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The United States of America As Represented by the Administrator of the

United States of America As Represented by the Administrator of Nasa

The United States of America As Represented by the Administrator

Bruce L Gary

Robert A Frosch

The apparatus and method employ remote sensing to measure the air temperature a sufficient distance ahead of the aircraft to allow time for a variable inlet/engine assembly to be reconfigured in response to the measured temperature, to avoid inlet unstart and/or engine compressor stall. In one embodiment, the apparatus of the invention has a remote sensor for measuring at least one air temperature ahead of the vehicle and an inlet control system for varying the inlet. The remote sensor determines a change in temperature value using the at least one temperature measurement and prior temperature measurements corresponding to the location of the aircraft. The control system uses the change in air temperature value to vary the inlet configuration to maintain the position of the shock wave during the arrival of the measured air in the inlet. In one embodiment, the method of the invention includes measuring at least one air temperature ahead of the vehicle, determining an air temperature at the vehicle from prior air temperature measurements, determining a change in temperature value using the air temperature at the vehicle and the at least one air temperature measurement ahead of the vehicle, and using the change in temperature value to reposition the airflow inlet, to cause the shock wave to maintain substantially the same position within the inlet as the airflow temperature changes within the inlet.

Apparatus and method for measuring air temperature ahead of an aircraft for controlling a variable inlet/engine assembly

A method for determining Richardson Number, Ri, or its reciprocal, RRi, for clear air turbulence prediction using measured potential temperature profiles and determining the vertical gradient of potential temperature, d.theta./dz. Wind vector from the aircraft's instrumentation versus potential temperature dw/d.theta. is determined and multiplied by d.theta./dz to obtain dW/dz. Richardson Number or its reciprocal is then determined from the relationship ##EQU1## for use in detecting a trend toward a threshold value for the prupose of predicing clear air turbulence. Other equations for this basic relationship are disclosed together with the description of a method for combining of other atmospheric observables using multiple regression techniques to produce improved warnings of clear air turbulence.

Microwave temperature profiler for clear air turbulence prediction

A method and apparatus are provided for indicating the altitude at which an aircraft should fly so the W/d ratio (weight of the aircraft divided by the density of air) more closely approaches the optimum W/d for the aircraft. A passive microwave radiometer on the aircraft is directed at different angles with respect to the horizon, to determine the air temperature and therefore the density of the air, at different altitudes. The weight of the aircraft is known. The altitude of the aircraft is changed to fly the aircraft at an altitude at which is W/d ratio more closely approaches the optimum W/d ratio for that aircraft.

System for indicating fuel-efficient aircraft altitude

A method and apparatus are provided for indicating the altitude of the tropopause or of an inversion layer wherein clear air turbulence (CAT) may occur, and the likely severity of any such CAT, which includes directing a passive microwave radiometer on the aircraft at different angles with respect to the horizon. The microwave radiation measured at a frequency of about 55 GHz represents the temperature of the air at an 'average' range of about 3 kilometers, so that the sine of the angle of the radiometer times 3 kilometers equals the approximate altitude of the air whose temperature is measured. A plot of altitude (with respect to the aircraft) versus temperature of the air at that altitude, can indicate when an inversion layer is present and can indicate the altitude of the tropopause or of such an inversion layer. The plot can also indicate the severity of any CAT in an inversion layer. If CAT has been detected in the general area, then the aircraft can be flown at an altitude to avoid the tropopause or inversion layer. The detection method can also be utilized to enable an aircraft to fly at an altitude at which the winds are most favorable for reducing fuel consumption.

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Pasadena, CA, United States of America

Bruce L Gary