Materials for advanced turbine engines. Volume 1: Advanced blade tip seal system

Project 3, the subject of this technical report, was structured toward the successful engine demonstration of an improved-efficiency, long-life, tip-seal system for turbine blades. The advanced tip-seal system was designed to maintain close operating clearances between turbine blade tips and turbine shrouds and, at the same time, be resistant to environmental effects including high-temperature oxidation, hot corrosion, and thermal cycling. The turbine blade tip comprised an environmentally resistant, activated-diffussion-bonded, monocrystal superalloy combined with a thin layer of aluminium oxide abrasive particles entrapped in an electroplated NiCr matrix. The project established the tip design and joint location, characterized the single-crystal tip alloy and abrasive tip treatment, and established the manufacturing and quality-control plans required to fully process the blades. A total of 171 blades were fully manufactured, and 100 were endurance and performance engine-tested

The feasibility of a programmed heat shield for solar cell performance control

Feasibility of programmed heat shield for temperature and power control for spacecraft on-board powe

Distribution of Pressure Over Model of the Upper Wing and Aileron of a Fokker D-VII Airplane

This report describes tests made for the purpose of determining the distribution of pressure over a model of the tapered portion of the upper wing and the aileron of a Fokker D-VII Airplane. Normal pressures were measured simultaneously at 74 points distributed over the wing and aileron. Tests were made throughout the useful range of angles of attack with aileron setting ranging from -20 degrees to +20 degrees. The results are presented graphically. It was found that the pressure distribution along the chord is in general similar to that of thick tapered airfoils previously tested. The maximum resultant pressure recorded was five times the dynamic pressure. The distribution of the air load along the span may be assumed to be uniform for design purposes. Aileron displacements affect the pressures forward to the leading edge of the wing and may increase the air load on the outer portion of the wing by a considerable amount. With the wing at large angles of attack, the overhanging portion of the aileron creates usually a burble flow and therefore a large drag. The balance reduces the control stick forces at small angles of attack for all aileron displacements. At large angles of attack it does this for small displacements only. With the airplane at its maximum speed, an angle of attack of 18 degrees, and a down aileron displacement of 20 degrees, the bending moment tending to break off the overhanging portion of the aileron will be greater than that caused by a uniform static load of 35 pounds per square foot

Pressure distribution on the nose of an airship in circling flight

In recent tests on the pressures occurring on the envelope and control surfaces of the naval airship C-7, it was noted that the pressures on the nose of the airship, while flying in level circling flight, were symmetrically distributed. Such a condition can only occur when the nose of the airship is pointed directly into the wind, and to accomplish this in circling flight, the axis of the airship must then be parallel to the direction of the motion of the nose. The question was raised as to whether the same conditions occur generally on all airships in circling flight. It appears that airships flying in a constant, level, circling flight path will generally head very closely into the wind, and any deviation will be so slight that the distribution of pressure over the nose will be but slightly, if at all, changed from a symmetrical distribution

Thermal barrier coatings application in diesel engines

Commercial use of thermal barrier coatings in diesel engines began in the mid 70's by Dr,. Ingard Kvernes at the Central Institute for Industrial Research in Oslo, Norway. Dr. Kvernes attributed attack on diesel engine valves and piston crowns encountered in marine diesel engines in Norwegian ships as hot-corrosion attributed to a reduced quality of residual fuel. His solution was to coat these components to reduce metal temperature below the threshold of aggressive hot-corrosion and also to provide protection. The Department of Energy has supported thermal barrier coating development for diesel engine applications. In the Clean Diesel - 50 Percent Efficient (CD-50) engine for the year 2000, thermal barrier coatings will be used on piston crowns and possibly other components. The primary purpose of the thermal barrier coatings will be to reduce thermal fatigue as the engine peak cylinder pressure will nearly be doubled. As the coatings result in higher available energy in the exhaust gas, efficiency gains are achieved through use of this energy by turbochargers, turbocompounding or thermoelectric generators

Pressure Distribution Tests on PW-9 Wing Models Showing Effects of Biplane Interference

In this report tests are described in which the distribution of pressures over models of the wings of the PW-9 Airplane was investigated. The wing models were tested individually and in the biplane combination. The investigation was conducted in the atmospheric wind tunnel of the National Advisory Committee for Aeronautics. It is concluded in this paper that the effect of biplane interference on the pressures on the wings is practically confined to the lower surface of the upper wing and the upper surface of the lower wing; that the overhanging portion of the upper wing is not greatly affected by the presence of the lower wing; and that a slight washing at the center section of the upper wing satisfactorily compensates for a reduced chord at this section (providing the airfoil section is not mutilated) and prevents a large reduction in the normal force over this portion of the wing

Evolution of the NANOG pseudogene family in the human and chimpanzee genomes

BACKGROUND: The NANOG gene is expressed in mammalian embryonic stem cells where it maintains cellular pluripotency. An unusually large family of pseudogenes arose from it with one unprocessed and ten processed pseudogenes in the human genome. This article compares the NANOG gene and its pseudogenes in the human and chimpanzee genomes and derives an evolutionary history of this pseudogene family. RESULTS: The NANOG gene and all pseudogenes except NANOGP8 are present at their expected orthologous chromosomal positions in the chimpanzee genome when compared to the human genome, indicating that their origins predate the human-chimpanzee divergence. Analysis of flanking DNA sequences demonstrates that NANOGP8 is absent from the chimpanzee genome. CONCLUSION: Based on the most parsimonious ordering of inferred source-gene mutations, the deduced evolutionary origins for the NANOG pseudogene family in the human and chimpanzee genomes, in order of most ancient to most recent, are NANOGP6, NANOGP5, NANOGP3, NANOGP10, NANOGP2, NANOGP9, NANOGP7, NANOGP1, and NANOGP4. All of these pseudogenes were fixed in the genome of the human-chimpanzee common ancestor. NANOGP8 is the most recent pseudogene and it originated exclusively in the human lineage after the human-chimpanzee divergence. NANOGP1 is apparently an unprocessed pseudogene. Comparison of its sequence to the functional NANOG gene's reading frame suggests that this apparent pseudogene remained functional after duplication and, therefore, was subject to selection-driven conservation of its reading frame, and that it may retain some functionality or that its loss of function may be evolutionarily recent

Comet and close-approach asteroid mission study. volume 1- summary report final report

Comet and close-approach asteroid mission stud

Impact of obesity on rates of successful vaginal delivery after term induction of labor

Objective: Determine success of term inductions of labor among an obese patient population. Methods: A retrospective chart review of all women greater than 37 weeks gestation who underwent induction of labor at University of Iowa Hospital and Clinics (12-2012 to 03-2013). Chart abstraction included data from the patient’s prenatal care, medical history, labor history, delivery and postpartum course. Subjects were stratified by pre-pregnancy BMI. Results: 74 inductions occurred at greater than 37 weeks gestation during the study period. Successful vaginal delivery (operative and spontaneous) occurred for 80.4% of normal weight women versus 82.6% for women who were obese pre-pregnancy (p=0.85). Induction of obese women was associated with significantly longer infant admission (2.82 days vs 6.09 days, p=0.03) and a higher likelihood to be admitted to neonatal intensive care (5.88% vs 26.09%, p=.021). Conclusions: While rates of successful vaginal delivery following induction were similar between normal weight and obese women, infants of obese women were more likely to require admission to neonatal intensive care and require longer hospital stays