Four phase logic systems

A four-phase logic system is provided which includes at least four logic networks connected in parallel between a single power line and a reference potential. A four-phase clock generator generates four distinct clock signals from a single-phase clock input at data rate. Each logic network comprises a pair of complementary metal-oxide-semiconductor integrated transistors (CMOST). Each metal-oxide-Semiconductor transistor (MOST) in the pair is responsive to a clock signal which turns the transistor on or off. In each network, there is also at least one MOST which is responsive to a logic signal. The logic transistor is connected in cascade with the pair of CMOSTs

Complementary MOS four-phase logic circuits

Technique can provide four-phase clock signal from single-phase clock and requires only one power supply voltage. This arrangement saves considerable power compared to circuits having load resistor between power supply and ground

NASA research on viscous drag reduction

Research on natural laminar flow, laminar flow control by suction, and turbulent drag reduction is discussed. Preliminary results suggest that a significant amount of natural laminar flow can be achieved on small, straight wing airplanes. On larger, swept wing aircraft, laminar flow control by distributed suction is expected to result in significant fuel savings. The area over which laminar flow control is applied depends on tradeoffs involving structural complexity, maintenance, and cost. Several methods of reducing turbulent skin friction by altering the turbulence structure itself have shown promise in exploratory testing. The status of these technologies and the benefits of applying them to future aircraft are reviewed

Heat transfer and pressure distributions at M equals 8 on 0.029 scale models of the Viking entry vehicle

An investigation in the Langley Research Center Mach-8 Variable Density Hypersonic Tunnel was made of the pressure distributions and heat transfer rate distributions on two 0.029 scale Viking Entry Vehicle models. Comparable ranges of test Reynolds number were exercised for the two tests between run conditions around 4 million and conditions of about 1.6 million. At angles of attack less than 20 degrees the pressure ratio distribution referenced to stagnation pressure appeared invariant with Reynolds number. Increasing angle of attack results in a flatter distribution of both the windward and leeward pressure distributions; in addition, the stagnation point shifted into the windward plane. A subsequent rise in the heating rate profile on the leeward side with further increase in angle of attack is attributed to boundary layer natural transition to turbulent flow. Schlieren photographs were taken for flow field visualization and to correct model angle of attack

Further studies of methods for reducing community noise around airports

A simplified method of analysis was used in which all flights at a 'simulated' airport were assumed to operate from one runway in a single direction. For this simulated airport, contours of noise exposure forecast were obtained and evaluated. A flight schedule of the simulated airport which is representative of the 23 major U. S. airports was used. The effect of banning night-time operations by four-engine, narrow-body aircraft in combination with other noise reduction options was studied. The reductions in noise which would occur of two- and three-engine, narrow-body aircraft equipped with a refanned engine was examined. A detailed comparison of the effects of engine cutback on takeoff versus the effects of retrofitting quiet nacelles for narrow-body aircraft was also examined. A method of presenting the effects of various noise reduction options was treated

Directed and elliptic flow in heavy ion collisions from Ebeam=90E_{\rm beam}=90 MeV/nucleon to Ec.m.=200E_{\rm c.m.}=200 GeV/nucleon

Recent data from the NA49 experiment on directed and elliptic flow for Pb+Pb reactions at CERN-SPS are compared to calculations with a hadron-string transport model, the Ultra-relativistic Quantum Molecular Dynamics (UrQMD) model. The rapidity and transverse momentum dependence of the directed and elliptic flow, i.e. $v_1$ and $v_2$, are investigated. The flow results are compared to data at three different centrality bins. Generally, a reasonable agreement between the data and the calculations is found. Furthermore, the energy excitation functions of $v_1$ and $v_2$ from $E_{\rm beam}=90A$ MeV to $E_{\rm cm}=200A$ GeV are explored within the UrQMD framework and discussed in the context of the available data. It is found that, in the energy regime below $E_{\rm beam}\leq 10A$ GeV, the inclusion of nuclear potentials is necessary to describe the data. Above $40A$ GeV beam energy, the UrQMD model starts to underestimate the elliptic flow. Around the same energy the slope of the rapidity spectra of the proton directed flow develops negative values. This effect is known as the third flow component ("antiflow") and cannot be reproduced by the transport model. These differences can possibly be explained by assuming a phase transition from hadron gas to quark gluon plasma at about $40A$ GeV.Comment: 19 pages, minor changes and modified title as published in PR

Systematic Investigation of Negative Cooper-Frye Contributions in Heavy Ion Collisions Using Coarse-grained Molecular Dynamics

In most heavy ion collision simulations involving relativistic hydrodynamics, the Cooper-Frye formula is applied to transform the hydrodynamical fields to particles. In this article the so-called negative contributions in the Cooper-Frye formula are studied using a coarse-grained transport approach. The magnitude of negative contributions is investigated as a function of hadron mass, collision energy in the range of $E_{\rm lab} = 5$--$160A$ GeV, collision centrality and the energy density transition criterion defining the hypersurface. The microscopic results are compared to negative contributions expected from hydrodynamical treatment assuming local thermal equilibrium. The main conclusion is that the number of actual microscopic particles flying inward is smaller than the negative contribution one would expect in an equilibrated scenario. The largest impact of negative contributions is found to be on the pion rapidity distribution at midrapidity in central collisions. For this case negative contributions in equilibrium constitute 8--13\% of positive contributions depending on collision energy, but only 0.5--4\% in cascade calculation. The dependence on the collision energy itself is found to be non-monotonous with a maximum at 10-20$A$ GeV.Comment: 10 pages, 9 figure