标准名称：	建筑石灰试验方法 物理试验方法
中标分类：	建材 >> 建材产品 >> 混凝土、集料、灰浆、砂浆
ICS分类：	建筑材料和建筑物 >> 建筑材料 >> 水泥、石膏、石灰、砂浆
替代情况：	原标准号GB 1595-1979
发布部门：	国家建筑材料工业局
发布日期：	1992-06-26
实施日期：	1993-02-01
首发日期：	1900-01-01
作废日期：	1900-01-01
提出单位：	国家建筑材料工业局
起草单位：	辽宁省建筑材料研究所等
起草人：	杨素云、许琳、李钦举、康玉深
出版日期：	1993-02-01
页数：	4页

本标准规定了建筑石灰物理试验的仪器设备、试样制备、试验方法和结果计算。
本标准适用于建筑生石灰、生石灰粉和消石灰粉物理性能试验，其他用途石灰亦可参照使用.

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Product Code:SAE AIR6007
Title:IN-FLIGHT THRUST DETERMINATION FOR AIRCRAFT WITH THRUST VECTORING
Issuing Committee:E-33 In Flight Propulsion Measurement Committee
Scope: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.
Rationale: Thrust vectoring presents new in-flight thrust determination challenges that are only briefly touched on in previous AIR reports. Two of the new engine testing challenges are the requirement for multiaxis thrust measurement and the collection of exhaust gases when engine altitude test facilities (ATF) are required. Engines for commercial applications are usually only concerned with calibrating thrust in the axial (thrust/drag) axis. Most aircraft that utilize thrust vectoring, especially for control/maneuverability, must calibrate engine thrust not only in the thrust/drag axis but also in the vertical (normal/lift axis plus pitching moment) or lateral components (side axis plus yawing moment) for single axis thrust vector systems depending on the vectoring direction; for multiaxis thrust vector systems, the thrust/drag axis as well as longitudinal and lateral thrust components must be calibrated. In addition, if thrust is to be used for an aircraft control function, the accuracy requirement for each component will be strictly imposed. In an ATF, collection of exhaust gas from a nozzle that may be moving relative to the facility exhaust collector will be an issue. A variable geometry collector may be required and if manual relocation of the collector is required, a significant penalty in test time and cost will be incurred. Another major challenge for military thrust vectoring engine systems will be the definition of an appropriate control volume. The control volume for nonvectoring commercial applications is generally drawn around the nacelle and part of the pylon thus assuming that thrust effects on the rest of the airplane are minimal. For thrust vectoring military installations, the engine and nozzle are usually tightly integrated with the airframe and throttle dependent thrust effects (known as jet interference effects) are known to spread over much of the configuration and have significant effects on lift and drag. These challenges (and others) must be addressed for successful determination of in-flight thrust of thrust vectoring engine installations. The purpose of this document is to provide guidance on in-flight thrust determination of engines that are impacted by intentional or unintentional thrust vectoring. For simplicity and coherence of purpose, this document will be limited in scope to multi-axis thrust vectoring nozzles or vanes attached to the rear of the engine; single-axis thrust vectoring and unintentional thrust vectoring (fixed shelf or deck configuration) are special cases of this discussion.