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Aircraft noise control practices which may have application to ground vehicles are presented. Noise sources, design criteria, prediction methods and test facilities are described. Recent application of aircraft noise control methods in the use of sound insulation, structural damping, air conditioning and engine noise are discussed. The overall technical approach (design process) to solving airplane noise problems is emphasized.

The general characteristics of flutter problems affecting the structural design of both subsonic and supersonic transport aircraft are discussed in relation to configuration constraints resulting from mission performance and environmental impact requirements. Combined analytical and experimental approaches employed in the assessment and solution of these problems are outlined. Included are discussions of the extensive application of automated procedures in the use of high-speed digital computers for flutter analysis and the dependence on highly sophisticated wind tunnel flutter model construction techniques to provide reliable experimental data. Illustrations of the application of design techniques to supersonic and subsonic aircraft are presented.

The new color display Aerospace Recommended Practice. ARP 4032, now undergoing final approval by SAE represents a significant improvement in the documentation of useful human engineering data. Working with operationally defined requirements for effective color displays, a subcommittee of the SAE G-10 (Aerospace Behavioral Engineering Technology) committee has developed an ARP which translates the operational objectives outlined by the pilot community into specific functional requirements and test procedures which can be used by engineers to assure that color CRT displays will perform properly under all operational conditions. This work was accomplished by pooling the knowledge and experience of key individuals involved in display applications design, equipment manufacture, human performance assessment and operational use. The ARP marks a significant advancement in the means of dealing objectively with what has been a highly subjective facet of design and operation.

The Mission-Adaptive Wing (MAW) employs composite materials and uses a digital fly-by-wire flight control system to change wing contour to maintain peak aerodynamic efficiency over a large flight envelope. Future aircraft will require large subsonic and supersonic lift-to-drag ratios for maximum cruise ranges at high and low altitudes. At the same time, they will require the ability to pull high lift coefficients for maneuvers. The Mission-Adaptive Wing provides these Features by deflecting flexible wing surfaces to achieve the wing camber and smooth continuous upper surface contour required for peak aerodynamic performance. The MAW program completed manual control flight testing in November 1986 and started automatic control flight testing in the summer of 1987. During the manual phase of flight testing, surfaces were set in discrete positions. Resulting data confirmed the aerodynamic potential to achieve all program goals.