8,271 research outputs found
Notes on the design of ailerons
Recent data have shown that certain forms or types of ailerons that are in extensive use are in reality quite inefficient and entirely unsuited for the high speeds now realized. The same data indicate that two forms (both shown here) are efficient and satisfactory in every way. The most important characteristics of ailerons are effectiveness under all flight conditions, small moments about the hinge, high efficiency (small yawing moment opposing turn), and simplicity in construction. Information required for the design of ailerons is given for chord, span, area, and plan form
F-5-L Boat Seaplane : performance characteristics
Performance characteristics for the F-5-L Boat Seaplane are given. Characteristic curves for the RAF-6 airfoil and the F-5-L wings, parasite resistance and velocity data, engine and propeller characteristics, effective and maximum horsepower, and cruising performance are discussed
Comparative performance with direct and geared engines
Comprehensive tests were made to compare the performance of the F-5-L Boat Seaplane fitted with direct drive and Liberty engines. Details are given on the test conditions. The conclusions of the comparison tests follow. 1) An F-5-L with geared engines takes off in approximately 90 percent of the time required for the same airplane with standard direct drive engines. An F-5-L with geared engines climbs in 20 minutes to an altitude approximately 20 percent greater than that obtained with the standard direct drive on the same airplane. 3) There is a large difference between the climbs of the two airplanes of the same type. This difference will always be more pronounced when the climb is normally slow. In the case of the F-5-L airplanes under construction, it is of the order of a 10 percent difference in altitude on a 20 minute climb. 4) The maximum speed of an F-5-L with geared engines is about 3.5 percent greater than the maximum speed of the same airplane with standard direct drive engines (at the same engine r.p.m.). 5) The fuel consumption is probably less effected by the type of drive than by inherent differences in the performance of different airplanes
Boundary critical behaviour at -axial Lifshitz points: the special transition for the case of a surface plane parallel to the modulation axes
The critical behaviour of -dimensional semi-infinite systems with
-component order parameter is studied at an -axial bulk
Lifshitz point whose wave-vector instability is isotropic in an -dimensional
subspace of . Field-theoretic renormalization group methods are
utilised to examine the special surface transition in the case where the
potential modulation axes, with , are parallel to the surface.
The resulting scaling laws for the surface critical indices are given. The
surface critical exponent , the surface crossover exponent
and related ones are determined to first order in
\epsilon=4+\case{m}{2}-d. Unlike the bulk critical exponents and the surface
critical exponents of the ordinary transition, is -dependent already
at first order in . The \Or(\epsilon) term of is
found to vanish, which implies that the difference of and
the bulk exponent is of order .Comment: 21 pages, one figure included as eps file, uses IOP style file
Boundary critical behavior at m-axial Lifshitz points for a boundary plane parallel to the modulation axes
The critical behavior of semi-infinite -dimensional systems with
-component order parameter and short-range interactions is
investigated at an -axial bulk Lifshitz point whose wave-vector instability
is isotropic in an -dimensional subspace of . The associated
modulation axes are presumed to be parallel to the surface, where . An appropriate semi-infinite model representing the
corresponding universality classes of surface critical behavior is introduced.
It is shown that the usual O(n) symmetric boundary term
of the Hamiltonian must be supplemented by one of the form involving a
dimensionless (renormalized) coupling constant . The implied boundary
conditions are given, and the general form of the field-theoretic
renormalization of the model below the upper critical dimension
is clarified. Fixed points describing the ordinary, special,
and extraordinary transitions are identified and shown to be located at a
nontrivial value if . The surface
critical exponents of the ordinary transition are determined to second order in
. Extrapolations of these expansions yield values of these
exponents for in good agreement with recent Monte Carlo results for the
case of a uniaxial () Lifshitz point. The scaling dimension of the surface
energy density is shown to be given exactly by , where
is the anisotropy exponent.Comment: revtex4, 31 pages with eps-files for figures, uses texdraw to
generate some graphs; to appear in PRB; v2: some references and additional
remarks added, labeling in figure 1 and some typos correcte
Renormalized field theory and particle density profile in driven diffusive systems with open boundaries
We investigate the density profile in a driven diffusive system caused by a
plane particle source perpendicular to the driving force. Focussing on the case
of critical bulk density we use a field theoretic renormalization
group approach to calculate the density as a function of the distance
from the particle source at first order in (: spatial
dimension). For we find reasonable agreement with the exact solution
recently obtained for the asymmetric exclusion model. Logarithmic corrections
to the mean field profile are computed for with the result for .Comment: 32 pages, RevTex, 4 Postscript figures, to appear in Phys. Rev.
Surface critical behavior of driven diffusive systems with open boundaries
Using field theoretic renormalization group methods we study the critical
behavior of a driven diffusive system near a boundary perpendicular to the
driving force. The boundary acts as a particle reservoir which is necessary to
maintain the critical particle density in the bulk. The scaling behavior of
correlation and response functions is governed by a new exponent eta_1 which is
related to the anomalous scaling dimension of the chemical potential of the
boundary. The new exponent and a universal amplitude ratio for the density
profile are calculated at first order in epsilon = 5-d. Some of our results are
checked by computer simulations.Comment: 10 pages ReVTeX, 6 figures include
Surface area coefficients for airship envelopes
In naval architecture, it is customary to determine the wetted surface of a ship by means of some formula which involves the principal dimensions of the design and suitable constants. These formulas of naval architecture may be extended and applied to the calculation of the surface area of airship envelopes by the use of new values of the constants determined for this purpose. Surface area coefficients were calculated from the actual dimensions, surfaces, and volumes of 52 streamline bodies, which form a series covering the entire range of shapes used in the present aeronautical practice
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