Backup control airstart performance on a digital electronic engine control-equipped F100-engine

The air start capability of a backup control (BUC) was tested for a digital electronic engine control (DEEC) equipped F100 engine, which was installed in an F-15 aircraft. Two air start schedules were tested. Using the group 1 start schedule, based on a 40 sec timer, an air speed of 300 knots was required to ensure successful 40 and 25% BUC mode spooldown airstarts. If core rotor speed (N2) was less than 40% a stall would occur when the start bleed closed, 40 sec after initiation of the air start. All jet fuel starter (JFS) assisted air starts were successful with the group 1 start schedule. For the group 2 schedule, the time between pressurization and start bleed closure ranged between 50 sec and 72 sec. Idle rps was lower than the desired 65% for air starts at higher altitudes and lower air speeds

A theoretical analysis of simulated transonic boundary layers in cryogenic-nitrogen wind tunnels

A theoretical analysis was made to determine the real gas effects on simulation of transonic boundary layers in wind tunnels with cryogenic nitrogen as the test gas. The analysis included laminar and turbulent flat plate boundary layers and turbulent boundary layers on a two dimensional airfoil. The results indicate that boundary layers in such wind tunnels should not be substantially different from ideal gas boundary layers at standard conditions. At a pressure of 9.0 atm, two separate effects produce deviations of real gas values from ideal gas values which are in the opposite direction from deviations at 1.0 atm and are of the same insignificant order of magnitude. Results also show that nonadiabatic boundary layers should be adequately simulated if the enthalpy ratio is the correlating parameter rather than the temperature ratio

Companions of Qsos at Redshift 1.1

We discuss broad- and narrow-band imaging of 7 arcmin fields of 14 QSOs with redshift ~1.1. The narrow-band filters were chosen to detect redshifted [O II] 3727A, and the broad bands are R and I, which correspond to rest wavelengths {}~3300A and ~3800A. In 100 arcsec subfields surrounding the QSOs, we detect an excess of typically 15 detected objects over the background of 25. Several of the QSO subfields also contain an excess of blue (R-I < 1.0) galaxies compared with the other subfields. Finally, several of the QSO subfields contain an excess of galaxies with significant narrow-band flux compared with the other subfields, and many of these are also blue. Most of the QSOs are radio-quiet in a region of sky overpopulated with z=1.1 QSOs, and 3 others are radio-loud from other parts of the sky. We suggest that most of these z=1.1 QSOs are in compact groups of starbursting galaxies. In our data, there is no significant difference between radio-loud and radio-quiet QSOs. We discuss cosmic evolutionary implications.Comment: 9 pages Plain Tex, 8 figures upon request, SISSA-DAO-94-00

A real time spectrum to dose conversion system

A system has been developed which permits the determination of dose in real time or near real time directly from the pulse-height output of a radiation spectrometer. The technique involves the use of the resolution matrix of a spectrometer, the radiation energy-to-dose conversion function, and the geometrical factors, although the order of matrix operations is reversed. The new technique yields a result which is mathematically identical to the standard method while requiring no matrix manipulations or resolution matrix storage in the remote computer. It utilizes only a single function for each type dose required and each geometric factor involved

Development of a temperature-compensated hot-film anemometer system for boundary-layer transition detection on high-performance aircraft

A hot-film constant-temperature anemometer (CTA) system was flight-tested and evaluated as a candidate sensor for determining boundary-layer transition on high-performance aircraft. The hot-film gage withstood an extreme flow environment characterized by shock waves and high dynamic pressures, although sensitivity to the local total temperature with the CTA indicated the need for some form of temperature compensation. A temperature-compensation scheme was developed and two CTAs were modified and flight-tested on the F-104/Flight Test Fixture (FTF) facility at a variety of Mach numbers and altitudes, ranging from 0.4 to 1.8 and 5,000 to 40,000 ft respectively