Detection of an Extrasolar Planet Atmosphere

We report high precision spectrophotometric observations of four planetary transits of HD 209458, in the region of the sodium resonance doublet at 589.3 nm. We find that the photometric dimming during transit in a bandpass centered on the sodium feature is deeper by (2.32 +/- 0.57) x 10^{-4} relative to simultaneous observations of the transit in adjacent bands. We interpret this additional dimming as absorption from sodium in the planetary atmosphere, as recently predicted from several theoretical modeling efforts. Our model for a cloudless planetary atmosphere with a solar abundance of sodium in atomic form predicts more sodium absorption than we observe. There are several possibilities that may account for this reduced amplitude, including reaction of atomic sodium into molecular gases and/or condensates, photoionization of sodium by the stellar flux, a low primordial abundance of sodium, or the presence of clouds high in the atmosphere.Comment: 26 pages, 8 figures, accepted by ApJ 2001 November 1

Results of 1/4-Scale Experiments. Vapor Simulant And Liquid Jet A Tests

A quarter-scale engineering model of the center wing tank (CWT) of a 747-100 was constructed. This engineering model replicated the compartmentalization, passageways, and venting to the atmosphere. The model was designed to scale the fluid dynamical and combustion aspects of the explosion, not the structural failure of the beams or spars. The effect of structural failure on combustion was examined by using model beams and spars with deliberately engineered weak connections to the main tank structure. The model was filled with a simulant fuel (a mixture of propane and hydrogen) and ignited with a hot wire. The simulant fuel was chosen on the basis of laboratory testing to model the combustion characteristics (pressure rise and flame speed) of Jet A vapor created by a Jet A liquid layer at 50C at an altitude of 13.8 kft. A series of experiments was carried out in this model in order to: (a) investigate combustion in a CWT geometry; and (b) provide guidance to the TWA 800 crash investigation. The results of the experiments were observed with high-speed film, video, and still cameras, fast and slow pressure sensors, thermocouples, photodetectors, and motion sensors. A special pseudo-schlieren system was used to visualize flame propagation within the tank. This report describes the test program, facility, instrumentation, the first 30 experiments, comparisons between experiments, and performance of the instrumentation; then examines the significance of these results to the TWA 800 crash investigation. The key results of this study are: Flame Motion: The motion of flame was dominated by the effects of turbulence created by jetting through the passageways and vent stringers. A very rapid combustion event (lasting 10 to 20 ms) occurred once the flame traveled outside of the ignition bay and interacted with the turbulent flow. Most of the gas within the tank was burned during this rapid event. Compartments: The combustion time decreased with an increasing number of compartments (bays) within the tank. With six bays, combustion took only 100 to 150 ms to be completed from the time of ignition until the end of the rapid combustion phase. The total combustion event was three to four times shorter with compartments than without. Venting: Venting to the outside of the tank through the model vent stringers had a negligible effect on the combustion progress or on the peak pressure reached at the end of the burn. Ignition Location: Variation of the ignition location produced distinctive pressure loads on the structural components. Liquid Fuel: Lofting of a cold liquid fuel layer was produced by the combustion-induced gas motion. Although this spray of liquid eventually ignited and burned, it did not contribute to the pressure loading. Structural Failure: Structural failure resulted in flame acceleration, decreasing the overall combustion time. TWA 800 Investigation: The pressure loads were sufficiently high, up to 4 bar, and the combustion events were sufficiently short, that the forward portion (spanwise beam 3, front spar) of the CWT structure would fail as a direct consequence of the explosion. A combination of pressure loads was produced in some tests consistent with the TWA 800 wreckage. Replica tests, structural modeling, and sensitivity studies on fuel concentration are needed before any conclusions can be drawn about probable ignition locations. Cargo Bay: Tests with a simplified model of a half-full cargo bay indicated that repeated pressure waves with an amplitude of 1 bar or less are produced when an explosion scenario similar to TWA 800 is tested. Future Testing: Future studies should include replica tests, tests with Jet A vapor and warm liquid Jet A layers, and sensitivity tests to examine ignition location, fuel concentration, and vent area perturbations. Summary: Explosion tests in a 747-100 CWT model reveal that a very complex pattern of combustion occurs due the interaction of the flame and the flow-generated turbulence. A wide range of structural load patterns occur, depending on the location of the ignition source. Some of these load patterns are consistent with damage believed to be associated with the initial explosion event in TWA 800. Sensitivity of the loading to the ignition location indicates that narrowing down the ignition location in TWA 800 may be possible. However, the complexity of the combustion and structural failure processes in the actual center wing tank mandates extremely careful consideration of the uncertainties that enter into this process

Expression of Ifnlr1 on intestinal epithelial cells is critical to the antiviral effects of IFN-lambda against norovirus and reovirus

Lambda interferon (IFN-λ) has potent antiviral effects against multiple enteric viral pathogens, including norovirus and rotavirus, in both preventing and curing infection. Because the intestine includes a diverse array of cell types, however, the cell(s) upon which IFN-λ acts to exert its antiviral effects is unclear. Here, we sought to identify IFN-λ-responsive cells by generation of mice with lineage-specific deletion of the receptor for IFN-λ, Ifnlr1. We found that expression of IFNLR1 on intestinal epithelial cells (IECs) in the small intestine and colon is required for enteric IFN-λ antiviral activity. IEC Ifnlr1 expression also determines the efficacy of IFN-λ in resolving persistent murine norovirus (MNoV) infection and regulates fecal shedding and viral titers in tissue. Thus, the expression of Ifnlr1 by IECs is necessary for the response to both endogenous and exogenous IFN-λ. We further demonstrate that IEC Ifnlr1 expression is required for the sterilizing innate immune effects of IFN-λ by extending these findings in Rag1-deficient mice. Finally, we assessed whether our findings pertained to multiple viral pathogens by infecting mice specifically lacking IEC Ifnlr1 expression with reovirus. These mice phenocopied Ifnlr1-null animals, exhibiting increased intestinal tissue titers and enhanced reovirus fecal shedding. Thus, IECs are the critical cell type responding to IFN-λ to control multiple enteric viruses. This is the first genetic evidence that supports an essential role for IECs in IFN-λ-mediated control of enteric viral infection, and these findings provide insight into the mechanism of IFN-λ-mediated antiviral activity. IMPORTANCE Human noroviruses (HNoVs) are the leading cause of epidemic gastroenteritis worldwide. Type III interferons (IFN-λ) control enteric viral infections in the gut and have been shown to cure mouse norovirus, a small-animal model for HNoVs. Using a genetic approach with conditional knockout mice, we identified IECs as the dominant IFN-λ-responsive cells in control of enteric virus infection in vivo. Upon murine norovirus or reovirus infection, Ifnlr1 depletion in IECs largely recapitulated the phenotype seen in Ifnlr1(−/−) mice of higher intestinal tissue viral titers and increased viral shedding in the stool. Moreover, IFN-λ-mediated sterilizing immunity against murine norovirus requires the capacity of IECs to respond to IFN-λ. These findings clarify the mechanism of action of this cytokine and emphasize the therapeutic potential of IFN-λ for treating mucosal viral infections

Effects of Selected Wood Species and Moisture Content on PMDI Resin Application and Panel Properties

This study investigated the effect of selected species and moisture conditions on resin distribution and composite panel properties. Flakeboard composites were made from aspen, pine, or poplar flakes that were equilibrated to 4, 8, or 12% moisture content (MC). Resin droplet size (resin "footprint") was measured, as was the percentage of the flake surface that was covered by resin. Aspen flakes showed higher resin coverage and also larger resin droplet sizes. Conversely, pine and poplar flakes had smaller resin droplets and lower resin coverage per flake surface, suggesting greater pMDI penetration. Internal bond (IB) testing revealed optimal performance for aspen flakes at 12% precure MC, and poplar and pine flakes at 8% precure MC. Modulus of rupture and modulus of elasticity results correlated with IB results. Aspen panels bonded at 8 and 12% MC had minimal thickness swell

Exoplanets or Dynamic Atmospheres? The Radial Velocity and Line Shape Variations of 51 Pegasi and Tau Bootis

Because of our relatively low spectral resolution, we compare our observations with Gray's line bisector data by fitting observed line profiles to an expansion in terms of orthogonal (Hermite) functions. To obtain an accurate comparison, we model the emergent line profiles from rotating and pulsating stars, taking the instrumental point spread function into account. We describe this modeling process in detail. We find no evidence for line profile or strength variations at the radial velocity period in either 51 Peg or in Tau Boo. For 51 Peg, our upper limit for line shape variations with 4.23-day periodicity is small enough to exclude with 10 sigma confidence the bisector curvature signal reported by Gray & Hatzes; the bisector span and relative line depth signals reported by Gray (1997) are also not seen, but in this case with marginal (2 sigma) confidence. We cannot, however, exclude pulsations as the source of 51 Peg's radial velocity variation, because our models imply that line shape variations associated with pulsations should be much smaller than those computed by Gray & Hatzes; these smaller signals are below the detection limits both for Gray & Hatzes' data and for our own. Tau Boo's large radial velocity amplitude and v*sin(i) make it easier to test for pulsations in this star. Again we find no evidence for periodic line-shape changes, at a level that rules out pulsations as the source of the radial velocity variability. We conclude that the planet hypothesis remains the most likely explanation for the existing data.Comment: 44 pages, 19 figures, plain TeX, accepted to ApJS (companion to letter astro-ph/9712279

Helicopter tail rotor thrust and main rotor wake coupling in crosswind flight

The tail rotor of a helicopter with a single main rotor configuration can experience a significant reduction in thrust when the aircraft operates in crosswind flight. Brown’s vorticity transport model has been used to simulate a main rotor and tail rotor system translating at a sideslip angle that causes the tail rotor to interact with the main rotor tip vortices as they propagate downstream at the lateral extremities of the wake. The tail rotor is shown to exhibit a distinct directionally dependent mode during which tail rotors that are configured so that the blades travel forward at the top of the disk develop less thrust than tail rotors with the reverse sense of rotation. The range of flight speeds over which this mode exists is shown to vary considerably with the vertical location of the tail rotor. At low flight speeds, the directionally dependent mode occurs because the tail rotor is immersed within not only the downwash from the main rotor but also the rotational flow associated with clusters of largely disorganized vorticity within the main rotor wake. At higher flight speeds, however, the tail rotor is immersed within a coherent supervortex that strongly influences the velocity field surrounding the tail rotor