FIGURE 3-1 NASA and national priorities for Area A: aerodynamics and aeroacoustics.

Minimization of drag by propulsion–airframe integration will reduce fuel burn and CO2 emissions.

A2 Aerodynamic performance improvement through transition, boundary layer, and separation control

Viscous drag at subsonic, supersonic, or hypersonic speeds may be reduced by controlling the onset of boundary layer transition using active control or passive 3-D design concepts. Direct reduction of skin friction drag is possible with extensive laminar flow, which can be achieved with a combination of vehicle shaping and flow control concepts. One example is natural laminar flow using reduced sweep and control of crossflow pressure gradients through shape optimization. A second example is boundary layer manipulation through suction, blowing, or distributed effectors. Related concepts may also be used to reduce separation at high lift and other conditions (e.g., buffet), which improves performance at high-lift conditions. In some conditions of flight, particularly at high lift, a turbulent boundary layer is needed. Active flow control techniques are emerging, including piezoelectric, voice-coil, dielectric barrier discharges, and surface electrical discharges. The potential advantages are clear, but implementation has been hampered by the lack of accurate and efficient methods for prediction (see Challenge A4b) and design and by the difficulty of conducting experiments that require high Reynolds numbers and are sensitive to disturbances such as free-stream turbulence and noise. Work on this Challenge should identify the most promising application domains, control approaches, and actuator concepts and develop efficient methods for design and experimental validation.

A3 Novel aerodynamic configurations that enable high performance and/or flexible multimission aircraft

Most classes of aircraft configuration have remained constant for many years (e.g., the tube and wing of a subsonic transport and the main rotor plus tail rotor of a helicopter). Novel aerodynamic configurations provide substantial opportunities for long-term breakthroughs in aircraft capabili-

conventional aircraft (typically a few thousand feet). Very few STOL aircraft can safely take off on runways shorter than 3,000 ft and none on runways less than 2,000 feet. (This class does not include ultralight aircraft, kit planes, etc. that can operate out of short fields due to their small size but do not have high-lift systems.)ESTOL airplanes would be able to safely take off on runways of 2,000 ft. They would have high-lift systems and thrust-to-weight ratios that are higher than conventional aircraft but not as high as VTOL aircraft. ESTOL aircraft have not yet been developed for commercial or military operations.V/STOL refers to both VTOL and STOL airplanes that convert to fixed-wing flight after takeoff; it does not include helicopters.

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