Selected experiments in laminar flow: An annotated bibliography

Since the 1930s, there have been attempts to reduce drag on airplanes by delaying laminar to turbulent boundary layer transition. Experiments conducted during the 1940's, while successful in delaying transition, were discouraging because of the careful surface preparation necessary to meet roughness and waviness requirements. The resulting lull in research lasted nearly 30 years. By the late 1970s, airframe construction techniques had advanced sufficiently that the high surface quality required for natural laminar flow (NLF) and laminar flow control (LFC) appeared possible on production aircraft. As a result, NLF and LFC research became widespread. This report is an overview of that research. The experiments summarized herein were selected for their applicability to small transonic aircraft. Both flight and wind tunnel tests are included. The description of each experiment is followed by corresponding references. Part One summarizes NLF experiments; Part Two deals with LFC and hybrid laminar flow control (HLFC) experiments

Transonic wind tunnel test of a 14 percent thick oblique wing

An experimental investigation was conducted at the ARC 11- by 11-Foot Transonic Wind Tunnel as part of the Oblique Wing Research Aircraft Program to study the aerodynamic performance and stability characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing designed by Rockwell International. The 10.3 aspect ratio, straight-tapered wing of 0.14 thickness/chord ratio was tested at two different mounting heights above the fuselage. Additional tests were conducted to assess low-speed behavior with and without flaps, aileron effectiveness at representative flight conditions, and transonic drag divergence with 0 degree wing sweep. Longitudinal stability data were obtained at sweep angles of 0, 30, 45, 60, and 65 degrees, at Mach numbers ranging from 0.25 to 1.40. Test Reynolds numbers varied from 3.2 to 6.6 x 10 exp 6/ft. and angle of attack ranged from -5 to +18 degrees. Most data were taken at zero sideslip, but a few runs were at sideslip angles of +/- 5 degrees. The raised wing position proved detrimental overall, although side force and yawing moment were reduced at some conditions. Maximum lift coefficient with the flaps deflected was found to fall short of the value predicted in the preliminary design document. The performance and trim characteristics of the present wing are generally inferior to those obtained for a previously tested wing designed at ARC

Large capacity oblique all-wing transport aircraft

Dr. R. T. Jones first developed the theory for oblique wing aircraft in 1952, and in subsequent years numerous analytical and experimental projects conducted at NASA Ames and elsewhere have established that the Jones' oblique wing theory is correct. Until the late 1980's all proposed oblique wing configurations were wing/body aircraft with the wing mounted on a pivot. With the emerging requirement for commercial transports with very large payloads, 450-800 passengers, Jones proposed a supersonic oblique flying wing in 1988. For such an aircraft all payload, fuel, and systems are carried within the wing, and the wing is designed with a variable sweep to maintain a fixed subsonic normal Mach number. Engines and vertical tails are mounted on pivots supported from the primary structure of the wing. The oblique flying wing transport has come to be known as the Oblique All-Wing (OAW) transport. This presentation gives the highlights of the OAW project that was to study the total concept of the OAW as a commercial transport

Exoplanets or Dynamic Atmospheres? The Radial Velocity and Line Shape Variations of 51 Pegasi and Tau Bootis

Because of our relatively low spectral resolution, we compare our observations with Gray's line bisector data by fitting observed line profiles to an expansion in terms of orthogonal (Hermite) functions. To obtain an accurate comparison, we model the emergent line profiles from rotating and pulsating stars, taking the instrumental point spread function into account. We describe this modeling process in detail. We find no evidence for line profile or strength variations at the radial velocity period in either 51 Peg or in Tau Boo. For 51 Peg, our upper limit for line shape variations with 4.23-day periodicity is small enough to exclude with 10 sigma confidence the bisector curvature signal reported by Gray & Hatzes; the bisector span and relative line depth signals reported by Gray (1997) are also not seen, but in this case with marginal (2 sigma) confidence. We cannot, however, exclude pulsations as the source of 51 Peg's radial velocity variation, because our models imply that line shape variations associated with pulsations should be much smaller than those computed by Gray & Hatzes; these smaller signals are below the detection limits both for Gray & Hatzes' data and for our own. Tau Boo's large radial velocity amplitude and v*sin(i) make it easier to test for pulsations in this star. Again we find no evidence for periodic line-shape changes, at a level that rules out pulsations as the source of the radial velocity variability. We conclude that the planet hypothesis remains the most likely explanation for the existing data.Comment: 44 pages, 19 figures, plain TeX, accepted to ApJS (companion to letter astro-ph/9712279

Transonic flight test of a laminar flow leading edge with surface excrescences

A flight experiment, conducted at NASA Dryden Flight Research Center, investigated the effects of surface excrescences, specifically gaps and steps, on boundary-layer transition in the vicinity of a leading edge at transonic flight conditions. A natural laminar flow leading-edge model was designed for this experiment with a spanwise slot manufactured into the leading-edge model to simulate gaps and steps like those present at skin joints of small transonic aircraft wings. The leading-edge model was flown with the flight test fixture, a low-aspect ratio fin mounted beneath an F-104G aircraft. Test points were obtained over a unit Reynolds number range of 1.5 to 2.5 million/ft and a Mach number range of 0.5 to 0.8. Results for a smooth surface showed that laminar flow extended to approximately 12 in. behind the leading edge at Mach number 0.7 over a unit Reynolds number range of 1.5 to 2.0 million/ft. The maximum size of the gap-and-step configuration over which laminar flow was maintained consisted of two 0.06-in. gaps with a 0.02-in. step at a unit Reynolds number of 1.5 million/ft

Wing Leading Edge Joint Laminar Flow Tests

An F-104G aircraft at NASA's Dryden Flight Research Center has been equipped with a specially designed and instrumented test fixture to simulate surface imperfections of the type likely to be present near the leading edge on the wings of some laminar flow aircraft. The simulated imperfections consisted of five combinations of spanwise steps and gaps of various sizes. The unswept fixture yielded a pressure distribution similar to that of some laminar flow airfoils. The experiment was conducted at cruise conditions typical for business-jets and light transports: Mach numbers were in the range 0.5-0.8, and unit Reynolds numbers were 1.5-2.5 million per foot. Skin friction measurements indicated that laminar flow was often maintained for some distance downstream of the surface imperfections. Further work is needed to more precisely define transition location and to extend the experiments to swept-wing conditions and a broader range of imperfection geometries

Experimental Aerodynamic Characteristics of an Oblique Wing for the F-8 OWRA

An experimental investigation was conducted during June-July 1987 in the NASA Ames 11-Foot Transonic Wind Tunnel to study the aerodynamic performance and stability and control characteristics of a 0.087-scale model of an F-8 airplane fitted with an oblique wing. This effort was part of the Oblique Wing Research Aircraft (OWRA) program performed in conjunction with Rockwell International. The Ames-designed, aspect ratio 10.47, tapered wing used specially designed supercritical airfoils with 0.14 thickness/chord ratio at the root and 0.12 at the 85% span location. The wing was tested at two different mounting heights above the fuselage. Performance and longitudinal stability data were obtained at sweep angles of 0deg, 30deg, 45deg, 60deg, and 65deg at Mach numbers ranging from 0.30 to 1.40. Reynolds number varied from 3.1 x 10(exp 6)to 5.2 x 10(exp 6), based on the reference chord length. Angle of attack was varied from -5deg to 18deg. The performance of this wing is compared with that of another oblique wing, designed by Rockwell International, which was tested as part of the same development program. Lateral-directional stability data were obtained for a limited combination of sweep angles and Mach numbers. Sideslip angle was varied from -5deg to +5deg. Landing flap performance was studied, as were the effects of cruise flap deflections to achieve roll trim and tailor wing camber for various flight conditions. Roll-control authority of the flaps and ailerons was measured. A novel, deflected wing tip was evaluated for roll-control authority at high sweep angles

A Planet Orbiting the Star Rho Coronae Borealis

We report the discovery of near-sinusoidal radial velocity variations of the G0V star rhoCrB, with period 39.6 days and amplitude 67 m/s. These variations are consistent with the existence of an orbital companion in a circular orbit. Adopting a mass of 1.0 M(Sun) for the primary, the companion has minimum mass about 1.1 Jupiter masses, and orbital radius about 0.23 AU. Such an orbital radius is too large for tidal circularization of an initially eccentric orbit during the lifetime of the star, and hence we suggest that the low eccentricity is primordial, as would be expected for a planet formed in a dissipative circumstellar disk.Comment: 9 pages, LaTeX, accepted in Astrophys. J. Letter

Interfering with nucleotide excision by the coronavirus 3′-to-5′ exoribonuclease

Some of the most efficacious antiviral therapeutics are ribonucleos(t)ide analogs. The presence of a 3′-to-5′ proofreading exoribonuclease (ExoN) in coronaviruses diminishes the potency of many ribonucleotide analogs. The ability to interfere with ExoN activity will create new possibilities for control of SARS-CoV-2 infection. ExoN is formed by a 1:1 complex of nsp14 and nsp10 proteins. We have purified and characterized ExoN using a robust, quantitative system that reveals determinants of specificity and efficiency of hydrolysis. Double-stranded RNA is preferred over single-stranded RNA. Nucleotide excision is distributive, with only one or two nucleotides hydrolyzed in a single binding event. The composition of the terminal basepair modulates excision. A stalled SARS-CoV-2 replicase in complex with either correctly or incorrectly terminated products prevents excision, suggesting that a mispaired end is insufficient to displace the replicase. Finally, we have discovered several modifications to the 3′-RNA terminus that interfere with or block ExoN-catalyzed excision. While a 3′-OH facilitates hydrolysis of a nucleotide with a normal ribose configuration, this substituent is not required for a nucleotide with a planar ribose configuration such as that present in the antiviral nucleotide produced by viperin. Design of ExoN-resistant, antiviral ribonucleotides should be feasible

Potentially inappropriate medication use in older adults with mild-moderate Alzheimer's disease:Prevalence and associations with adverse events

Aim: Potentially inappropriate medication (PIM) use is prevalent in older adults and is associated with adverse events, hospitalisation and mortality. We assessed the patterns and associations of PIM use in older adults with mild-to-moderate Alzheimer's Disease (AD), who may represent a particularly vulnerable group. Design: Analysis of data from NILVad, an 18-month Randomised Control Trial of Nilvadapine in mild-to-moderate AD. The v2 STOPP criteria were applied in duplicate to identify PIM use. Associations between PIM use and adverse events/unscheduled healthcare visits in addition to the associations between PIM use and AD progression were evaluated. Setting and Participants: 448 older adults with mild-to-moderate AD from 23 centres in nine European countries. Results: Of 448 participants (mean age: 72.56 ± 8.19 years), over half (55.8%) were prescribed a PIM with 30.1% being prescribed 2+ PIMs. The most frequent PIMs were (i) long-term benzodiazepines (11.6% N = 52/448), (ii) selective serotonin reuptake inhibitors without appropriate indication (11.1% N = 50/448), and (iii) Proton-Pump Inhibitors (PPIs) without appropriate indication (10.7% N = 48/448). Increasing number of PIMs was associated with a greater risk of adverse events (IRR 1.17, 1.13-1.19, P < 0.001), serious adverse events (IRR 1.27; 1.17-1.37, P < 0.001), unscheduled hospitalisations (IRR 1.16, 1.03-1.30, P = 0.016) and GP visits (IRR 1.22, 1.15-1.28, P < 0.001). PIM use was not associated with dementia progression. Conclusions and Implications: PIM use is highly prevalent in mild-to-moderate AD and is associated with adverse events and unscheduled healthcare utilisation. Further attention to de-prescribing in this vulnerable group is warranted