stealthy" properties. Bats use ultrasonic signals for echolocation: these are mechanical compression waves not electromagnetic waves, as in case with radars, and have certainly nothing to do with the radar absorbent paint or any geometrical properties of the F-117A. The ultrasonic signals emitted by bats are narrow and highly directional and will reflect from most surfaces, RAM or no RAM. To explain the "dead bats" phenomenon we only need to remember that the F-117As use highly toxic paint and that the aircraft were stored in hot hangars with restricted ventilation. If the maintenance crews have spent as much time in these hangars as bats did, the bodies of bats would not have been the only dead bodies found around F-117As.

94. Fixed-wing Aircraft - Definition Of Fixed-wing Aircraft In Encyclopedia Fixedwing aircraft is a term used to refer to monoplanes, biplanes and triplanes, The term embraces a minority of aircraft that have folding wings, http://encyclopedia.laborlawtalk.com/Fixed-wing_aircraft

Add to Favorites General Encyclopedia Legal ... Law forum Search Word: Visit our Law forums Labor Law Accidents Law Bankruptcy Law Business Law ... Tax Law Fixed-wing aircraft is a term used to refer to monoplanes biplanes and triplanes , in fact all conventional aircraft that are neither balloons airships autogyros helicopters or tiltrotors . The term embraces a minority of aircraft that have folding wings, intended to fold when on the ground, perhaps to ease stowage or facilitate transport on, for example, a vehicle trailer or the powered lift connecting the hangar deck of an aircraft carrier to its flight deck. It also embraces an even smaller number of aircraft, such as the General Dynamics F-111 Aardvark and the Panavia Tornado , that can fold their wings during flight. In the early days of their development, these were termed "variable geometry" aircraft. When the wings of these aircraft are fully swept, usually for high speed cruise, the trailing edges of their wings abut the leading edges of their tailplanes, giving an impression of a single delta wing if viewed from above or below. Sir George Cayley , the inventor of the science of aerodynamics , was building and flying models of fixed wing aircraft as early as , and he built a successful passenger-carrying glider in , but it is known the first practical self-powered airplanes were designed and constructed by the Wright brothers . (Indeed, the German

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