Application of remote thermal scanning to the NASA energy conservation program

Airborne thermal scans of all NASA centers were made during 1975 and 1976. The remotely sensed data were used to identify a variety of heat losses, including those from building roofs and central heating system distribution lines. Thermal imagery from several NASA centers is presented to demonstrate the capability of detecting these heat losses remotely. Many heat loss areas located by the scan data were verified by ground surveys. At this point, at least for such energy-intensive areas, thermal scanning is an excellent means of detecting many possible energy losses

Reliable aerial thermography for energy conservation

A method for energy conservation, the aerial thermography survey, is discussed. It locates sources of energy losses and wasteful energy management practices. An operational map is presented for clear sky conditions. The map outlines the key environmental conditions conductive to obtaining reliable aerial thermography. The map is developed from defined visual and heat loss discrimination criteria which are quantized based on flat roof heat transfer calculations

Spin-tunnel investigation of a 1/13-scale model of the NASA AD-1 oblique-wing research aircraft

The spin and recovery characteristics of a 1/13-scale model of the NASA AD-1 oblique-wing research aircraft at wing-skew positions of 0, 25, 45, and 60 deg (right wing forward) were investigated. Spins were obtained for all wing-skew positions tested. For the unskewed wing position, two spin modes were possible. One spin mode was very steep and recoveries were obtained within 1 turn or less by rudder reversal. The second spin mode was flat and fast; the angle of attack was about 75 deg and the spin rate was about 145 deg/sec (2.5 seconds per turn). For the skewed wing positions, spins were obtained only in the direction of the forward-skewed wing (right wing forward). No spins were obtained to the left when the wing was skewed with the right wing forward. Recoveries should be attempted by deflecting the rudder to full against the spin, the ailerons to full with the spin, and movement of the wings to 0 deg skew. If the wing is skewed, the recovery may not be effected until the wing skew approaches 0 deg

Performance of N/p silicon and cadmium sulfide solar cells as affected by hypervelocity particle impact

Simulated micrometeoroid impact effect on silicon and cadmium sulfide solar cell performance

Surgical technique of orthotopic liver transplantation

Athough significant strides have been made in the surgical technique of orthotopic liver transplantation, numerous problems and nuisances are still encountered. Further surgical refinements will certainly evolve. The development of better preservation techniques, the use of intraoperative flowmeters, and the availability of new technologies, such as an artificial liver, should impact and advance the techniques of liver transplantation significantly and improve the overall results even further

Bright Source Subtraction Requirements For Redshifted 21 cm Measurements

The \hi 21 cm transition line is expected to be an important probe into the cosmic dark ages and epoch of reionization. Foreground source removal is one of the principal challenges for the detection of this signal. This paper investigates the extragalactic point source contamination and how accurately bright sources ($\gtrsim 1$ ~Jy) must be removed in order to detect 21 cm emission with upcoming radio telescopes such as the Murchison Widefield Array (MWA). We consider the residual contamination in 21 cm maps and power spectra due to position errors in the sky-model for bright sources, as well as frequency independent calibration errors. We find that a source position accuracy of 0.1 arcsec will suffice for detection of the \hi power spectrum. For calibration errors, 0.05 % accuracy in antenna gain amplitude is required in order to detect the cosmic signal. Both sources of subtraction error produce residuals that are localized to small angular scales, \kperp \gtrsim 0.05 Mpc$^{-1}$, in the two-dimensional power spectrum.Comment: 12 pages, 19 Figures, submitted to Ap

Spin-Tunnel Investigation of the Spinning Characteristics of Typical Single-Engine General Aviation Airplane Designs. 1. Low-Wing Model A: Effects of Tail Configurations

The effects of tail design on spin and recovery were investigated in a spin tunnel. A 1/11-scale model of a research airplane which represents a typical low-wing, single engine, light general aviation airplane was used. A tail design criterion for satisfactory spin recovery for light airplanes was evaluated. The effects of other geometric design features on the spin and recovery characteristics were also determined. Results indicate that the existing tail design criterion for light airplanes, which uses the tail damping power factor as a parameter, cannot be used to predict spin-recovery characteristics

Spin-tunnel investigation of the spinning characteristics of typical single-engine general aviation airplane designs. 2: Low-wing model A; tail parachute diameter and canopy distance for emergency spin recovery

A spin tunnel study is reported on a scale model of a research airplane typical of low-wing, single-engine, light general aviation airplanes to determine the tail parachute diameter and canopy distance (riser length plus suspension-line length) required for energency spin recovery. Nine tail configurations were tested, resulting in a wide range of developed spin conditions, including steep spins and flat spins. The results indicate that the full-scale parachute diameter required for satisfactory recovery from the most critical conditions investigated is about 3.2 m and that the canopy distance, which was found to be critical for flat spins, should be between 4.6 and 6.1 m