The National Aerospace Plane (NASP) configuration was designed to suit the propulsion needs at hypersonic speeds. Its lower fuselage surface formed the propulsion system with an oblique shock compression ramp, scramjet combustion module, and a single expansion ramp nozzle. To minimize drag, the nose was very thin and the upper surface was nearly flat. now each of these surfaces contribute to its poor low-speed and ground effect performance is demonstrated. This poor performance Is characterized by significant power-on lift reduction that is intensified by ejector action while in ground effect. The NASP aerodynamic characteristics were first measured on a three-dimensional model as functions of angle of attack, ground proximity, and thrust coefficient. Then to separate three-dimensional effects from the key problems with this configuration, the tests were repeated with a two-dimensional model based on the fuselage centerline geometry.

The Liquid Phase Methanol (LPMEOH™) process, which was developed by Air Products and Chemicals Inc. and sponsored by the United States Department of Energy, uses a slurry bubble column reactor to convert synthesis gas to methanol. In 1998, LPMOH™ “as produced” (about 98% purity) was used at West Virginia University to fuel a small (235 Hp) gas turbine. The objective was to demonstrate the viability of LPMEOH™ as a gas turbine fuel, identify and operational problems and obtain exhaust gas emissions samples using the WVU Mobile Emissions Laboratory. During these tests, the fuel system gear pump and rpm controller failed due to the lack of lubricity of the methanol fuel. To remedy this problem, a pint (over an order of magnitude larger than the recommended amount) of a commercially available fuel additive was dissolved in half a barrel of methanol, and the fuel controller/pump was replaced. The next series of runs produced a similar failure. This prompted the WVU team to search for a suitable methanol additive, which can provide lubricity equal or better than that of jet fuel. To minimize the amount and thus cost of such an additive, it was essential to accurately measure lubricity of methanol/additive solutions, at various concentration levels. Conventional lubricity measuring tests are based on measuring wear. When used with methanol, the data were erratic due to a changing wear pattern. To get repeatable steady data, a new lubricity test apparatus was developed, based on comparing friction coefficients, at a typical bearing design load. After many modifications this apparatus provided satisfactory and consistent results. A few percent castor oil or less than one percent of Two Cycle Blue, a racing fuel additive, produced a methanol lubricity in excess of that of jet fuel.

INTRODUCTION The General Aviation industry is concernedthat the banning of the use of tetraethyl lead for automotive fuels may be expanded to include aviation fuels. Therefore the GA industry is investigating alternatives to the currently available lead containing 100 LL Avgas. Alternative fuels such as octane, can provide a safe level of power and antiknock performance to the existing fleet. The same is true for a clean burning renewable fuel like Ethanol (E95) with an octane number 112.5. This paper discusses a reliable all mechanical fuelsystem conversion, which permits operation on either E95 or 100 LL Avgas. A fuel injector is connected in parallel to the unmodified carburetor. The fuel injector is only activated when operating on E95. Landing and take-off on either fuel remains conventional with mixture control in the full rich position. In-flight fuel type change-over at cruise power has been demonstrated repeatedly without loss of RPM. This conversion requires keeping both fuels 100 LL Avgas and E95 in separate tanks. One of the advantages of separating the fuels is that the aircraft can be stored with avgas in the fuel system so as to minimize fuel system corrosion and cold starting problems below 60°F.