Investigation of Slipstream Velocity

These experiments were made at the request of the Bureau of Aeronautics, Navy Department, to investigate the velocity of the air in the slipstream in horizontal and climbing flight to determine the form of expression giving the slipstream velocity in terms of the airspeed of the airplane. The method used consisted in flying the airplane both on a level course and in climb at full throttle and measuring the slipstream velocity at seven points in the slipstream for the whole speed range of the airplane in both conditions. In general the results show that for both condition, horizontal and climbing flights, the slipstream velocity v subscript 3 and airspeed v can be represented by straight lines and consequently the equations are of the form: v subscript s = mv+b where m and b are constant. (author

Pressure Distribution over a Wing and Tail Rib of a VE-7 and of a TS Airplane in Flight

This investigation was made to determine the pressure distribution over a rib of the wing and over a rib of the horizontal tail surface of an airplane in flight and to obtain information as to the time correlation of the loads occurring on these ribs. Two airplanes, VE-7 and TS, were selected in order to obtain the information for a thin and a thick wing section. In each case the pressure distribution was recorded for the full range of angle of attack in level flight and throughout violent maneuvers. The results show: (a) that the present rib load specifications in use by the Army Air Corps and the Bureau of Aeronautics, Navy Department, are in fair agreement with the loads actually occurring in flight, but could be slightly improved; (b) that there appears to be no definite sequence in which wing and tail surface ribs reach their respective maximum loads in different maneuvers; (c) that in accelerated flight, at air speeds less than or equal to 60 per cent of the maximum speed, the accelerations measured agree very closely with the theoretically possible maximum accelerations. In maneuvers at higher air speeds the observed accelerations were smaller than those theoretically possible. (author

An Investigation of the Aerodynamic Characteristics of an Airplane Equipped with Several Different Sets of Wings

This investigation was conducted by the National Advisory Committee for Aeronautics at Langley Field, Va., at the request of the Army Air Corps, for the purpose of comparing the full scale lift and drag characteristics of an airplane equipped with several sets of wings of commonly used airfoil sections. A Sperry Messenger Airplane with wings of R.A.F.-15, U.S.A.-5, U.S.A.-27, and Gottingen 387 airfoil sections was flown and the lift and drag characteristics of the airplane with each set of wings were determined by means of glide tests. The results are presented in tabular and curve form. (author

Pressure Distribution on the C-7 Airship

This investigation was made for the purpose of determining the aerodynamic pressure distribution encountered on a "C" class airship in flight. It was conducted in two parts: (a) tests on the tail surfaces in which the pressures at 201 points were measured and (b) tests on the envelope in which 190 points were used, both tests being made under as nearly identical flight conditions as possible, so that the results could be combined and the pressure distribution over the entire airship obtained

Characteristics of a Single Float Seaplane During Take-off

At the request of the Bureau of Aeronautics, Navy Department, the National Advisory Committee for Aeronautics at Langley Field is investigating the get-away characteristics of an N-9H, a DT-2, and an F-5l, as representing, respectively, a single float, a double float, and a boat type of seaplane. This report covers the investigation conducted on the N-9H. The results show that a single float seaplane trims aft in taking off. Until a planing condition is reached the angle of attack is about 15 degrees and is only slightly affected by controls. When planing it seeks a lower angle, but is controllable through a widening range, until at the take-off it is possible to obtain angles of 8 degrees to 15 degrees with corresponding speeds of 53 to 41 M. P. H. or about 40 per cent of the speed range. The point of greatest resistance occurs at about the highest angle of a pontoon planing angle of 9 1/2 degrees and at a water speed of 24 M. P. H

Determination of Turning Characteristics of an Airship by Means of a Camera Obscura

This investigation was carried out by the National Advisory Committee at Langley Field for the purpose of determining the adaptability of the camera obscura to the securing of turning characteristics of airships, and also of obtaining some of those characteristics of the C-7 airship. The method consisted in flying the airship in circling flight over a camera obscura and photographing it at known time intervals. The results show that the method used is highly satisfactory and that for the particular maneuver employed the turning diameter is 1,240 feet, corresponding to a turning coefficient of 6.4, and that the position of zero angle of yaw is at the nose of the airship

Characteristics of Five Propellers in Flight

This investigation was made for the purpose of determining the characteristics of five full-scale propellers in flight. The equipment consisted of five propellers in conjunction with a VE-7 airplane and a Wright E-2 engine. The propellers were of the same diameter and aspect ratio. Four of them differed uniformly in thickness and pitch and the fifth propeller was identical with one of the other four with exception of a change of the airfoil section. The propeller efficiencies measured in flight are found to be consistently lower than those obtained in model tests. It is probable that this is mainly a result of the higher tip speeds used in the full-scale tests. The results show also that because of differences in propeller deflections it is difficult to obtain accurate comparisons of propeller characteristics. From this it is concluded that for accurate comparisons it is necessary to know the propeller pitch angles under actual operating conditions. (author

Research and investigation of geology, mineral, and water resources of Maryland

The authors have identified the following significant results. Field work in Baltimore County revealed that the signature returns of serpentinitic and nonserpentinitic rocks correlates with the vegetation cover and land use pattern. In Maryland Piedmont, bedrock lithology and structure are enhanced only to the extent that land use is geologically dictated. Two prominent sets of linear features are detected on ERTS-1 imagery at N 45 deg E and N 20 deg E. Beaches of Chesapeake Bay are classified as broad and narrow beaches based on the width of the backshore zone. It is shown by comparing historical shorelines of Ocean City, from the inlet to the Maryland-Delaware line that reversal zones of erosion and accretion occur at different locations for different periods. High reflectance levels (high marsh-high topographic areas) for the lower Eastern Shore are found to be distributed as two distinct trending linear ridge systems. Observations of MSS band 5 dated 9 April 1974 exhibited an unique sedimentation pattern for Chesapeake Bay. Following a 1.5 inch rainfall, heavy concentration of suspended sediments is observed on the imagery, particularly in the area of the turbidity maximum

Quail Genomics: a knowledgebase for Northern bobwhite

<p>Abstract</p> <p>Background</p> <p>The Quail Genomics knowledgebase (<url>http://www.quailgenomics.info</url>) has been initiated to share and develop functional genomic data for Northern bobwhite (<it>Colinus virginianus</it>). This web-based platform has been designed to allow researchers to perform analysis and curate genomic information for this non-model species that has little supporting information in GenBank.</p> <p>Description</p> <p>A multi-tissue, normalized cDNA library generated for Northern bobwhite was sequenced using 454 Life Sciences next generation sequencing. The Quail Genomics knowledgebase represents the 478,142 raw ESTs generated from the sequencing effort in addition to assembled nucleotide and protein sequences including 21,980 unigenes annotated with meta-data. A normalized MySQL relational database was established to provide comprehensive search parameters where meta-data can be retrieved using functional and structural information annotation such as gene name, pathways and protein domain. Additionally, blast hit cutoff levels and microarray expression data are available for batch searches. A Gene Ontology (GO) browser from Amigo is locally hosted providing 8,825 unigenes that are putative orthologs to chicken genes. In an effort to address over abundance of Northern bobwhite unigenes (71,384) caused by non-overlapping contigs and singletons, we have built a pipeline that generates scaffolds/supercontigs by aligning partial sequence fragments against the indexed protein database of chicken to build longer sequences that can be visualized in a web browser. </p> <p>Conclusion</p> <p>Our effort provides a central repository for storage and a platform for functional interrogation of the Northern bobwhite sequences providing comprehensive GO annotations, meta-data and a scaffold building pipeline. The Quail Genomics knowledgebase will be integrated with Japanese quail (<it>Coturnix coturnix</it>) data in future builds and incorporate a broader platform for these avian species. </p

Deriving a mutation index of carcinogenicity using protein structure and protein interfaces

With the advent of Next Generation Sequencing the identification of mutations in the genomes of healthy and diseased tissues has become commonplace. While much progress has been made to elucidate the aetiology of disease processes in cancer, the contributions to disease that many individual mutations make remain to be characterised and their downstream consequences on cancer phenotypes remain to be understood. Missense mutations commonly occur in cancers and their consequences remain challenging to predict. However, this knowledge is becoming more vital, for both assessing disease progression and for stratifying drug treatment regimes. Coupled with structural data, comprehensive genomic databases of mutations such as the 1000 Genomes project and COSMIC give an opportunity to investigate general principles of how cancer mutations disrupt proteins and their interactions at the molecular and network level. We describe a comprehensive comparison of cancer and neutral missense mutations; by combining features derived from structural and interface properties we have developed a carcinogenicity predictor, InCa (Index of Carcinogenicity). Upon comparison with other methods, we observe that InCa can predict mutations that might not be detected by other methods. We also discuss general limitations shared by all predictors that attempt to predict driver mutations and discuss how this could impact high-throughput predictions. A web interface to a server implementation is publicly available at http://inca.icr.ac.uk/