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

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

Quantum and Classical in Adiabatic Computation

Adiabatic transport provides a powerful way to manipulate quantum states. By preparing a system in a readily initialised state and then slowly changing its Hamiltonian, one may achieve quantum states that would otherwise be inaccessible. Moreover, a judicious choice of final Hamiltonian whose groundstate encodes the solution to a problem allows adiabatic transport to be used for universal quantum computation. However, the dephasing effects of the environment limit the quantum correlations that an open system can support and degrade the power of such adiabatic computation. We quantify this effect by allowing the system to evolve over a restricted set of quantum states, providing a link between physically inspired classical optimisation algorithms and quantum adiabatic optimisation. This new perspective allows us to develop benchmarks to bound the quantum correlations harnessed by an adiabatic computation. We apply these to the D-Wave Vesuvius machine with revealing - though inconclusive - results

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

Glacial cycles drive variations in the production of oceanic crust

Glacial cycles redistribute water between oceans and continents causing pressure changes in the upper mantle, with consequences for melting of Earth's interior. Using Plio-Pleistocene sea-level variations as a forcing function, theoretical models of mid-ocean ridge dynamics that include melt transport predict temporal variations in crustal thickness of hundreds of meters. New bathymetry from the Australian-Antarctic ridge shows significant spectral energy near the Milankovitch periods of 23, 41, and 100 ky, consistent with model predictions. These results suggest that abyssal hills, one of the most common bathymetric features on Earth, record the magmatic response to changes in sea level. The models and data support a link between glacial cycles at the surface and mantle melting at depth, recorded in the bathymetric fabric of the sea floor.Comment: 30 pages, 6 figures (including supplementary information). Resubmitted to Science on 12 December 201

Detection of human influence on a new, validated 1500-Year temperature reconstruction

Climate records over the last millennium place the twentieth-century warming in a longer historical context. Reconstructions of millennial temperatures show a wide range of variability, raising questions about the reliability of currently available reconstruction techniques and the uniqueness of late-twentieth-century warming. A calibration method is suggested that avoids the loss of low-frequency variance. A new reconstruction using this method shows substantial variability over the last 1500 yr. This record is consistent with independent temperature change estimates from borehole geothermal records, compared over the same spatial and temporal domain. The record is also broadly consistent with other recent reconstructions that attempt to fully recover low-frequency climate variability in their central estimate. High variability in reconstructions does not hamper the detection of greenhouse gas-induced climate change, since a substantial fraction of the variance in these reconstructions from the beginning of the analysis in the late thirteenth century to the end of the records can be attributed to external forcing. Results from a detection and attribution analysis show that greenhouse warming is detectable in all analyzed high-variance reconstructions (with the possible exception of one ending in 1925), and that about a third of the warming in the first half of the twentieth century can be attributed to anthropogenic greenhouse gas emissions. The estimated magnitude of the anthropogenic signal is consistent with most of the warming in the second half of the twentieth century being anthropogenic

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 Boat Type Seaplane During Take-off

This report, on the planing and get-away characteristics of the F-5-L, gives the results of the second of a series of take-off tests on three different seaplanes conducted by the National Advisory Committee for Aeronautics at the suggestion of the Bureau of Aeronautics, Navy Department. The single-float seaplane was the first tested and the twin-float seaplane is to be the third. The characteristics of the boat type were found to be similar to the single float, the main difference being the increased sluggishness and relatively larger planing resistance of the larger seaplane. At a water speed of 15 miles per hour the seaplane trims aft to about 12 degrees and remains in this angular position while plowing. At 2.25 miles per hour the planing stage is started and the planing angle is immediately lowered to about 10 degrees. As the velocity increases the longitudinal control becomes more effective but over control will produce instability. At the get-away the range of angle of attack is 19 degrees to 11 degrees with velocities from the stalling speed through about 25 per cent of the speed range

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