The evolution of gregariousness in parasitoid wasps

Data are assembled on the clutch-size strategies adopted by extant species of parasitoid wasp. These data are used to reconstruct the history of clutch-size evolution in the group using a series of plausible evolutionary assumptions. Extant families are either entirely solitary, both solitary and gregarious, or else clutch size is unknown. Parsimony analysis suggests that the ancestors of most families were solitary, a result which is robust to different phylogenetic relationships and likely data inadequacies. This implies that solitariness was ubiquitous throughout the initial radiation of the group, and that transitions to gregariousness have subsequently occurred a minimum of 43 times in several, but not all lineages. Current data suggest that species-rich and small-bodied lineages are more likely to have evolved gregariousness, and contain more species with small gregarious brood sizes. I discuss the implications of these data for clutch-size theory

Measured Sensitivity of the First Mark II Phased Array Feed on an ASKAP Antenna

This paper presents the measured sensitivity of CSIRO's first Mk. II phased array feed (PAF) on an ASKAP antenna. The Mk. II achieves a minimum system-temperature-over-efficiency $T_\mathrm{sys}/\eta$ of 78 K at 1.23 GHz and is 95 K or better from 835 MHz to 1.8 GHz. This PAF was designed for the Australian SKA Pathfinder telescope to demonstrate fast astronomical surveys with a wide field of view for the Square Kilometre Array (SKA).Comment: 5 pages, 2 figures, accepted for publication in Electromagnetics in Advanced applications (ICEAA), 2015 International Conference o

Welded Titanium Case for Space-Probe Rocket Motor

Early in 1958, the Jet Propulsion Laboratory of the California Institute of Technology was requested to participate in a lunar-probe mission code-named Juno II which would place a 15-lb Instrumented payload (Pioneer IV) in the vicinity of the moon. The vehicle was to use the same high-speed upper-stage assembly as flown on the successful Jupiter-C configuration; however, the first-stage booster was to be a Jupiter rather than a Redstone. An analysis of the intended flight and payload configuration Indicated that the feasibility of accomplishing the mission was questionable and that additional performance would have to be obtained if the mission was to be feasible. Since the most efficient way of Increasing the performance of a staged vehicle is to increase the performance of the last stage, a study of possible ways of doing this was made.. Because of the time schedule placed on this effort It was decided to reduce the weight of the fourth-stage rocket-motor case by substituting the annealed 6Al--4V titanium alloy for the Type 410 stainless steel. Although this introduced an unfamiliar material, It reduced the changes in design and fabrication techniques. This particular titanium alloy was chosen on the basis of previous tests which proved the suitability of the alloy as a pressure-vessel material when used at an annealed yield strength of about 120, 000 psi. The titanium-case fourth stage of Juno U is shown with the payload and on the missile in Fig. 1; the stainless-steel motor cases used in the Jupiter-C vehicle are shown in Fig. 2. The fourth-stage motor case has a diameter of 6 in., a length of approximately 38 in. center dot and a nominal cylindrical wall thickness of 0.025 in. As shown in Fig. 1, the case serves as the structural support of the payload and is aligned to the upper stage assembly through an alignment ring. The nozzle is threaded into the end of the motor case, and is of the ceramic-coated steel design. Figure 3 shows a comparison of the components used to make the stainless steel and the 6A1--4V titanium alloy cases. The forward dome and aft fitting for the stainless steel assembly were fabricated from a combination of forged, spun and machined parts.. In order to facilitate the fabrication of the titanium alloy motor ) these components were machined from a large-diameter billet

Welded Titanium Case for Space-Probe Rocket Motor

The high strength-to-weight ratio of titanium alloys suggests their use for solid-propellant rocket-motor cases for high-performance orbiting or space-probe vehicles. The paper describes the fabrication of a 6-in.-diam., 0.025-in.-wall rocket-motor from the 6A1-4V titanium alloy. The rocket-motor case, used in the fourth stage of a successful JPL-NASA lunar-probe flight, was constructed using a design previously proven satisfactory for Type 410 stainless steel. The nature and scope of the problems peculiar to the use of the titanium alloy, which effected an average weight saving of 34%, are described