Improved electrical spot terminals

Improved electrical spot terminal has been developed which can be rigidly attached to terminal mounting board. Mounting board is bonded to epoxy board which in turn is bonded to printed circuit board with high temperature adhesive. Conductive lead is coupled between electrical terminal and circuit trace on circuit board. Shape is usually clover-leaf

Electrical spot terminal assembly Patent

Electrical spot terminal assembly for printed circuit board

Pressure transducer

Pressure-sensitive transducer, consisting of a series of spindle-supported electrically conductive metal washers connected to electrical sensing circuitry, determines the force exerted between a mounting bolt and nut on relatively fragile components

Progress report 3 of cooperative program for design, fabrication, and testing of high modulus composite helicopter shafting

This report describes the third phase of work, the objective of which was to overcome the excessive brittleness of the previously developed UH-1 helicopter tail rotor drive shaft design which demonstrated a shaft train weight savings of 53.1% over the current 2024-T3 aluminum shaft train. A materials impact program demonstrated exceptionally noteworthy performance of two woven constructions containing E-glass and PRD 49-III (designation later changed to KEVLAR 49) fibers in an epoxy resin matrix. Thermoplastic matrices and PRD 49-III fiber provided impact resistance at low weight which was superior to composites having the same fiber in a thermoset resin matrix. A design, fabrication, and test program showed that shaft impact resistance could be improved over the previously developed graphite composite design at a cost in shaft train rate savings. The shaft train weight savings of the most impact tolerant construction was 4.0% over the current aluminum shaft train. Alternating plies of graphite and glass appear to provide substantially greater tube impact durability than that provided by hybridization of the two fibers into one tape wound to a ply design equivalent in strength and stiffness to that of the alternating ply design. Recommendations were made to continue research work to exploit the potential for more impact-durable structures through the use of KEVLAR 49 fiber, woven structures, thermoplastic matrices and THORNEL 50-S/KEVLAR 49 blends with thermoset matrices

Directly comparing coronal and solar wind elemental fractionation

As the solar wind propagates through the heliosphere, dynamical processes irreversibly erase the signatures of the near-Sun heating and acceleration processes. The elemental fractionation of the solar wind should not change during transit however, making it an ideal tracer of these processes. We aimed to verify directly if the solar wind elemental fractionation is reflective of the coronal source region fractionation, both within and across different solar wind source regions. A backmapping scheme was used to predict where solar wind measured by the Advanced Composition Explorer (ACE) originated in the corona. The coronal composition measured by the Hinode Extreme ultraviolet Imaging Spectrometer (EIS) at the source regions was then compared with the in-situ solar wind composition. On hourly timescales there was no apparent correlation between coronal and solar wind composition. In contrast, the distribution of fractionation values within individual source regions was similar in both the corona and solar wind, but distributions between different sources have significant overlap. The matching distributions directly verifies that elemental composition is conserved as the plasma travels from the corona to the solar wind, further validating it as a tracer of heating and acceleration processes. The overlap of fractionation values between sources means it is not possible to identify solar wind source regions solely by comparing solar wind and coronal composition measurements, but a comparison can be used to verify consistency with predicted spacecraft-corona connections.Comment: Accepted version; 8 pages, 7 figure

Determinants of project success

The interactions of numerous project characteristics, with particular reference to project performance, were studied. Determinants of success are identified along with the accompanying implications for client organization, parent organization, project organization, and future research. Variables are selected which are found to have the greatest impact on project outcome, and the methodology and analytic techniques to be employed in identification of those variables are discussed

Candidate High Redshift and Primeval Galaxies in Hubble Deep Field South

We present the results of colour selection of candidate high redshift galaxies in Hubble Deep Field South (HDF-S) using the Lyman dropout scheme. The HDF-S data we discuss were taken in a number of different filters extending from the near--UV (F300W) to the infrared (F222M) in two different fields. This allows us to select candidates with redshifts from z~3 to z~12. We find 15 candidate z~3 objects (F300W dropouts), 1 candidate z~4 object (F450W dropout) and 16 candidate z$\sim$5 objects (F606W dropouts) in the ~ 4.7 arcmin^2 WFPC-2 field, 4 candidate z~6 (optical dropouts) and 1 candidate z~8 (F110W dropout) in the 0.84 arcmin^2 NICMOS-3 field. No F160W dropouts are found (z~12). We compare our selection technique with existing data for HDF-North and discuss alternative interpretations of the objects. We conclude that there are a number of lower redshift interlopers in the selections, including one previously identified object (Treu et al. 1998), and reject those objects most likely to be foreground contaminants. Even after this we conclude that the F606W dropout list is likely to still contain substantial foreground contamination. The lack of candidate very high redshift UV-luminous galaxies supports earlier conclusions by Lanzetta et al. (1998). We discuss the morphologies and luminosity functions of the high redshift objects, and their cosmological implications.Comment: Accepted for publication in MNRA

Integration of crosswind forces into train dynamic modelling

In this paper a new method is used to calculate unsteady wind loadings acting on a railway vehicle. The method takes input data from wind tunnel testing or from computational fluid dynamics simulations (one example of each is presented in this article), for aerodynamic force and moment coefficients and combines these with fluctuating wind velocity time histories and train speed to produce wind force time histories on the train. This method is fast and efficient and this has allowed the wind forces to be applied to a vehicle dynamics simulation for a long length of track. Two typical vehicles (one passenger, one freight) have been modelled using the vehicle dynamics simulation package ‘VAMPIRE®’, which allows detailed modelling of the vehicle suspension and wheel—rail contact. The aerodynamic coefficients of the passenger train have been obtained from wind tunnel tests while those of the freight train have been obtained through fluid dynamic computations using large-eddy simulation. Wind loadings were calculated for the same vehicles for a range of average wind speeds and applied to the vehicle models using a user routine within the VAMPIRE package. Track irregularities measured by a track recording coach for a 40 km section of the main line route from London to King's Lynn were used as input to the vehicle simulations. The simulated vehicle behaviour was assessed against two key indicators for derailment; the Y/Q ratio, which is an indicator of wheel climb derailment, and the Δ Q/Q value, which indicates wheel unloading and therefore potential roll over. The results show that vehicle derailment by either indicator is not predicted for either vehicle for any mean wind speed up to 20 m/s (with consequent gusts up to around 30 m/s). At a higher mean wind speed of 25 m/s derailment is predicted for the passenger vehicle and the unladen freight vehicle (but not for the laden freight vehicle)

Some flight mechanics considerations for the Voyager mission

Voyager mission study considerations including launch opportunities, trajectory design, performance capability of Saturn V launch vehicle, and vehicle load relief contro