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The present study was performed to determine how significant the interference effects of the wind-tunnel model support system and tunnel walls can be for a high-speed configuration during takeoff and landing conditions. A 5-percent scale model of the Technology Concept Airplane was recently tested in the Langley 14- by 22-Foot Sub-sonic Tunnel. The model was numerically modeled with and without the support and tunnel walls and compared with experimental data. Detailed analysis of the flow provided additional insight concerning what effects the post support and tunnel walls had on the flow field. This study revealed that although the overall forces and moments could be experimentally accounted for, the detailed flow features, such as the surface pressure distributions, could not be accurately simulated without including the post support in the computations.

Papers presented at the First Annual High Speed Research Workshop held in Williamsburg, Viginia, on May 14-16, 1991 are presented. This NASA-sponsored workshop provided a national forum for presenting and discussing important technology issues related to the definition of an economically viable and environmentally compatible High Speed Civil Transport. The sessions are developed around the technical components of NASA's Phase 1 High Speed Research Program which addresses the environmental issues of atmospheric emissions, community noise, and sonic boom. In particular, this part of the publication, Part 4, addresses high lift research and supersonic laminar flow control.

Market growth and technological advances are expected to lead to a generation of long-range transports that cruise at supersonic or even hypersonic speeds. Current NASA/industry studies will define the market windows in terms of time frame, Mach number, and technology requirements for these aircraft. Initial results indicate that, for the years 2000 to 2020, economically attractive vehicles could have a cruise speed up to Mach 6. The resulting research challenges are unique. They must be met with technologies that will produce commercially successful and environmentally compatible vehicles where none have existed. Several important areas of research were identified for the high-speed civil transports. Among these are sonic boom, takeoff noise, thermal management, lightweight structures with long life, unique propulsion concepts, unconventional fuels, and supersonic laminar flow.

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Tecnician Chris McLain cutting fiber glass beam specimens. Photographed in building 1238B - model shop.

NASA GLENN/NASA LANGLEY LOADS COMPARISON TEST WITH 6 COMPONENT FORCE/MOMENT BALANCE AND 1.7% HIGH SPEED RESEARCH MODEL 5.

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

HIGH SPEED RESEARCH 2D INLET POPPET VALVES IN THE 10X10 FOOT WIND TUNNEL

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

From the bitsavers.org collection, a scanned-in computer-related document. mitre :: ESD Technical Reports :: ESD-TR-69-248 Research and Development of High Speed Processor Arrays Jun69

High Speed Research (HSR). -- Photographed on: 02/22/2000.

High Speed Research (HSR). -- Photographed on: 03/22/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-246: Upper right flutter wing with 26 accelerameters installed (red and blue wires). L2000-247: Lower right flutter wing with 40 pressure transducers being installed. L2000-248: Upper right flutter wing with 26 accelerameters installed. L2000-249: Lower right flutter wing with 40 pressure transducers being installed. L2000-250: 3% BWM with 2 of 3 engines in place. L2000-251; Technician G. Ormsby working on 3% BWM. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 04/27/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-399: 14% BWM's foam mold block W1 (left wing, bottom) on surface table. L2000-400: View of autoclave room with wall and walk-in freezer removed. L2000-401: Graphite hat section on teflon mold block. L2000-402: Component parts and patterns used in making small educational wing tunnel. L2000-403: 2% BWM with balance placed in lower skin for location. Photographed in building 1238B - model shop.

The Icing Research Tunnel at NASA Lewis Research Center provides scientists a scaled, controlled environment to simulate natural icing events. The closed-loop, low speed, refrigerated wind tunnel offers the experimental capability to test for icing certification requirements, analytical model validation and calibration techniques, cloud physics instrumentation refinement, advanced ice protection systems, and rotorcraft icing methodology development. The test procedures for these objectives all require a high degree of visual documentation, both in real-time data acquisition and post-test image processing. Information is provided to scientific, technical, and industrial imaging specialists as well as to research personnel about the high-speed and conventional imaging systems will be on the recent ice protection technology program. Various imaging examples for some of the tests are presented. Additional imaging examples are available from the NASA Lewis Research Center's Photographic and Printing Branch.

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

NASA GLENN/NASA LANGLEY LOADS COMPARISON TEST WITH 6 COMPONENT FORCE/MOMENT BALANCE AND 1.7% HIGH SPEED RESEARCH MODEL 5.

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

UNSTART PROGRAM - 10X10 FOOT SUPERSONIC WIND TUNNEL AS PART OF THE HIGH SPEED RESEARCH PROGRAM

High Speed Research (HSR). -- Photographed on: 03/08/99. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L99-648: 3 X 20 inch fiberglass beam specimens with side rails. L99-649: Don Keller taking deflection measurement on the outboard wing tip specimen. L99-650: Wing mold pad has pin hole filled for future redrilling. L99-651: Technicians, Mike Powers and Mark Griffith, put finishing touches on left upperwing pattern. L99-652: Shows the blending between the stand-off mold and the fuselage mold. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 03/08/99. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L99-648: 3 X 20 inch fiberglass beam specimens with side rails. L99-649: Don Keller taking deflection measurement on the outboard wing tip specimen. L99-650: Wing mold pad has pin hole filled for future redrilling. L99-651: Technicians, Mike Powers and Mark Griffith, put finishing touches on left upperwing pattern. L99-652: Shows the blending between the stand-off mold and the fuselage mold. Photographed in building 1238B - model shop.

A comparison is made between the results of trimming a High Speed Civil Transport (HSCT) concept along a reference mission profile using two trim modes. One mode uses the stabilator. The other mode uses fore and aft placement of the center of gravity. A comparison is make of the throttle settings (cruise segments) or the total acceleration (ascent and descent segments) and of the drag coefficient. The comparative stability of trimming using the two modes is also assessed by comparing the stability margins and the placement of the lateral and longitudinal eigenvalues.

NASA's High-Speed Research Program sponsored the 1999 Aerodynamic Performance Technical Review on February 8-12, 1999 in Anaheim, California. The review was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in the areas of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High Lift, and Flight Controls. The review objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among die scientists and engineers working on HSCT aerodynamics. In particular, single and midpoint optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented, along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program. This Volume 2/Part 2 publication covers the tools and methods development session.

High Speed Research (HSR). -- Images L99-2015, L99-2016, L99-2019, and L99-2020 are available as electronic files from the photo lab. See URLs. -- Photographed on: 10/28/99. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L99-2015: 3D systems wax X-37. L99-2016: 3D systems wax X-37. L99-2017: SLA exhausts for Glenn Research Center. L99-2018: SLA exhausts for Glenn Research Center. L99-2019: 3D systems wax X-37. L99-2020: 3D systems wax X-37. L99-2021 through L99-2024: Sequence of photographs showing the fabrication of graphite pre-kpreg woven cloth. Technicians shown are Kelvin Boston and Clarence Stansfield. L99-2025: 3% BWM. L99-2026: HSR upper flutter wing skin/core. L99-2027: HSR lower flutter wing skin/core. L99-2028: Technician Tom Abbott is shown cleaning up the Mars return aeroshell. L99-2029: HSR-flutter reduced horizontal tail on fadal. L99-2030: Mars Flyer's lower surfaces being fabricated on okamoto. Technician Luke Catella is shown. L99-2031: 3D systems wax balance supports. L99-2032: 3D systems wax X-37. L99-2033: Mars Flyer's lower surfaces being fabricated on okamoto. Technician Luke Catella is shown.

High Speed Research (HSR). -- Photographed on: 09/18/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop. L2000-1429: Flutter wing mounted to flexible beam in a vertical position (view of lower surface). L2000-1430: BWM's bending specimen - lower skin assembly with bulkheads and ribs attached, loading fixtures mounted at the ends. L2000-1431: Close up of BWM's bending specimen showing X-Clip intergration with bulkheads and splice caps.

High Speed Research (HSR). -- Photographed on: 11/18/99. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop. L99-2246: Flutter wing honeycomb cores milled to the parting plane. L99-2247: SLA lobe-on-lobe mixer treed. L99-2248: Different mixers. L99-2249: First sample wax mixer. L99-2250: 3% blended wing model. L99-2251: Technician Ben Guenther cleaning milled honeycomb core on flutter wing. L99-2252: Wax lobe-on-lobe mixer. L99-2253: Different view of first sample wax mixer. L99-2254: Technician W. Geouge fabricating rotor blades.

High Speed Research (HSR). -- Photographed on: 10/29/99. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L99-1994: Technician Tom Abbott using the gap lathe to turn the Mars' return aeroshell. L99-1995: HSR flutter wing's engine nacelle core being milled on the fadal. L99-1996: The upper surfaces of the mars flyer's body and wings being fabricated on the okamoto. L99-1997: Technician Mark Griffith setting up a X-37 pattern. L99-1998: New wax printer (thermojet). L99-1999: Technician Jim Adkins preparing the Mars Flyer molds for a fiberglass layup. L99-2000: HSR lower flutter wing showing the three strain gages and the forty aluminum pressure transducer holders. L99-2001: View of the 3% BWM under fabrication. L99-2002: Two SLA Mars flyer models. L99-2003: Technician Jim Adkins working on the Mars Flyer's mold. L99-2004: HSR flutter's flexible fuselage beam under fabrication.

High Speed Research (HSR). -- Photographed on: 09/03/98. -- Top view of right fuselage pattern within the fore and aft fuselage molds. Finish cut on lower right wing pattern. Fiberglass/resin lay-up to form the upper right wing mold. From top to bottom; inner core pattern, and nacelle mold with fiberglas/resin lay-up inside. Picture of SLA parts on mold. SLA parts on drawing. View of mold. Photographed in building 1238B - model shop.

Photographed on: 03/09/98. -- Servo hydraulic test stand and data system, stress relaxation test fixture, building 1205.

Photographed on: 12/16/97. -- First of five panels tested in building 1148. Fuselage tension panel for the High Speed Research (HSR) program. Tested in the 1.2 million pound capacity test machine. Mark Feldman of Boeing Phantom Works in St. Louis, MO and David McGowan a NASA aerospace engineer are in the photos.

High Speed Research (HSR). -- Photographed on: 12/09/1999. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L99-2375: View of lower flutter wing with ballast placed in pre-cut holes. L99-2376: Work being done to 3% BWM. L99-2377: Top view of lower flutter wing with ballast placed in pre-cut holes. L99-2378: Top view of upper flutter wing with ballast placed in pre-cut holes.

High Speed Research (HSR). -- Photographed on: 02/04/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop. L2000-96: A view presenting on the right: The internal components of the 3%BWM; and to the left: the upper skin. L2000-97: Upper flutter wing showing the balsawood components to the diving boards with the nacelle mounts and beams in place. L2000-98: A view presenting on the right: The internal components of the 3%BWM; and to the left: the upper skin. L2000-99: Upper flutter wing half showing the balsawood components to the diving boards. L2000-100: Lower flutter wing half showing the balsawood components to the diving boards with the nacelle mounts and beams in place. L2000-101: Lower flutter wing half showing the balsawood components to the diving boards.

High Speed Research (HSR). -- Photographed on: 03/30/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-289: Upper right flutter wing with all instrumentation installed. L2000-290: Lower right flutter wing with all instrumentation installed. L2000-291: Upper right flutter wing with all instrumentation installed. L2000-292: 14% BWM with foam mold blocks on large surface table view from the top, front. L2000-293: Fabrication on 3% BWM, lower surface visible (from left to right: G. Ormsby, C. McLain, and S. Geissinger). L2000-294: Rear view of 14% foam mold blocks (Luke Catella). L2000-295, L2000-296, and L2000-297: Skin specimens for tests of possible skin construction techniques for 14% BWM. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 05/23/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-477: 2% BWM's winglets being fabricated. L2000-478: Technician C. McLain fabricating the 2% BWM's winglets. L2000-479: Technicians S. James and G. Ormsby cutting the flaps on the 2% BWM. L2000-480: Third in a series that will show the installation of a second autoclave. New (black) pipes added to autoclave, routed up and over the older autoclave. L2000-481: Lower surface of 2% BWM. L2000-482: View of older cooling towers and new concrete cooling tower pad. L2000-483: View of older cooling towers and new concrete cooling tower pad. L2000-484: Flutter wing with low spots filled and L. E. fiberglass wrap applied. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 06/26/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-554: 2% BWM top view construction. L2000-555: Sixth in a series of photographs that track the installation of a second autoclave. Sheet rock attached to steel studs. L2000-556: Trench dug to hold electrical lines to new outdoor cooling tower. L2000-557: Front view of new cooling tower showing trench filled in.

High Speed Research (HSR). -- Image L2000-335 is available as an electronic file from the photo lab. See URL. -- Photographed on: 04/11/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-334: 3% BWM group shot - first row, left to right: E. Kerlin, T. Vranas, L. Catella, C. McLain, D. Grizzle, D. Giltinan, and B. King. Back row, from left to right: G. Ormsby, D. Muri, S. Geissinger, M. Hudgins, J. Adkins, B. Allen, D. Andrews, and D. Paddock. L2000-335: 3% BWM with additional parts (slats, hatches, protractors, plates, etc.) L2000-336: Underside view of 3% BWM showing various deflections on trailing edge. L2000-337: Graphite hat-section with white teflon block partially pulled out. L2000-338: Graphite hat-section. L2000-339: Technician L. Catella adjusting trailing edge flaps on 3% BWM's lower side. L2000-340: Foam mold blocks creating main body for 14% BWM. L2000-341: Technician S. James working on 2% BWM. L2000-342: Graphite morter shell. L2000-343: Graphite morter shell. L2000-344: 3% BWM - technician L. Catella. L2000-345: Boam mold blocks creating main body for 14% BWM. L2000-346: New transport design (3% BWM) vs. old transport design (737). People in group photo include, from left to right: E. Kerlin, T. Vranas, L. Catella, C. McLain, D. Grizzle, D. Giltinan, and B. King. Back row, from left to right: G. Ormsby, D. Murri, S. Geissinger, M. Hudgins, J. Adkins, B. Allen, D. Andrews, and D. Paddock. L2000-347: Graphite muffler with separate aluminum cap. L2000-348: Graphite muffler with cap. L2000-349: Graphite muffler with separate aluminum cap. L2000-350: Graphite muffler with cap. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 04/18/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-365: Upper mold 2% BWM. L2000-366: Technician R. Barnes working on F-18 drop model's wing pylons. L2000-367: Upper skin flutter model with all instrumentation trenches filled. L2000-368: Leading edge slats mold for 2% BWM. L2000-369: 14% BWM foam mold with catwalk installed. L2000-370: Lower skin flutter model with all instrumentation trenched filled. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 11/02/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 01/05/2001. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 01/05/2001. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop.

HIGH SPEED RESEARCH DUCT MODEL

High Speed Research (HSR). -- Photographed on: 02/14/2001. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. Photographed in building 1238B - model shop.

High Speed Research (HSR). -- Photographed on: 06/27/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-561: Back of building 1238B showing new power lines to new cooling tower. L2000-562: Back view of cooling tower where previous trench has been filled in. L2000-563: View of bottom on flutter wing, inBD nacelle mounted, outBD beam visible. L2000-564: Technician Sam James adjusting outbaord flap on 2% BWM. L2000-565: View of root section of the flutter wing, visible some of the pressure transducer wires, accelerameter wires and manifolds. L2000-566: Top view of work on 3% BWM. L2000-567: Seventh in a series that track the installation of a second autoclave: sheet rock taped and muddied. L2000-568: Technicians L. Catella and C. McLain with completed 2% BWM. L2000-569: Completed 2% BWM. L2000-570 and L2000-571: Technician L. Catella and C. McLain with completed 2% BWM. L2000-572: Interior of extended room that houses the newly installed autoclave. Photographed in building 1238B - model shop.

NASA's High-Speed Research Program sponsored the 1998 Aerodynamic Performance Technical Review on February 9-13, in Los Angeles, California. The review was designed to bring together NASA and industry HighSpeed Civil Transport (HSCT) Aerodynamic Performance technology development participants in areas of. Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High-Lift, and Flight Controls. The review objectives were to: (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientists and engineers working HSCT aerodynamics. In particular, single and multi-point optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT simulation results were presented along with executive summaries for all the Aerodynamic Performance technology areas. The HSR Aerodynamic Performance Technical Review was held simultaneously with the annual review of the following airframe technology areas: Materials and Structures, Environmental Impact, Flight Deck, and Technology Integration. Thus, a fourth objective of the Review was to promote synergy between the Aerodynamic Performance technology area and the other technology areas of the HSR Program.

The High-Speed Research Program and NASA Langley Research Center sponsored the NASA High-Speed Research Program Aerodynamic Performance Workshop on February 25-28, 1997. The workshop was designed to bring together NASA and industry High-Speed Civil Transport (HSCT) Aerodynamic Performance technology development participants in area of Configuration Aerodynamics (transonic and supersonic cruise drag prediction and minimization), High-Lift, Flight Controls, Supersonic Laminar Flow Control, and Sonic Boom Prediction. The workshop objectives were to (1) report the progress and status of HSCT aerodynamic performance technology development; (2) disseminate this technology within the appropriate technical communities; and (3) promote synergy among the scientist and engineers working HSCT aerodynamics. In particular, single- and multi-point optimized HSCT configurations, HSCT high-lift system performance predictions, and HSCT Motion Simulator results were presented along with executive summaries for all the Aerodynamic Performance technology areas.

High Speed Research (HSR). -- Photographed on: 03/30/2000. -- Fabrication of patterns, molds, and model components that will be assembled into a semi-span model. L2000-289: Upper right flutter wing with all instrumentation installed. L2000-290: Lower right flutter wing with all instrumentation installed. L2000-291: Upper right flutter wing with all instrumentation installed. L2000-292: 14% BWM with foam mold blocks on large surface table view from the top, front. L2000-293: Fabrication on 3% BWM, lower surface visible (from left to right: G. Ormsby, C. McLain, and S. Geissinger). L2000-294: Rear view of 14% foam mold blocks (Luke Catella). L2000-295, L2000-296, and L2000-297: Skin specimens for tests of possible skin construction techniques for 14% BWM. Photographed in building 1238B - model shop.