Wiring harnesses documented by punched-card technique

Cards representing a connector are punched, sorted, and then used to printout wiring documentation for that connector. When wiring changes are made, new cards are punched and the wiring documentation is reprinted to reflect the latest configuration

Documentation of Wiring Harnesses by Use of Punched-card Techniques

Punch card printer for wiring harness documentatio

Preliminary flight assessment of the X-29A advanced technology demonstrator

Several new technologies integrated on the X-29A advanced technology demonstrator are being evaluated for the next generation of fighter aircraft. Some of the most noteworthy ones are the forward-swept wing, digital fly-by-wire flight control system, close-coupled wing-canard configuration, aeroelastically tailored composite wing skins, three-surface pitch control configuration, and a highly unstable airframe. The expansion of the aircraft 1-g and maneuver flight envelopes was recently completed over a two-year period in 84 flights. Overall flight results confirmed the viability of the aircraft design, and good agreement with preflight predictions was obtained. The individual technologies' operational workability and performance were confirmed. This paper deals with the flight test results and the preliminary evaluation of the X-29A design and technologies. A summary of the primary technical findings in structural static loads, structural dynamic characteristics, flight control system characteristics, aerodynamic stability and control, and aerodynamic performance is presented

Preliminary flight-determined subsonic lift and drag characteristics of the X-29A forward-swept-wing airplane

The X-29A subsonic lift and drag characteristics determined, met, or exceeded predictions, particularly with respect to the drag polar shapes. Induced drag levels were as great as 20 percent less than wind tunnel estimates, particularly at coefficients of lift above 0.8. Drag polar shape comparisons with other modern fighter aircraft showed the X-29A to have a better overall aircraft aerodynamic Oswald efficiency factor for the same aspect ratio. Two significant problems arose in the data reduction and analysis process. These included uncertainties in angle of attack upwash calibration and effects of maneuver dynamics on drag levels. The latter problem resulted from significantly improper control surface automatic camber control scheduling. Supersonic drag polar results were not obtained during this phase because of a lack of engine instrumentation to measure afterburner fuel flow

A Method to Unambiguously Determine the Parity of the Theta+ Pentaquark

With the recent discovery of the $\Theta(1540)$ pentaquark, the question of its parity is paramount since this will constrain the correct description of its internal structure. We show that the measurement of the spin singlet and triplet cross sections for the reaction $\vec{p}\vec{p} \to \Sigma^+ \Theta^+$ will unambiguously determine the parity of the $\Theta^+$.Comment: 3 page

Quantitative estimates of fish abundance from boat electrofishing

Multiple removals by boat electro-fishing were used to estimate fish populations in non-wadeable habitats in New Zealand lakes and rivers. Mean capture probability was 0.47±h0.10 (± 95% CI) from 35 population estimates made with 2-7 successive removals. The relationship between the population estimate from the Zippin method (Y)and the number of fish caught in the first removal (X) was significant (adjusted r2=0.84, P<0.001; Figure 2). The least-squares regression was Y = 1.55X 1.23. Mean density ± 95% confidence interval for 13 fishing occasions was 30±27 fish 100 m- 2. Mean biomass of fish for sites was 78±39 g m-2 (range 29 to 245 g m-2). Koi carp comprised the largest proportion of the fish biomass wherever they were present. The high biomasses of koi carp estimated in these results (mean 56±33 g m-2) suggest that they can reach problematic abundances in New Zealand. Bioniass of spawning koi carp can exceed 400 g m-2

Real-time flight test analysis and display techniques for the X-29A aircraft

The X-29A advanced technology demonstrator flight envelope expansion program and the subsequent flight research phase gave impetus to the development of several innovative real-time analysis and display techniques. These new techniques produced significant improvements in flight test productivity, flight research capabilities, and flight safety. These techniques include real-time measurement and display of in-flight structural loads, dynamic structural mode frequency and damping, flight control system dynamic stability and control response, aeroperformance drag polars, and aircraft specific excess power. Several of these analysis techniques also provided for direct comparisons of flight-measured results with analytical predictions. The aeroperformance technique was made possible by the concurrent development of a new simplified in-flight net thrust computation method. To achieve these levels of on-line flight test analysis, integration of ground and airborne systems was required. The capability of NASA Ames Research Center, Dryden Flight Research Facility's Western Aeronautical Test Range was a key factor in enabling implementation of these methods

An experimental study of the turbulent boundary layer on a transport wing in subsonic and transonic flow

The upper surface boundary layer on a transport wing model was extensively surveyed with miniature yaw probes at a subsonic and a transonic cruise condition. Additional data were obtained at a second transonic test condition, for which a separated region was present at mid-semispan, aft of mid-chord. Significant variation in flow direction with distance from the surface was observed near the trailing edge except at the wing root and tip. The data collected at the transonic cruise condition show boundary layer growth associated with shock wave/boundary layer interaction, followed by recovery of the boundary layer downstream of the shock. Measurements of fluctuating surface pressure and wingtip acceleration were also obtained. The influence of flow field unsteadiness on the boundary layer data is discussed. Comparisons among the data and predictions from a variety of computational methods are presented. The computed predictions are in reasonable agreement with the experimental data in the outboard regions where 3-D effects are moderate and adverse pressure gradients are mild. In the more highly loaded mid-span region near the trailing edge, displacement thickness growth was significantly underpredicted, except when unrealistically severe adverse pressure gradients associated with inviscid calculations were used to perform boundary layer calculations