The development of the non-linear equations of motion for the hang glider from first principles is described, including the complex geometry of control by pilot ‘weight shift’. By making appropriate assumptions the linearised small perturbation equations are derived for the purposes of stability and control analysis. The mathematical development shows that control is effected not by pilot weight shift, but by centre of gravity shift and that lateral-directional control by this means is weak, and is accompanied by significant instantaneous adverse response.

The development of a comprehensive semi-empirical mathematical model of the flexible wing aerodynamics is described. In particular, the modelling attempts to quantify camber and twist dependencies. The performance of the model is shown to compare satisfactorily with measured hang glider wing data obtained in earlier full scale experiments. The mathematical aerodynamic model is then used to estimate the hang glider stability and control derivatives over the speed envelope for substitution into the linearised equations of motion.

The development of new methods of producing hypersonic wind-tunnel flows at increasing velocities during the last few decades is reviewed with attention to airbreathing propulsion, hypervelocity aerodynamics and superorbital aerodynamics. The role of chemical reactions in these flows leads to use of a binary scaling simulation parameter, which can be related to the Reynolds number, and which demands that smaller wind tunnels require higher reservoir pressure levels for simulation of flight phenomena. The use of combustion heated vitiated wind tunnels for propulsive research is discussed, as well as the use of reflected shock tunnels for the same purpose. A flight experiment validating shock-tunnel results is described, and relevant developments in shock tunnel instrumentation are outlined. The use of shock tunnels for hypervelocity testing is reviewed, noting the role of driver gas contamination in determining test time, and presenting examples of air dissociation effects on model flows. Extending the hypervelocity testing range into the superorbital regime with useful test times is seen to be possible by use of expansion tube/tunnels with a free piston driver.

The SMARTFIRE computational fluid dynamics (CFD) software was used to predict the ‘possible’ behaviour of airflow as well as the spread of fire and smoke within a Swissair configured McDonnell Douglas MD-11 commercial transport aircraft. This work was undertaken by the Fire Safety Engineering Group (FSEG) of the University of Greenwich as part of Transportation Safety Board (TSB) of Canada, Fire & Explosion Group’s investigation into the in-flight fire occurrence onboard Swissair Flight 111 (SR111): TSB Report Number A98H0003. The main aims of the CFD analysis were to develop a better understanding of the possible effects, or lack thereof, of numerous variables relating to the in-flight fire. This assisted investigators in assessing possible fire dynamics for cause and origin determination. In Part 1, the numerical analyses to pre-fire airflow patterns within the cockpit and its vicinity are presented. The pre-fire simulations serve two ends. One is to provide insight into the flow patterns within the cockpit and its vicinity and further supportive numerical evidence for the airflow flight test observations. The other is to provide plausible initial flow conditions for fire simulations. In this paper, some flow patterns at a number of primary locations within the cockpit and its vicinity are highlighted and the predicted flow patterns are compared with the findings from the airflow flight tests. The predicted patterns are found to be in good qualitative agreement with the experimental test findings.

It is considered that the blended wing body may offer the possibility of improvements in performance efficiency over the conventional civil transport. Such configurations will require transonic wind tunnel testing. Hence, a feasibility study has been carried out at ARA to investigate possible model support systems that could be used for this purpose. The study addressed issues arising from the mechanical design of two support systems; namely, a blade or Z-sting and a standard rear sting. In particular, the relatively restricted space available within the model fuselage has presented challenges in the design of the layout of the balance and instrumentation required for the model. CFD analysis has been carried out to assess the relative interference effects of the two support arrangements. This initial work has shown unexpectedly significant interference effects associated with the Z-sting support and attention is drawn to the need for further design work to minimise these effects.

Computational fluid dynamics models range from the finite difference type grid-based method to the Lagrangian style vortex cloud simulation technique for solving the Navier-Stokes equations. This paper undertakes a comparison of these two methods for the classical datum bluff body case of flow past a stationary circular cylinder at low Reynolds numbers in the range 10 to 220. Comparisons include time-history, time-mean and root-mean-square values of oscillating drag and lift coefficients, frequency of vortex shedding and related vortex street wake flow patterns. Particularly close agreement was obtained for Strouhal number versus Reynolds number, and good agreement for time-mean value of drag coefficients; comparison was also made with experimental results. Attempts are also made to calculate the skin friction and surface pressure components of the cylinder drag, revealing the significance of skin friction drag within this range and its relative insignificance above a Reynolds number of 220.