Consistency of parity-violating pion-nucleon couplings extracted from measurements in 18F and 133Cs

The recent measurement of the nuclear anapole moment of 133Cs has been interpreted to yield a value of the weak pion-nucleon coupling H_pi^1 which contradicts the upper limit from the 18F experiments. We argue that because of the sensitivity of the anapole moment to H_rho^0 in the odd proton nucleus 133Cs, there is a combination of weak meson-nucleon couplings which satisfies both experiments and which is (barely) in agreement with theory. In addition, the anapole moment measurement in 205Tl gives a constraint which is inconsistent with the value from 133Cs, calling into question the theory of nuclear anapole moments. We argue that measurements of directional asymmetry in n+p-->d+gamma and in the photo-disintegration of the deuteron by circularly polarized photons, combined with results from pp scattering, would determine H_pi^1 and several other weak meson-nucleon couplings in a model-independent way.Comment: 9 pages, RevTeX, 1 figure, eps, submitted to Phys. Rev.

Silicon strain sensors enable pressure measurement at cryogenic temperatures

Miniature pressure transducers with diffused, heavily doped silicon strain-gage sensor elements, operates over a wide temperature range. Small thermal mass combined with close coupling between a metallic diaphragm and sensor elements minimizes sensitivity to temperature transients

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

Viewpoint consistency in Z and LOTOS: A case study

Specification by viewpoints is advocated as a suitable method of specifying complex systems. Each viewpoint describes the envisaged system from a particular perspective, using concepts and specification languages best suited for that perspective. Inherent in any viewpoint approach is the need to check or manage the consistency of viewpoints and to show that the different viewpoints do not impose contradictory requirements. In previous work we have described a range of techniques for consistency checking, refinement, and translation between viewpoint specifications, in particular for the languages LOTOS and Z. These two languages are advocated in a particular viewpoint model, viz. that of the Open Distributed Processing (ODP) reference model. In this paper we present a case study which demonstrates how all these techniques can be combined in order to show consistency between a viewpoint specified in LOTOS and one specified in Z. Keywords: Viewpoints; Consistency; Z; LOTOS; ODP

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

Transient studies of capillary-induced flow

This paper presents the numerical and experimental results of a study performed on the transient rise of fluid in a capillary tube. The capillary tube problem provides an excellent mechanism from which to launch an investigation into the transient flow of a fluid in a porous wick structure where capillary forces must balance both adverse gravitational effects and frictional losses. For the study, a capillary tube, initially charged with a small volume of water, was lowered into a pool of water. The behavior of the column of fluid during the transient that followed as more water entered the tube from the pool was both numerically and experimentally studied

Cape Kennedy peak wind profile probabilities for levels from 10 to 150 meters

Peak wind probabilities for atmosphere over Cape Kennedy launching bas