Estimated Effect of Ring Cowl on the Climb and Ceiling of an Airplane, Special Report

Although the application of a ring cowl to an airplane with an air-cooled engine increases the maximum L/D and the high speed to an appreciable extent, the performance in climb and ceiling is not increased as much as one would expect without analyzing the conditions. When a ring cowl is installed on an airplane, the propeller is set at a higher pitch to allow the engine to turn its rated r.p.m. at the increased high speed. V/nD is increased and the propeller efficiency at high speed is increased slightly. The ratio of r.p.m. at climbing speed, V(sub c) , to the r.p.m. at maximum speed, V (sub m) is dependent upon the ratio of V(sub c) to V(sub m). The increase in V(sub c) for all airplane with ring cowl i s not as great as the increase in V(sub m), so that the ratio V(sub c)/V(sub m) is less than for the airplane without ring. Consequently the r.p.m. and full throttle thrust power available are less at V(sub c) for the airplane with ring cowl and in spite of the increase in L/D due to the installation of the ring, the excess thrust power available for climbing is not appreciably changed. The same method of reasoning accounts for the small increase in absolute ceiling in spite of a large increase in L/D maximum

Collection of wind-tunnel data on commonly used wing sections

This report groups in a uniform manner the aerodynamic properties of commonly used wing sections as determined from tests in various wind tunnels. The data have been collected from reports of a number of laboratories. Where necessary, transformation has been made to the absolute system of coefficients and tunnel wall interference corrections have been applied. Tables and graphs present the data in the various forms useful to the engineer in the selection of a wing section

Tables for pressure of air on coming to rest from various speeds

In Technical Report no. 247 of the National Advisory Committee for Aeronautics theoretical formulas are given from which was computed a table for the pressure of air on coming to rest from various speeds, such as those of aircraft and propeller blades. In that report, the table gave incompressible and adiabatic stop pressures of air for even-speed intervals in miles per hour and for some even-speed intervals in knots per hour. Table II of the present report extends the above-mentioned table by including the stop pressures of air for even-speed intervals in miles per hour, feet per-second, knots per hour, kilometers per hour, and meters per second. The pressure values in table II are also more exact than values given in the previous table. To furnish the aeronautical engineer with ready numerical formulas for finding the pressure of air on coming to rest, table I has been derived for the standard values specified below it. This table first presents the theoretical pressure-speed formulas and their working forms in C. G. S. Units as given in NACA Technical Report No. 247, then furnishes additional working formulas for several special units of speed. (author

Forces on Elliptic Cylinders in Uniform Air Stream

This report presents the results of wind tunnel tests on four elliptic cylinders with various fineness ratios, conducted in the Navy Aerodynamic Laboratory, Washington. The object of the tests was to investigate the characteristics of sections suitable for streamline wire which normally has an elliptic section with a fineness ratio of 4.0; also to learn whether a reduction in fineness ratio would result in improvement; also to determine the pressure distribution on the model of fineness ratio of 4. Four elliptic cylinders with fineness ratios of 2.5, 3.0, 3.5, and 4.0 were made and then tested in the 8 by 8 wind tunnel; first, for cross-wind force, drag, and yawing moment at 30 miles an hour and various angles of yaw; next for drag 0 degree pitch and 0 degree yaw and various wind speeds; then for end effect on the smallest and largest models; and lastly for pressure distribution over the surface of the largest model at 0 degree pitch and 0 degree yaw and various wind speeds. In all tests, the length of the model was transverse to the current. The results are given for standard air density, p = .002378 slug per cubic foot. This account is a slight revised form of report no. 315. A summary of conclusions is given at the end of the text. (author

Air Forces, Moments and Damping on Model of Fleet Airship Shenandoah

To furnish data for the design of the fleet airship Shenandoah, a model was made and tested in the 8 by 8 foot wind tunnel for wind forces, moments, and damping, under conditions described in this report. The results are given for air of standard density. P=0.00237 slugs per cubic foot with vl/v correction, and with but a brief discussion of the aerodynamic design features of the airship

Drag of C-Class Airship Hulls of Various Fineness Ratios

This report presents the results of wind-tunnel tests on eight C-class airship hulls with various fineness ratios, conducted in the Navy Aerodynamic Laboratory, Washington. The purpose of the tests was to determine the variation of resistance with fineness ratio, and also to find the pressure and friction elements of the total drag for the model having the least shape coefficient. Seven C-class airship hulls with fineness ratios of 1.0, 1.5, 2.0, 3.0, 6.0, 8.0, and 10.0 were made and verified. These models and also the previously constructed original C-class hull, whose fineness ratio is 4.62, were then tested in the 8 by 8 foot tunnel for drag of 0 degree pitch and yaw, at various wind speeds. The original hull, which was found to have the least shape coefficient, was then tested for pressure distribution over the surface at various wind speeds. (author

High-energy environment of super-Earth 55 Cnc e I: Far-UV chromospheric variability as a possible tracer of planet-induced coronal rain

The irradiation of close-in planets by their star influences their evolution and might be responsible for a population of ultra-short period planets eroded to their bare core. In orbit around a bright, nearby G-type star, the super-Earth 55 Cnc e offers the possibility to address these issues through UV transit observations. We used the Hubble Space Telescope to observe the transit in the FUV over 3 epochs in Apr. 2016, Jan. 2017, and Feb. 2017. These observations reveal significant short- and long-term variability in 55 Cnc chromospheric emission lines. In the last 2 epochs, we detected a larger flux in the C III, Si III, and Si IV lines after the planet passed the approaching quadrature, followed by a flux decrease in the Si IV doublet. In the second epoch these variations are contemporaneous with flux decreases in the Si II and C II doublet. All epochs show flux decreases in the N V doublet as well, albeit at different orbital phases. These flux decreases are consistent with absorption from optically thin clouds of gas, are mostly localized at low and redshifted radial velocities in the star rest frame, and occur preferentially before and during the transit. These 3 points make it unlikely that the variations are purely stellar, yet we show that the occulting material is also unlikely to originate from the planet. We tentatively propose that the motion of 55 Cnc e at the fringes of the stellar corona leads to the formation of a cool coronal rain. The inhomogeneity and temporal evolution of the stellar corona would be responsible for the differences between the visits. Additional variations are detected in the C II doublet in the first epoch and in the O I triplet in all epochs with a different behavior that points toward intrinsic stellar variability. Further observations at FUV wavelengths are required to disentangle between star-planet interactions and the activity of the starComment: 22 pages, 20 figures, accepted for publication in A&

Precision study of 6p 2Pj - 8s 2S1/2 relative transition matrix elements in atomic Cs

A combined experimental and theoretical study of transition matrix elements of the 6p 2Pj - 8s 2S1/2 transition in atomic Cs is reported. Measurements of the polarization-dependent two-photon excitation spectrum associated with the transition were made in an approximately 200 cm-1 range on the low frequency side of the 6s 2S1/2 - 6p 2P3/2 resonance. The measurements depend parametrically on the relative transition matrix elements, but also are sensitive to far-off-resonance 6s 2S1/2 - np 2Pj - 8s 2S1/2 transitions. In the past, this dependence has yielded a generalized sum rule, the value of which is dependent on sums of relative two-photon transition matrix elements. In the present case, best available determinations from other experiments are combined with theoretical matrix elements to extract the ratio of transition matrix elements for the 6p 2Pj - 8s 2S1/2 (j = 1/2,3/2) transition. The resulting experimental value of 1.423(2) is in excellent agreement with the theoretical value, calculated using a relativistic all-order method, of 1.425(2)

Single transit candidates from K2 : detection and period estimation

Photometric surveys such as Kepler have the precision to identify exoplanet and eclipsing binary candidates from only a single transit. K2, with its 75 d campaign duration, is ideally suited to detect significant numbers of single-eclipsing objects. Here we develop a Bayesian transit-fitting tool (‘Namaste: An Mcmc Analysis of Single Transit Exoplanets’) to extract orbital information from single transit events. We achieve favourable results testing this technique on known Kepler planets, and apply the technique to seven candidates identified from a targeted search of K2 campaigns 1, 2 and 3. We find EPIC203311200 to host an excellent exoplanet candidate with a period, assuming zero eccentricity, of 540+410 −230 d and a radius of 0.51 ± 0.05RJup. We also find six further transit candidates for which more follow-up is required to determine a planetary origin. Such a technique could be used in the future with TESS, PLATO and ground-based photometric surveys such as NGTS, potentially allowing the detection of planets in reach of confirmation by Gaia