A preliminary determination of normal accelerations on racing airplanes

Rules and methods for insuring safe structural strength of racing airplanes used in the major air meets in this country have recently been considered. Acceleration records made in racing airplanes during actual air races were therefore considered desirable, and the NACA undertook the measurement of acceleration of loads on airplanes during all conditions of flight. Accelerations were measured on four airplanes at the Miami All-American Races in January 1934 and January 1935. The airplanes were representative of the fastest limited and unlimited displacement racing airplanes in current use in this country. Records during two races, or flights, on the race course were obtained with each airplane. The maximum normal acceleration recorded was 6.2g and the minimum was -1.2g

A flight investigation of the effect of mass distribution and control setting on the spinning of the XN2Y-1 airplane

The investigation of the effect of mass distribution on the spinning of airplanes initiated with tests on the NY-1 airplane has been continued by tests on another airplane in order to increase the scope of the information and to observe particularly the behavior of an airplane that shows considerable change in sideslip angle for its various conditions of spinning. The XN2Y-1 naval training biplane was used for the present tests in which changes of ballast along the longitudinal and lateral axes and changes of aileron, stabilizer, and elevator settings were made. The effects of these changes on the steady spin were measured in flight

The forces and moments acting on parts of the XN2Y-1 airplane during spins

The magnitudes of the yawing moments produced by various parts of an airplane during spins have previously been found to be of major importance in determining the nature of the spin. Discrepancies in resultant yawing moments determined from model and full-scale tests, however, have indicated the probable importance of scale effect on the model. In order to obtain data for a more detailed comparison between full-scale and model results, flight tests were made to determine the yawing moments contributed by various parts of an airplane in spins. The inertia moment was determined by the usual measurement of the spinning motion, and the aerodynamic yawing moments on the fuselage, fin, and rudder were determined by pressure-distribution measurements over these parts of the airplane. The wing yawing moment was determined by taking the difference between the gyroscopic moment and the fuselage, fin, and rudder moments. The numerical values of the wing yawing moments were found to be of the same order of magnitude as those measured in wind tunnels

A Flight Investigation of the Spinning of the F4B-2 Biplane with Various Loads and Tail Surfaces

A flight investigation of the spinning of the F4B-2 single-seat fighter airplane was made for the purpose of finding modifications that would eliminate dangerous spin tendencies exhibited by this type of airplane in service. The effects on steady spins and on recoveries of changing the loading, enlarging the fin areas, changing the elevator plan form, and raising the horizontal surfaces, were determined

Freeze-Thaw Cycling as a Chemical Weathering Agent on a Cold and Icy Mars

Liquid water was abundant on early Mars, but whether the climate was warm and wet or cold and icy with punctuated periods of melting is still poorly understood. Modern climate models for Mars tend to predict a colder, icier early climate than previously imagined. In addition, ice and glaciation have been major geologic agents throughout the later Hesperian and Amazonian eras. One process that can act in such climates is repeated freezing and thawing of water on the surface and in the subsurface, and is significant because it can occur anywhere with an active layer and could have persisted for a time after liquid water was no longer stable on Mars surface. As freeze-thaw is the dominant mechanical weathering process in most glacial/periglacial terrains, it was likely a significant geomorphologic driver at local to regional scales during past climates, and would potentially have been most active when day-average surface temperatures exceeded 0 C for part of the year. Indeed, freeze-thaw involving liquid water in the Amazonian is evidenced by abundant geomorphic features including polygonal ground and solifluction lobes requiring seasonal thawing. In addition to physical modification, freezing can drive solutions towards supersaturation and force dissolved solutes out as precipitates. In Mars-like terrains, dissolved solutes are typically dominated by silica. In polar regions on Earth, freeze-thaw cycles have been shown to promote deposition of silica, and freeze-thaw experiments on synthetic solutions found stable amorphous silica that built up over multiple cycles. Freeze-thaw may therefore be an important but overlooked chemical weathering process on Mars. However, our ability to assess its impact on alteration of martian terrains is majorly limited by the current lack of understanding of the alteration phases produced (and formation rates) under controlled freeze-thaw weathering of Mars-relevant materials. To address this knowledge gap, we report results from (1) freeze-thaw weathering products found at a glacial Mars analog site at the Three Sisters, Oregon, and (2) new controlled freeze-thaw experiments on basaltic material

Further measurements of normal accelerations on racing airplanes

The work of collecting acceleration data for racing airplanes during races, started in January 1934, has been continued by obtaining similar data in the airplanes winning first and second places in the 1935 Thompson Trophy Race. Records were taken in the Howard Racer "Mr. Mulligan" and in the Wittman D-12 Racer. The maximum positive accelerations were generally smaller than those recorded in other airplanes during earlier races; the maximum in the Howard Racer was 2.8 g, and one value of 4.25 g was obtained in the Wittman Racer. Minimum values were as low as -0.55 g in the Howard Racer and 0.3 g in the Wittman Racer

Forensic DNA phenotyping: Developing a model privacy impact assessment

© 2018 Elsevier B.V. Forensic scientists around the world are adopting new technology platforms capable of efficiently analysing a larger proportion of the human genome. Undertaking this analysis could provide significant operational benefits, particularly in giving investigators more information about the donor of genetic material, a particularly useful investigative lead. Such information could include predicting externally visible characteristics such as eye and hair colour, as well as biogeographical ancestry. This article looks at the adoption of this new technology from a privacy perspective, using this to inform and critique the application of a Privacy Impact Assessment to this emerging technology. Noting the benefits and limitations, the article develops a number of themes that would influence a model Privacy Impact Assessment as a contextual framework for forensic laboratories and law enforcement agencies considering implementing forensic DNA phenotyping for operational use

Large parallel and perpendicular electric fields on electron spatial scales in the terrestrial bow shock

Large parallel ($\leq$ 100 mV/m) and perpendicular ($\leq$ 600 mV/m) electric fields were measured in the Earth's bow shock by the vector electric field experiment on the Polar satellite. These are the first reported direct measurements of parallel electric fields in a collisionless shock. These fields exist on spatial scales comparable to or less than the electron skin depth (a few kilometers) and correspond to magnetic field-aligned potentials of tens of volts and perpendicular potentials up to a kilovolt. The perpendicular fields are amongst the largest ever measured in space, with energy densities of $\epsilon_0 E^2/ n k_b T_e$ of order 10%. The measured parallel electric field implies that the electrons can be demagnetized, which may result in stochastic (rather than coherent) electron heating

Propagation of Laser Generated Broadband Ultrasonic Pulses in a Thick Carbon Fibre Composite Plate

The use of laser generated ultrasound for the pulse-echo testing of carbon fibre reinforced polymer (CFRP) aerospace components is being established [1,2]. Our particular interest is in the possibility of using ultrasound propagating from the laser source along the component, as bulk or plate waves, as a means of testing a larger area for a single step in a scan. As part of an investigation into how laser generated pulses propagate in CFRP we have examined their propagation in a 40 ply, 5.5mm thick (300x300mm area) unidirectional plate. The plate was made from carbon fibre reinforced epoxy resin pre-preg (Enka Tenax HTA fibre; ICI 7716H epoxy resin). Plies were cut out by hand, laid up and then cured in a compression mould.</p