Icing can pose problems due to both accretions on aircraft aerodynamic surfaces as well as through shedding of large ice particles from aircraft surfaces. The shed ice causes damage by impacting downstream aerodynamic surfaces and on ingestion by aft mounted engines. Present ice trajectory simulation tools have limited capabilities due to the lack of experimental aerodynamic force and moment data for ice fragments and the large number of variables that can affect the trajectories of ice particles in the aircraft flowfield like the particle shape, size, mass, initial velocity, particle shedding location and orientation during shedding. A comprehensive literature review of experimental studies related to "random-shape" bluff body aerodynamics was conducted to support the development of a list of ice fragments for consideration in this research effort. Recommendations were also obtained from aircraft engine manufacturers and industry partners in developing the ice fragment list. Fifteen ice shapes were identified for aerodynamic testing and they were prioritized based on input from industry. The top three were selected for the present wind tunnel study. The ice fragments selected included a rectangular slab, a semicircular shell and a hemispherical shell. The literature review of experimental studies yielded a variety of methods employed by other investigators in obtaining force and moment data for randomshape bodies. However, in most previous experimental investigations force and moment data were obtained for infinite aspect ratio (2D) fragments. The research described in this thesis was performed to establish 3D six degree of freedom experimental force and moment data in the WSU 7-ft by 10-ft wind tunnel facility. The data obtained will be used in the probabilistic trajectory simulation methods of "random-shape" ice fragments employed at WSU. Experimental results are presented for five ice fragment configurations and include lift, drag and side force coefficients. In certain cases, the pitching, yawing and rolling moment coefficients are also provided. The data was reduced from the balance body axis system to the wind axis system. Transformations were developed to obtain the force and moment data at the model resolving center from the balance virtual center. The forces and moments were resolved by the WSU external balance at the virtual center. Detailed discussions are provided on the effects on the aerodynamic force and moment data due to the test mount, test section wall, model-mount interference, aspect-ratio, ice fragment shape and the associated Reynolds number. Moreover, the flowfield about selected ice fragments was computed using simulation tools like FLUENT (a Navier-Stokes solver) and GAMBIT (meshing preprocessor) to elucidate flow behavior and sting-model interference effects. Results from the computational effort are presented and include pressure coefficient contours and velocity colored streamlines. / Thesis (M.S.)--Wichita State University, College of Engineering, Dept. of Aerospace Engineering. / "December 2006." / Includes bibliographic references (leaves 134-140)

The focus of this thesis is to develop and evaluate a cutback noise minimization process - also known as dynamic cutback optimization - that considers engine spool down during thrust cutback and is consistent with ICAO and FAR Part 36 noise certification procedures. Simplified methods for flyover EPNL prediction used by propulsion designers assume instantaneous thrust reduction and do not take into account the spooling down of the engine during the cutback procedure. The thesis investigates if there is an additional noise benefit that can be gained by modeling the engine spool down behavior. This in turn would improve the margin between predicted EPNL and Stage 4 noise regulations. Modeling dynamic cutback also impacts engine design during the preliminary and detailed design stages. Reduced noise levels due to cutback may be traded for lower engine fan diameter, which in turn reduces weight, fuel burn, and cost.

Thesis (Ph.D.)--University of Delaware, 2009. / Principal faculty advisor: Sunil K. Agrawal, Dept. of Mechanical Engineering. Includes bibliographical references.

Thesis (Ph. D.)--University of Texas, 2001. / "August 2001." Includes bibliographical references (p. 167-184) and index. Also available via the Internet.

Thesis (M.S.)--West Virginia University, 2009. / Title from document title page. Document formatted into pages; contains xii, 93, 50 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 91-93).

Thesis (M.S. in Modeling, Virtual Environments, and Simulation (MOVES)--Naval Postgraduate School, June 2009. / "June 2009." Thesis advisor: William Becker. Performed by Naval Postgraduate School, Monterey, Calif.; sponsored by the Office of Naval Research, VIRTE Program. "Submitted in partial fulfillment of the requirements for the degree of Master of Science in Modeling, Virtual Environments, and Simulation (MOVES) from the Naval Postgraduate School, June 2009."--P. iii. Includes bibliographical references. Also available online from the Naval Postgraduate School (NPS), Dudley Knox Library Web site and the DTIC Online Web site.

Thesis (Ph. D.)--Drexel University, 2004. / Includes abstract and vita. Includes bibliographical references (leaves 156-159).

Thesis (M.S.)--Air Force Institute of Technology, 2002. / Title from title screen (viewed Oct. 28, 2003). Vita. "AFIT/GOR/ENS/02-01." Includes bibliographical references (leaves 84-86). Also issued in paper format.

Thesis (Ph. D.)--University of Texas at Austin, 2002. / Vita. Includes bibliographical references. Available also from UMI Company.

As a decision making aid for the human operator of a highly automated, complex system, qualitative modeling is presented as a tool to mimic the human global assessment process by learning from the system behavior. Such qualitative model is applied to reason about the behavior of a quantitatively simulated aircraft model, to determine on-line when a malfunction occurs in the quantitative model, to hypothesize about the nature of this malfunction, and to suggest a global strategy that would allow to operate (control) the quantitative aircraft under the modified flying conditions. Such an algorithm could be utilized as an addition to a conventional autopilot which would allow it to remain operational after a malfunction has taken place.