nPI Resummation in 3D SU(N) Higgs Theory

We test the utility of the nPI formalism for solving nonperturbative dynamics of gauge theories by applying it to study the phase diagram of SU(N) Higgs theory in 3 Euclidean spacetime dimensions. Solutions reveal standard signatures of a first order phase transition with a critical endpoint leading to a crossover regime, in qualitative agreement with lattice studies. The location of the critical endpoint, x sim 0.14 for SU(2) with a fundamental Higgs, is in rough but not tight quantitative agreement with the lattice. We end by commenting on the overall effectiveness and limitations of an nPI effective action based study. In particular, we have been unable to find an nPI gauge-fixing procedure which can simultaneously display the right phase structure and correctly handle the large-VEV Higgs region. We explain why doing so appears to be a serious challenge.Comment: 24 pages plus appendices, 8 figure

Aviation Frontiers: On-Demand Aircraft

Throughout the 20th Century, NASA has defined the forefront of aeronautical technology, and the aviation industry owes much of its prosperity to this knowledge and technology. In recent decades, centralized aeronautics has become a mature discipline, which raises questions concerning the future aviation innovation frontiers. Three transformational aviation capabilities, bounded together by the development of a Free Flight airspace management system, have the potential to transform 21st Century society as profoundly as civil aviation transformed the 20th Century. These mobility breakthroughs will re-establish environmental sustainable centralized aviation, while opening up latent markets for civil distributed sensing and on-demand rural and regional transportation. Of these three transformations, on-demand aviation has the potential to have the largest market and productivity improvement to society. The information system revolution over the past 20 years shows that vehicles lead, and the interconnecting infrastructure to make them more effective follows; that is, unless on-demand aircraft are pioneered, a distributed Air Traffic Control system will likely never be established. There is no single technology long-pole that will enable on-demand vehicle solutions. However, fully digital aircraft that include electric propulsion has the potential to be a multi-disciplinary initiator of solid state technologies that can provide order of magnitude improvements in the ease of use, safety/reliability, community and environmental friendliness, and affordability

NASA Puffin Electric Tailsitter VTOL Concept

Electric propulsion offers dramatic new vehicle mission capabilities, not possible with turbine or reciprocating engines; including high reliability and efficiency, low engine weight and maintenance, low cooling drag and volume required, very low noise and vibration, and zero emissions. The only penalizing characteristic of electric propulsion is the current energy storage technology level, which is set to triple over the next 5-10 years through huge new investments in this field. Most importantly, electric propulsion offers incredible new degrees of freedom in aircraft system integration to achieve unprecedented levels of aerodynamic, propulsive, control, and structural synergistic coupling. A unique characteristic of electric propulsion is that the technology is nearly scale-free, permitting small motors to be parallelized for fail-safe redundancy, or distributed across the airframe for tightly coupled interdisciplinary functionality without significant impacts in motor-controller efficiency or specific weight. Maximizing the potential benefit of electric propulsion is dependent on applying this technology to synergistic mission concepts. The vehicle missions with the most benefit include those which constrain environmental impact (or limit noise, exhaust, or emission signatures) are short range, or where large differences exist in the propulsion system sizing between takeoff and cruise conditions. Electric propulsion offers the following unique capabilities that other propulsion systems can t provide for short range Vertical Takeoff and Landing (VTOL) aircraft; elimination of engine noise and emissions, drastic reduction in engine cooling and radiated heat, drastic reduction in vehicle vibration levels, drastic improvement in reliability and operating costs, variable speed output at full power, for improved cruise efficiency at low tip-speed, elimination of high/hot sizing penalty, and reduction of engine-out penalties

Centrifugally Stiffened Rotor: Eternal Flight as the Solution for 'X': NIAC Phase I Final Report

Flight has always captured man's imagination. This is evidenced by the great variety of aerial vehicles that exist today. Everything from fixed-wing to rotorcraft; satellites to spaceships;mono-wing to quadrotor. However, despite the wide variety of flying vehicles, not one of them has attained eternal flight. Accomplishing this feat is one of the great challenges still facing the aviation community. Motivation Achieving eternal flight opens the doors to atmospheric satellites. Existing satellites have a great number of capabilities that enrich our lives; however,their distance from the surface of the earth precludes certain types of transmission capabilities. Once eternal flight is achieved, that vehicle can serve the same role as ordinary satellites, but its close proximity will allow for real time two way communications,like wireless broadband internet. And with active controls, atmospheric satellites would not be constrained to geosynchronous orbits, like our existing satellite technology. Many projects are under way to achieve this goal;however, most of these research efforts follow the same design methodology, and have exhausted the limits of this particular design. This concept introduces a completely new aerial vehicle structure,which uses the best features of fixed-wing and rotorcraft designs. Combining the best features of different classes of aircraft, expands the capabilities beyond what either one can achieve on its own

UV Cascade in Classical Yang-Mills via Kinetic Theory

We show that classical Yang-Mills theory with statistically homogeneous and isotropic initial conditions has a kinetic description and approaches a scaling solution at late times. We find the scaling solution by explicitly solving the Boltzmann equations, including all dominant processes (elastic and number-changing). Above a scale $p_{max} \propto t^{1/7}$ the occupancy falls exponentially in $p$. For asymptotically late times and sufficiently small momenta the occupancy scales as $f(p)\propto 1/p$, but this behavior sets in only at very late time scales. We find quantitative agreement of our results with lattice simulations, for times and momenta within the range of validity of kinetic theory.Comment: 18 pages, 4 figure

Climate change impact, adaptation, and mitigation in temperate grazing systems: a review

Managed temperate grasslands occupy 25% of the world, which is 70% of global agricultural land. These lands are an important source of food for the global population. This review paper examines the impacts of climate change on managed temperate grasslands and grassland-based livestock and effectiveness of adaptation and mitigation options and their interactions. The paper clarifies that moderately elevated atmospheric CO2 (eCO2) enhances photosynthesis, however it may be restiricted by variations in rainfall and temperature, shifts in plant’s growing seasons, and nutrient availability. Different responses of plant functional types and their photosynthetic pathways to the combined effects of climatic change may result in compositional changes in plant communities, while more research is required to clarify the specific responses. We have also considered how other interacting factors, such as a progressive nitrogen limitation (PNL) of soils under eCO2, may affect interactions of the animal and the environment and the associated production. In addition to observed and modelled declines in grasslands productivity, changes in forage quality are expected. The health and productivity of grassland-based livestock are expected to decline through direct and indirect effects from climate change. Livestock enterprises are also significant cause of increased global greenhouse gas (GHG) emissions (about 14.5%), so climate risk-management is partly to develop and apply effective mitigation measures. Overall, our finding indicates complex impact that will vary by region, with more negative than positive impacts. This means that both wins and losses for grassland managers can be expected in different circumstances, thus the analysis of climate change impact required with potential adaptations and mitigation strategies to be developed at local and regional levels

Transformational Autonomy and Personal Transportation: Synergies and Differences Between Cars and Planes

Highly automated cars have undergone tremendous investment and progress over the past ten years with speculation about fully-driverless cars within the foreseeable, or even near future, becoming common. If a driverless future is realized, what might be the impact on personal aviation? Would self-piloting airplanes be a relatively simple spin-off, possibly making travel by personal aircraft also commonplace? What if the technology for completely removing human drivers turns out to be further in the future rather than sooner; would such a delay suggest that transformational personal aviation is also somewhere over the horizon or can transformation be achieved with less than full automation? This paper presents a preliminary exploration of these questions by comparing the operational, functional, and implementation requirements and constraints of cars and small aircraft for on-demand mobility. In general, we predict that the mission management and perception requirements of self-piloting aircraft differ significantly from self-driving cars and requires the development of aviation specific technologies. We also predict that the highly-reliable control and system automation technology developed for conditionally and highly automated cars can have a significant beneficial effect on personal aviation, even if full automation is not immediately feasible

Analytical Fuselage and Wing Weight Estimation of Transport Aircraft

A method of estimating the load-bearing fuselage weight and wing weight of transport aircraft based on fundamental structural principles has been developed. This method of weight estimation represents a compromise between the rapid assessment of component weight using empirical methods based on actual weights of existing aircraft, and detailed, but time-consuming, analysis using the finite element method. The method was applied to eight existing subsonic transports for validation and correlation. Integration of the resulting computer program, PDCYL, has been made into the weights-calculating module of the AirCraft SYNThesis (ACSYNT) computer program. ACSYNT has traditionally used only empirical weight estimation methods; PDCYL adds to ACSYNT a rapid, accurate means of assessing the fuselage and wing weights of unconventional aircraft. PDCYL also allows flexibility in the choice of structural concept, as well as a direct means of determining the impact of advanced materials on structural weight. Using statistical analysis techniques, relations between the load-bearing fuselage and wing weights calculated by PDCYL and corresponding actual weights were determined