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Literatura académica sobre el tema "Aero-Propulsive"

Autor: Grafiati

Publicado: 7 de diciembre de 2024

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Artículos de revistas sobre el tema "Aero-Propulsive"

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STEPAN, Anca, Georges GHAZI y Ruxandra Mihaela BOTEZ. "Development of an Adaptive Aero-Propulsive Performance Model in Cruise Flight – Application to the Cessna Citation X". INCAS BULLETIN 14, n.º 4 (2 de diciembre de 2022): 167–81. http://dx.doi.org/10.13111/2066-8201.2022.14.4.14.

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To accurately predict the amount of fuel needed by an aircraft for a given flight, a performance model must account for engine and airframe degradation. This paper presents a methodology to identify an aero-propulsive model to predict the fuel flow of an aircraft in cruise, while considering initial modeling uncertainties and performance variation over time due to degradation. Starting from performance data obtained from a Research Aircraft Flight Simulator, an initial aero-propulsive model was identified using different estimation methods. The estimation methods studied in this paper were polynomial interpolation, thin-plate splines, and neural networks. The aero-propulsive model was then structured using two lookup tables: one lookup table reflecting the aerodynamic performance, and another table reflecting the propulsive performance. Subsequently, an adaptative technique was developed to locally and then globally, adapt the lookup tables defining the aero-propulsive model using flight data. The methodology was applied to the Cessna Citation X business jet aircraft, for which a highly qualified level D research aircraft flight simulator was available. The results demonstrated that by using the proposed aero-propulsive performance model, it was possible to predict the aerodynamic performance with an average relative error of 0.99%, and the propulsive performance with an average relative error of 3.38%. These results were obtained using the neural network estimation method.

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2

Zhao, Wenyuan, Yanlai Zhang, Peng Tang y Jianghao Wu. "The Impact of Distributed Propulsion on the Aerodynamic Characteristics of a Blended-Wing-Body Aircraft". Aerospace 9, n.º 11 (10 de noviembre de 2022): 704. http://dx.doi.org/10.3390/aerospace9110704.

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Motivated by outstanding aerodynamic performance and limited emissions, the blend-wing-body (BWB) aircraft equipped with a distributed propulsion (DP) system has become a possible layout for civil aircraft in the next generation. Due to the strong aero-propulsive interference (API) between the DP system and the airframe, the conventional integration of pressure and friction stress over the surface may fail to evaluate the aerodynamic power consumption of this layout. Here, the aero-propulsive integrated power balance approach is used alternatively to obtain the aerodynamic power consumption through flow data. We demonstrate that the API effects can enlarge both the lift and aerodynamic power consumption of this layout. The increase in power consumption is attributed to the enhanced viscous dissipation rate within the boundary layer. Wind tunnel experiments further demonstrate that the operation of the DP system can improve the stall characteristics. Our findings encourage limiting the inflow speed of the DP system to alleviate the enhancement in viscous dissipation rate and thus reduce the power consumption.

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3

Luo, Shaojun, Tian Zi Eng, Zhili Tang, Qianrong Ma, Jinyou Su y Gabriel Bugeda. "Multidisciplinary Optimization of Aircraft Aerodynamics for Distributed Propulsion Configurations". Applied Sciences 14, n.º 17 (3 de septiembre de 2024): 7781. http://dx.doi.org/10.3390/app14177781.

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The combination of different aerodynamic configurations and propulsion systems, namely, aero-propulsion, affects flight performance differently. These effects are closely related to multidisciplinary collaborative aspects (aerodynamic configuration, propulsion, energy, control systems, etc.) and determine the overall energy consumption of an aircraft. The potential benefits of distributed propulsion (DP) involve propulsive efficiency, energy-saving, and emissions reduction. In particular, wake filling is maximized when the trailing edge of a blended wing body (BWB) is fully covered by propulsion systems that employ boundary layer ingestion (BLI). Nonetheless, the thrust–drag imbalance that frequently arises at the trailing edge, excessive energy consumption, and flow distortions during propulsion remain unsolved challenges. These after-effects imply the complexity of DP systems in multidisciplinary optimization (MDO). To coordinate the different functions of the aero-propulsive configuration, the application of MDO is essential for intellectualized modulate layout, thrust manipulation, and energy efficiency. This paper presents the research challenges of ultra-high-dimensional optimization objectives and design variables in the current literature in aerodynamic configuration integrated DP. The benefits and defects of various coupled conditions and feasible proposals have been listed. Contemporary advanced energy systems, propulsion control, and influential technologies that are energy-saving are discussed. Based on the proposed technical benchmarks and the algorithm of MDO, the propulsive configuration that might affect energy efficiency is summarized. Moreover, suggestions are drawn for forthcoming exploitation and studies.

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4

Seitz, Arne, Anaïs Luisa Habermann, Fabian Peter, Florian Troeltsch, Alejandro Castillo Pardo, Biagio Della Corte, Martijn van Sluis et al. "Proof of Concept Study for Fuselage Boundary Layer Ingesting Propulsion". Aerospace 8, n.º 1 (13 de enero de 2021): 16. http://dx.doi.org/10.3390/aerospace8010016.

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Key results from the EU H2020 project CENTRELINE are presented. The research activities undertaken to demonstrate the proof of concept (technology readiness level—TRL 3) for the so-called propulsive fuselage concept (PFC) for fuselage wake-filling propulsion integration are discussed. The technology application case in the wide-body market segment is motivated. The developed performance bookkeeping scheme for fuselage boundary layer ingestion (BLI) propulsion integration is reviewed. The results of the 2D aerodynamic shape optimization for the bare PFC configuration are presented. Key findings from the high-fidelity aero-numerical simulation and aerodynamic validation testing, i.e., the overall aircraft wind tunnel and the BLI fan rig test campaigns, are discussed. The design results for the architectural concept, systems integration and electric machinery pre-design for the fuselage fan turbo-electric power train are summarized. The design and performance implications on the main power plants are analyzed. Conceptual design solutions for the mechanical and aero-structural integration of the BLI propulsive device are introduced. Key heuristics deduced for PFC conceptual aircraft design are presented. Assessments of fuel burn, NOx emissions, and noise are presented for the PFC aircraft and benchmarked against advanced conventional technology for an entry-into-service in 2035. The PFC design mission fuel benefit based on 2D optimized PFC aero-shaping is 4.7%.

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5

Baklacioglu, T. y M. Cavcar. "Aero-propulsive modelling for climb and descent trajectory prediction of transport aircraft using genetic algorithms". Aeronautical Journal 118, n.º 1199 (enero de 2014): 65–79. http://dx.doi.org/10.1017/s0001924000008939.

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Abstract In this study, a new aero-propulsive model (APM) was derived from the flight manual data of a transport aircraft using Genetic Algorithms (GAs) to perform accurate trajectory predictions. This new GA-based APM provided several improvements to the existing models. The use of GAs enhanced the accuracy of both propulsive and aerodynamic modelling. The effect of compressible drag rise above the critical Mach number, which was not included in previous models, was considered along with the effects of compressibility and profile camber in the aerodynamic model. Consideration of the thrust dependency with respect to Mach number and the altitude in the propulsive model expression was observed to be a more practical approach. The proposed GA model successfully predicted the trajectory for the descent phase, as well, which was not possible in previous models. Close agreement was observed when comparing the time to climb and time to descent values obtained from the model with the flight manual data.

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6

Swain, Prafulla Kumar, Ashok K. Barik, Siva Prasad Dora y Rajeswara Resapu. "The propulsion of tandem flapping foil following fishtailed flapping trajectory". Physics of Fluids 34, n.º 12 (diciembre de 2022): 123609. http://dx.doi.org/10.1063/5.0128223.

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It has always been a challenge to implement the natural flyer and swimmer kinematics into human-made aero/hydro vehicles for the enhancement of their performance. The propulsive performance of underwater vehicles can be enhanced by following the fishtailed kinematics. In the present study, a two-dimensional simulation has been performed on a tandem flapping foil by altering the simple flapping trajectory motion to a fishtailed trajectory by varying the Strouhal number ( St) in the range of 0.1–0.5. The effect of the inter-foil spacing and phasing between the foils on wake interaction is also investigated. The results show that fishtailed trajectory motion and inter-foil spacing of 2 cm–3 cm (where cm is the mean chord length) between the foils would enhance the propulsive efficiency of the downstream foil by up to 41%. The unfavorable spacing between the foils results in adverse wake interaction, which reduces the propulsive efficiency compared to solo flapping foil.

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7

Yin, F. y A. Gangoli Rao. "Performance analysis of an aero engine with inter-stage turbine burner". Aeronautical Journal 121, n.º 1245 (4 de septiembre de 2017): 1605–26. http://dx.doi.org/10.1017/aer.2017.93.

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ABSTRACTThe historical trends of reduction in fuel consumption and emissions from aero engines have been mainly due to the improvement in the thermal efficiency, propulsive efficiency and combustion technology. The engine Overall Pressure Ratio (OPR) and Turbine Inlet Temperature (TIT) are being increased in the pursuit of increasing the engine thermal efficiency. However, this has an adverse effect on engine NOx emission. The current paper investigates a possible solution to overcome this problem for future generation Very High Bypass Ratio (VHBR)/Ultra High Bypass Ratio (UHBR) aero-engines in the form of an Inter-stage Turbine Burner (ITB). The ITB concept is investigated on a next generation baseline VHBR aero engine to evaluate its effect on the engine performance and emission characteristics for different ITB energy fractions. It is found that the ITB can reduce the bleed air required for cooling the HPT substantially (around 80%) and also reduce the NOx emission significantly (>30%) without penalising the engine specific fuel consumption.

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8

Corcione, Salvatore, Vincenzo Cusati, Danilo Ciliberti y Fabrizio Nicolosi. "Experimental Assessment of Aero-Propulsive Effects on a Large Turboprop Aircraft with Rear-Engine Installation". Aerospace 10, n.º 1 (15 de enero de 2023): 85. http://dx.doi.org/10.3390/aerospace10010085.

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This paper deals with the estimation of propulsive effects for a three-lifting surface turboprop aircraft concept, with rear engine installation at the horizontal tail tips, conceived to carry up to 130 passengers. This work is focused on how the propulsive system affects the horizontal tailplane aerodynamics and, consequently, the aircraft’s static stability characteristics using wind tunnel tests. Both direct and indirect propulsive effects have been estimated. The former produces moments whose values depend on the distance from the aircraft’s centre of gravity to the thrust lines and propeller disks. The latter entails a change in the angle of attack and an increment of dynamic pressure on the tailplane. Several tests were also performed on the body-empennage configuration to investigate the propulsive effects on the aircraft’s static stability without the appearance of any aerodynamic interference phenomena, especially from the canard. The output of the experimental campaign reveals a beneficial effect of the propulsive effects on the aircraft’s longitudinal stability, with an increase in the stability margin of about 2.5% and a reduction in the directional stability derivative of about 4%, attributed to the different induced drag contributions of the two horizontal tail semi-planes. Moreover, the rolling moment coefficient experiences a greater variation due to the propulsion depending on the propeller rotation direction. The outcomes of this paper allow the enhancement of the technical readiness level for the considered aircraft, giving clear indications about the feasibility of the aircraft configuration.

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9

Minucci, Marco A. S. y Leik N. Myrabo. "Phase distortion in a propulsive laser beam due to aero-optical phenomena". Journal of Propulsion and Power 6, n.º 4 (julio de 1990): 416–25. http://dx.doi.org/10.2514/3.25452.

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10

Perry, Aaron T., Phillip J. Ansell y Michael F. Kerho. "Aero-Propulsive and Propulsor Cross-Coupling Effects on a Distributed Propulsion System". Journal of Aircraft 55, n.º 6 (noviembre de 2018): 2414–26. http://dx.doi.org/10.2514/1.c034861.

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Tesis sobre el tema "Aero-Propulsive"

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Altamirano, George V. "Investigation of Longitudinal Aero-Propulsive Interactions of a Small Quadrotor Unmanned Aircraft System". The Ohio State University, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=osu1607075603449697.

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2

Dosne, Cyril. "Development and implementation of adjoint formulation of explicit body-force models for aero-propulsive optimizations". Electronic Thesis or Diss., Institut polytechnique de Paris, 2024. http://www.theses.fr/2024IPPAX026.

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Dans le domaine de l’aéronautique civile, les études de plus en plus nombreuses portant sur les nouveaux systèmes moteurs, tels que les turbofans à très haut taux de dilution et les open-rotors, ainsi que sur les architectures d'intégration motrice innovantes, telles que la propulsion distribuée ou les systèmes à ingestion de couche limite, nécessitent une modélisation couplée de l’aérodynamique externe et du système propulsif, et ce dès les premiers stades de la conception. Les modèles body-force se sont avérés capables de reproduire fidèlement la majeure partie des phénomènes de couplage aéro-propulsif, comme la réponse aérodynamique du moteur aux distorsions d’entrée d’air, et ce à un coût de calcul réduit. Cependant, ils manquent d'une formulation adjointe pour être employés efficacement dans des optimisations par gradient. Cette thèse de doctorat se concentre sur le développement d'une approche adjointe pour les modèles body-force explicites. Tout d'abord, plusieurs optimisations aéro-propulsives sont menées sur une configuration académique de propulsion distribuée, à l'aide d'un modèle body-force réduit. Malgré la simplicité de ce modèle (d’intérêt pour les études de conception amont), une réduction de 10,5 % de la consommation de puissance est obtenue. Le potentiel de cette nouvelle méthodologie est ensuite évalué pour l'optimisation préliminaire de compresseurs, d'abord sans distorsion d’entrée d’air. Le modèle body-force de Hall est considéré pour cette étude. Les gradients de forme des aubes calculés à l’aide de l’adjoint body-force sont comparés à ceux obtenus via des simulations de haute-fidélité. Les résultats obtenus révèlent une très bonne capacité de prédiction des gradients du rotor par l’adjoint body-force, pour une grande partie de la caractéristique du compresseur, et particulièrement pour les points de fonctionnement situés entre le pompage et la zone de fonctionnement nominal du compresseur. En revanche, la précision de ces gradients est réduite à proximité du blocage. Pour le stator, seuls les effets liés à la désadaptation de l’aube au flux incident peuvent être captés. L’optimisation conduite avec l’adjoint body-force au point de fonctionnement nominal a permis d’améliorer le rendement du compresseur, ce qui a été confirmé par des simulations de haute-fidélité. Sous distorsion radiale, la méthode adjointe du body-force s’est à nouveau révélée capable d’améliorer les performances du compresseur en adaptant la géométrie des aubages aux perturbations d’entrée d’air. Les analyses haute-fidélité conduites sur les géométries obtenues par optimisations utilisant l’adjoint body-force montrent une augmentation du rendement isentropique comprise entre 1,16 et 1,47%, selon la formulation du problème d’optimisation retenue. Enfin, une optimisation du compresseur a été conduite à l’aide de l’adjoint body-force dans le cas d’une distorsion s’étendant sur la totalité de la circonférence de l’entrée d’air. Ces résultats sont très prometteurs et les observations effectuées sont cohérentes avec celles disponibles dans la communauté scientifique et obtenue à l’aide de calcul de haute-fidélité
In civil aviation, the increasing exploration of innovative engine systems – such as ultra-high bypass ratio turbofan or open-rotor – and breakthrough engine-integration architectures – such as distributed propulsion or boundary-layer ingestion – require a coupled modeling of the aerodynamic and propulsion subsystems from the earliest design stages. Body-force models have proven capable of faithfully reproducing most of the coupling phenomena, such as the engine response to inlet flow distortions, at reduced computational cost. However, they lack an adjoint formulation to be efficiently used in gradient-based optimizations. The present PhD thesis focuses on the development of an adjoint approach for explicit body-force models. First, aero-propulsive optimizations of an academic distributed propulsion configuration are conducted using a lumped body-force model. Despite the simplicity of this model (of interest for conceptual design studies), 10.5% decrease in power consumption is achieved. Then the potential of this new methodology is investigated for the preliminary optimization of compressor stages, at first under clean inflow conditions. The Hall body-force model is considered for such purpose. The comparison of the blade shape gradients computed by the adjoint body-force with high-fidelity ones, obtained from blade-resolved computations, shows very good prediction for the rotor. This is observed over a large portion of the compressor characteristic, especially between near-design and surge operating conditions, while accuracy is reduced near the blockage. On the contrary, for stator shape gradients, only flow misalignment effects can be captured. At design conditions, the improvement of the compressor efficiency obtained by the adjoint body-force optimization has been confirmed through high-fidelity simulations. Optimization under radial inlet distortion are then investigated. Once again, the adjoint body-force approach is found capable of enhancing the compressor performances, by adapting its geometry to the off-design inflow conditions. According to high-fidelity analysis of the body-force optimized blade geometry, an increase in compressor isentropic efficiency between 1.16 and 1.47% is achieved, given the formulation of the optimization problem. Finally, an optimization of the compressor under full-annulus inlet distortion is conducted leading to very promising results, which are consistent with those found in the literature using advanced simulations

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3

Arntz, Aurélien. "Civil aircraft aero-thermo-propulsive performance assessment by an exergy analysis of high-fidelity CFD-RANS flow solutions". Thesis, Lille 1, 2014. http://www.theses.fr/2014LIL10110/document.

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Les outils et méthodologie utilisés actuellement par les ingénieurs ne permettent pas d’évaluer efficacement l’intérêt de ces concepts innovants. Typiquement, le conventionnel partage poussée/traînée devient excessivement ambigu pour l’étude de systèmes propulsifs avec ingestion de couches limites. Par ailleurs, le management thermique devient un enjeux crucial pour les performances globales de l’appareil. Le travail a donc consisté à développer une méthodologie capable de prendre en compte ces différents aspects. Dans un premier temps, une formulation théorique basée sur la notion d’exergie a été développée. Une analyse du fluide contenu dans un volume de contrôle autour de l’appareil basée sur la quantité de mouvement et sur le premier et le second principes de thermodynamique a permis d’aboutir à une équation bilan qui met en relation l’exergie délivrée par convection (système propulsif) ou par conduction (transfert de chaleur), l’équilibre mécanique de l’avion et les principaux phénomènes fluides à l’origine de la destruction d’exergie. Cette formulation théorique a ensuite été implémentée numériquement dans un code Fortran afin de pouvoir post-traiter des solutions haute-fidélité CFD-RANS. La précision et la robustesse de ce code a été évaluée dans un second temps pour des configurations non propulsées qui ont l’avantage de faire intervenir des méthodes éprouvées pour la détermination de la traînée subi par ces solides. Enfin, la formulation et le code on été utilisés pour la détermination des performances de configurations qui échangent de l’énergie (mécanique ou thermique) avec le fluide environnant
The tools and methodologies currently used for the design of commercial aircraft have been initiated decades ago and are based on simplifying assumptions that become excessively ambiguous for highly-integrated propulsion devices for which traditional drag/thrust bookkeepings become inapplicable. Likewise, the growing complexity of civil aircraft requires a more global performance assessment which could take into account thermal management. As a consequence, a new exergy-based formulation is derived for the assessment of the aerothermopropulsive performance of civil aircraft. The output of the derivation process is an exergy balance between the exergy supplied by a propulsion system or by heat transfer, the mechanical equilibrium of the aircraft, and the exergy outflow and destruction within the control volume. The theoretical formulation is subsequently numerically implemented in a Fortran code named ffx for the post-processing of CFD-RANS flow solutions. Unpowered airframe configurations are examined with grid refinement studies and a turbulence model sensitivity analysis. The code is thereby validated against well-tried methods of drag prediction or wind-tunnel testings when available. Finally, the investigation of powered configurations demonstrates the ability of the approach for the performance assessment of configurations with aerothermopropulsive interactions

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4

"Modeling, Analysis, and Control of a Hypersonic Vehicle With Significant Aero-Thermo-Elastic-Propulsion Interactions, and Propulsive Uncertainty". Master's thesis, 2010. http://hdl.handle.net/2286/R.I.8592.

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abstract: This thesis examines the modeling, analysis, and control system design issues for scramjet powered hypersonic vehicles. A nonlinear three degrees of freedom longitudinal model which includes aero-propulsion-elasticity effects was used for all analysis. This model is based upon classical compressible flow and Euler-Bernouli structural concepts. Higher fidelity computational fluid dynamics and finite elementmethods are needed formore precise intermediate and final evaluations. The methods presented within this thesis were shown to be useful for guiding initial control relevant design. The model was used to examine the vehicles static and dynamic characteristics over the vehicles trimmable region. The vehicle has significant longitudinal coupling between the fuel equivalency ratio (FER) and the flight path angle (FPA). For control system design, a two-input two-output plant (FER - elevator to speed-FPA) with 11 states (including 3 flexible modes) was used. Velocity, FPA, and pitch were assumed to be available for feedback. Propulsion system design issues were given special consideration. The impact of engine characteristics (design) and plume model on control system design were addressed.Various engine designs were considered for comparison purpose. With accurate plume modeling, effective coupling from the FER to the FPA was increased, which made the peak frequency-dependent (singular value) conditioning of the two-input two-output plant (FER-elevator to speed-FPA) worse. This forced the control designer to trade off desirable (performance/robustness) properties between the plant input and output. For the vehicle under consideration (with a very aggressive engine and significant coupling), it has been observed that a large FPA settling time is needed in order to obtain reasonable (performance/ robustness) properties at the plant input. Ideas for alleviating this fundamental tradeoff were presented. Plume modeling was also found to be particularly significant. Controllers based on plants with insufficient plume fidelity did not work well with the higher fidelity plants. Given the above, the thesismakes significant contributions to control relevant hypersonic vehicle modeling, analysis, and design.
Dissertation/Thesis
M.S. Electrical Engineering 2010

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Capítulos de libros sobre el tema "Aero-Propulsive"

1

Wervaecke, Christelle, Ilias Petropoulos y Didier Bailly. "Assessment of Exergy Analysis of CFD Simulations for the Evaluation of Aero-Thermo-Propulsive Performance of Aerial Vehicles". En Computational Methods in Applied Sciences, 261–75. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-57422-2_17.

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Actas de conferencias sobre el tema "Aero-Propulsive"

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Geuther, Steven, Benjamin Simmons y Kasey Ackerman. "Overview of the Subscale RAVEN Flight Controls and Modeling Testbed". En Vertical Flight Society 80th Annual Forum & Technology Display, 1–12. The Vertical Flight Society, 2024. http://dx.doi.org/10.4050/f-0080-2024-1185.

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The Research Aircraft for eVTOL Enabling TechNologies (RAVEN) Subscale Wind-Tunnel and Flight Test (SWFT) model is a subscale aircraft built for flight dynamics and controls research demonstrated in wind-tunnel and flight-test experiments. The intent of this paper is to provide a summary of past, current, and future efforts being pursued by the RAVEN-SWFT project. Initially, vehicle development guidelines were crafted by a multidisciplinary team to ensure that the RAVEN-SWFT vehicle was well suited for research in multiple areas, including aero-propulsive modeling, flight controls, and autonomy, among others. The vehicle has been used to obtain extensive wind-tunnel data, enabling aero-propulsive model development across the transition flight envelope and validation of computational tools. The vehicle will be used to conduct flight testing in order to evaluate modeling strategies and flight control logic. The RAVEN-SWFT model also serves as a risk reduction activity for a conceptual, full-scale vehicle in the 1000-lb class. The next steps in the project are to successfully demonstrate free flight in hover, transition, forward flight, and the reverse thereof, utilizing custom control laws integrated onto the RAVEN-SWFT avionics hardware. The project intends to publicize all of the geometry, data, and methods in future reports.

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2

TOWNEND, L., E. BROADBENT, J. CLARKE, R. EAST, T. NONWEILER, G. PAGAN, E. PARKER y J. PIKE. "Aero-propulsive effects on configuration shaping". En 3rd International Aerospace Planes Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1991. http://dx.doi.org/10.2514/6.1991-5064.

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Ahuja, Vivek, Imon Chakraborty y Roy J. Hartfield. "Aero-Propulsive Analysis for Contemporary Conceptual Design". En AIAA Aviation 2019 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2019. http://dx.doi.org/10.2514/6.2019-3019.

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4

de Vries, Reynard, Maurice Hoogreef y Roelof Vos. "Aero-Propulsive Efficiency Requirements for Turboelectric Transport Aircraft". En AIAA Scitech 2020 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2020. http://dx.doi.org/10.2514/6.2020-0502.

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Africawala, Jalendu y Aleksandar Joksimovic. "Panel Method for Aero-Propulsive Design Space Exploration". En AIAA SCITECH 2024 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2024. http://dx.doi.org/10.2514/6.2024-0240.

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Kerho, Mike F. "Aero-Propulsive Coupling of an Embedded, Distributed Propulsion System". En 33rd AIAA Applied Aerodynamics Conference. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2015. http://dx.doi.org/10.2514/6.2015-3162.

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Hosangadi, A., P. Cavallo, S. Arunajatesan, R. Ungewitter y R. Lee. "Aero-propulsive jet interaction simulations using hybrid unstructured meshes". En 35th Joint Propulsion Conference and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1999. http://dx.doi.org/10.2514/6.1999-2119.

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8

GORADIA, SURESH, ABEL TORRES, SHARON STACK y JOEL EVERHART. "Engineering method for aero-propulsive characteristics at hypersonicMach numbers". En 3rd International Aerospace Planes Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1991. http://dx.doi.org/10.2514/6.1991-5061.

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Sagliano, Marco, Ping Lu, Breanna Johnson, David Seelbinder y Stephan Theil. "Six-Degrees-of-Freedom Aero-Propulsive Entry Trajectory Optimization". En AIAA SCITECH 2024 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2024. http://dx.doi.org/10.2514/6.2024-1171.

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10

Simmons, Benjamin M., James L. Gresham y Craig A. Woolsey. "Aero-Propulsive Modeling for Propeller Aircraft Using Flight Data". En AIAA SCITECH 2022 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2022. http://dx.doi.org/10.2514/6.2022-2171.

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