Preliminary study of tug-glider freight systems utilizing a Boeing 747 as the tug

Performance of the tug-glider system was severely limited by ground run. In most cases studied, additional engines were necessary. Except at short ranges for which additional payload were carried in the tow plane, the productivity of the basic aircraft was degraded by a reduction in cruise speed necessitated by the glider drag. Excessive aspect ratios did not improve system performance because of the increase in glider wing weight. Powered gliders using a tow plane only for takeoff and climb had the potential for a major reduction in fuel consumption. Uncertainty of restrictive regulatory action and the apparently increased airborne investment per unit productivity are obstacles to commercial development

DSK1, a novel kinesin-related protein from the diatom Cylindrotheca fusiformis that is involved in anaphase spindle elongation.

We have identified an 80-kD protein that is involved in mitotic spindle elongation in the diatom Cylindrotheca fusiformis. DSK1 (Diatom Spindle Kinesin 1) was isolated using a peptide antibody raised against a conserved region in the motor domain of the kinesin superfamily. By sequence homology, DSK1 belongs to the central motor family of kinesin-related proteins. Immunoblots using an antibody raised against a non-conserved region of DSK1 show that DSK1 is greatly enriched in mitotic spindle preparations. Anti-DSK1 stains in diatom central spindle with a bias toward the midzone, and staining is retained in the spindle midzone during spindle elongation in vitro. Furthermore, preincubation with anti-DSK1 blocks function in an in vitro spindle elongation assay. This inhibition of spindle elongation can be rescued by preincubating concurrently with the fusion protein against which anti-DSK1 was raised. We conclude that DSK1 is involved in spindle elongation and is likely to be responsible for pushing hal-spindles apart in the spindle midzone

Static stability and control characteristics of two large-dihedral right triangular pyramid lifting reentry configurations at a Mach number of 3.05

Static stability and control characteristics of dihedral right triangular pyramid lifting reentry vehicle configuration

Assessment of Variable-cycle Engines for Mach 2.7 Supersonic Transports

Three proposed SCAR propulsion systems in terms of aircraft range for a fixed payload and take-off gross weight with a design cruise Mach number 2.7 are evaluated. The effects of various noise and operational restraints are determined and sensitivities to some of the more important performance variables are presented for the most probable design noise and operational restraint case. Critical areas requiring new or improved technology for each cycle are delineated

Trade Studies Relating to a Long Range Mach 2.6 Supercruiser

A systems study was conducted on an aircraft concept, representative of a supersonic-cruise military aircraft (supercruiser). The study results indicate that supersonic ranges in excess of 4000 n.mi. at a Mach number of 2.62 are possible with a 500 lbf class aircraft. Trade studies, to determine the sensitivity of supersonic range to parameters which would improve maneuverability, indicate that thrust-weight ratios of as much as 0.5 can be used without significantly decreasing supersonic range; however, increasing the thrust-weight ratio to 1.0 decreases the range capability by about 1100 n.mi. The range penalty for increasing the aircraft limit load-factor from 4.0 to 9.0 is about 500 n.mi. The increased fuel volume of several configurations improved the supersonic range capability by about 1200 n.mi. but, due to associated losses in supersonic L/D, had an insignificant effect on the range at a Mach number of 2.62

Although cities often are touted as climate change policy leaders, a close look at politically conservative Texas cities finds many lagging or faltering

As the recent Supreme Court decision on Obama’s climate regulations have illustrated, climate action at the national level in the US is a fraught affair. US cities often are touted as leading on climate, however — or at least some of them are. Ann W. Foss and Jeff Howard argue that most cities leading on climate are politically liberal, and they use the Dallas- Fort Worth area as a case study to examine a range of communities at the opposite end of the political spectrum. In this conservative region, they find far more laggard cities than leaders, and cities that have begun to emerge as leaders often have backslidden. Political aversion to climate action, they write, often means that when laggard cities pursue energy efficiency and renewable energy strategies, they do so as cost saving rather than environmental measures

Single-Molecule Junction Conductance through Diaminoacenes

The study of electron transport through single molecules is essential to the development of molecular electronics. Indeed, trends in electronic conductance through organic nanowires have emerged with the increasing reliability of electron transport measurements at the single-molecule level. Experimental and theoretical work has shown that tunneling distance, HOMO-LUMO gap and molecular conformation influence electron transport in both saturated and pi-conjugated nanowires. However, there is relatively little experimental data on electron transport through fused aromatic rings. Here we show using diaminoacenes that conductivity depends not only on the number of fused aromatic rings in the molecule, which defines the molecular HOMO-LUMO gap, but also on the position of the amino groups on the rings. Specifically, we find that conductance is highest with minimal disruption of aromaticity in fused aromatic nanowires.Comment: 2 pages, 3 figure

A computer program for detailed analysis of the takeoff and approach performance capabilities of transport category aircraft

The takeoff and approach performance of an aircraft is calculated in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. The program may be used to investigate advanced operational procedures for noise alleviation such as programmed throttle and flap controls. Extensive profile time history data are generated and are placed on an interface file which can be input directly to the NASA aircraft noise prediction program (ANOPP)

Conceptual study of an advanced supersonic technology transport (AST-107) for transpacific range using low-bypass-ratio turbofan engines

An advanced supersonic technology configuration concept designated the AST-107, using a low bypass ratio turbofan engine, is described and analyzed. The aircraft had provisions for 273 passengers arranged five abreast. The cruise Mach number was 2.62. The mission range for the AST-107 was 8.48 Mm (4576 n.mi.) and an average lift drag ratio of 9.15 during cruise was achieved. The available lateral control was not sufficient for the required 15.4 m/s (30 kt) crosswind landing condition, and a crosswind landing gear or a significant reduction in dihedral effect would be necessary to meet this requirement. The lowest computed noise levels, including a mechanical suppressor noise reduction of 3 EPNdB at the flyover and sideline monitoring stations, were 110.3 EPNdB (sideline noise), 113.1 EPNdB (centerline noise) and 110.5 EPNdB (approach noise)

A computer technique for detailed analysis of mission radius and maneuverability characteristics of fighter aircraft

A computer technique to determine the mission radius and maneuverability characteristics of combat aircraft was developed. The technique was used to determine critical operational requirements and the areas in which research programs would be expected to yield the most beneficial results. In turn, the results of research efforts were evaluated in terms of aircraft performance on selected mission segments and for complete mission profiles. Extensive use of the technique in evaluation studies indicates that the calculated performance is essentially the same as that obtained by the proprietary programs in use throughout the aircraft industry