Evaluation of a Wake Vortex Upset Model Based on Simultaneous Measurements of Wake Velocities and Probe-Aircraft Accelerations

Simultaneous measurements were made of the upset responses experienced and the wake velocities encountered by an instrumented Learjet probe aircraft behind a Boeing 747 vortex-generating aircraft. The vortex-induced angular accelerations experienced could be predicted within 30% by a mathematical upset response model when the characteristics of the wake were well represented by the vortex model. The vortex model used in the present study adequately represented the wake flow field when the vortices dissipated symmetrically and only one vortex pair existed in the wake

A flight investigation of the wake turbulence alleviation resulting from a flap configuration change on a B-747 aircraft

A flight test investigation was conducted to evaluate the effects of a flap configuration change on the vortex wake characteristics of a Boeing 747 (B-747) aircraft as measured by differences in upset response resulting from deliberate vortex encounters by a following Learjet aircraft and by direct measurement of the velocities in the wake. The flaps of the B-747 have a predominant effect on the wake. The normal landing flap configuration produces a strong vortex that is attenuated when the outboard flap segments are raised; however, extension of the landing gear at that point increases the vortex induced upsets. These effects are in general agreement with existing wind tunnel and flight data for the modified flap configuration

Some measurements of the dynamic and static stability of two blunt-nosed, low-fineness- ratio bodies of revolution in free flight at mequal4

Dynamic and static stability of two blunt nosed low fineness ratio bodies of revolution in free flight - ballistic

Bulk and boundary g2g_2 factorized S-matrices

We investigate the $g_2$-invariant bulk (1+1D, factorized) $S$-matrix constructed by Ogievetsky, using the bootstrap on the three-point coupling of the vector multiplet to constrain its CDD ambiguity. We then construct the corresponding boundary $S$-matrix, demonstrating it to be consistent with $Y(g_2,a_1\times a_1)$ symmetry.Comment: 7 page

FREE-FLIGHT MEASUREMENTS OF STATIC AND DYNAMIC STABILITY OF MODELS OF THE PROJECT MERCURY RE-ENTRY CAPSULE AT MACH NUMBERS 3 AND 9.5

Static & dynamic stability of mercury reentry capsule scale models at mach 3 & 9.

Searching for "monogenic diabetes" in dogs using a candidate gene approach

BACKGROUND: Canine diabetes is a common endocrine disorder with an estimated breed-related prevalence ranging from 0.005% to 1.5% in pet dogs. Increased prevalence in some breeds suggests that diabetes in dogs is influenced by genetic factors and similarities between canine and human diabetes phenotypes suggest that the same genes might be associated with disease susceptibility in both species. Between 1-5% of human diabetes cases result from mutations in a single gene, including maturity onset diabetes of the adult (MODY) and neonatal diabetes mellitus (NDM). It is not clear whether monogenic forms of diabetes exist within some dog breeds. Identification of forms of canine monogenic diabetes could help to resolve the heterogeneity of the condition and lead to development of breed-specific genetic tests for diabetes susceptibility. RESULTS: Seventeen dog breeds were screened for single nucleotide polymorphisms (SNPs) in eighteen genes that have been associated with human MODY/NDM. Six SNP associations were found from five genes, with one gene (ZFP57) being associated in two different breeds. CONCLUSIONS: Some of the genes that have been associated with susceptibility to MODY and NDM in humans appear to also be associated with canine diabetes, although the limited number of associations identified in this study indicates canine diabetes is a heterogeneous condition and is most likely to be a polygenic trait in most dog breeds. ELECTRONIC SUPPLEMENTARY MATERIAL: The online version of this article (doi:10.1186/2052-6687-1-8) contains supplementary material, which is available to authorized users

SAtlas: Spherical Versions of the Atlas Stellar Atmosphere Program

Context: The current stellar atmosphere programs still cannot match some fundamental observations of the brightest stars, and with new techniques, such as optical interferometry, providing new data for these stars, additional development of stellar atmosphere codes is required. Aims: To modify the open-source model atmosphere program Atlas to treat spherical geometry, creating a test-bed stellar atmosphere code for stars with extended atmospheres. Methods: The plane-parallel Atlas has been changed by introducing the necessary spherical modifications in the pressure structure, in the radiative transfer and in the temperature correction. Results: Several test models show that the spherical program matches the plane-parallel models in the high surface gravity regime, and matches spherical models computed by Phoenix and by MARCS in the low gravity case.Comment: 10 pages, 10 figures, Accepted for publication in A&

PHOENIX model chromospheres of mid- to late-type M dwarfs

We present semi-empirical model chromospheres computed with the atmosphere code PHOENIX. The models are designed to fit the observed spectra of five mid- to late-type M dwarfs. Next to hydrogen lines from the Balmer series we used various metal lines, e. g. from Fe {\sc i}, for the comparison between data and models. Our computations show that an NLTE treatment of C, N, O impacts on the hydrogen line formation, while NLTE treatment of less abundant metals such as nickel influences the lines of the considered species itself. For our coolest models we investigated also the influence of dust on the chromospheres and found that dust increases the emission line flux. Moreover we present an (electronically published) emission line list for the spectral range of 3100 to 3900 and 4700 to 6800 \AA for a set of 21 M dwarfs and brown dwarfs. The line list includes the detection of the Na {\sc i} D lines in emission for a L3 dwarf.Comment: 14 pages, 18 figure

Study of an advanced General Aviation Turbine Engine (GATE)

The best technology program for a small, economically viable gas turbine engine applicable to the general aviation helicopter and aircraft market for 1985-1990 was studied. Turboshaft and turboprop engines in the 112 to 746 kW (150 to 1000 hp) range and turbofan engines up to 6672 N (1500 lbf) thrust were considered. A good market for new turbine engines was predicted for 1988 providing aircraft are designed to capitalize on the advantages of the turbine engine. Parametric engine families were defined in terms of design and off-design performance, mass, and cost. These were evaluated in aircraft design missions selected to represent important market segments for fixed and rotary-wing applications. Payoff parameters influenced by engine cycle and configuration changes were aircraft gross mass, acquisition cost, total cost of ownership, and cash flow. Significant advantage over a current technology, small gas turbine engines was found especially in cost of ownership and fuel economy for airframes incorporating an air-cooled high-pressure ratio engine. A power class of 373 kW (500 hp) was recommended as the next frontier for technology advance where large improvements in fuel economy and engine mass appear possible through component research and development