On the arithmetic Chern character

We consider a short sequence of hermitian vector bundles on some arithmetic variety. Assuming that this sequence is exact on the generic fiber we prove that the alternated sum of the arithmetic Chern characters of these bundles is the sum of two terms, namely the secondary Bott Chern character class of the sequence and its Chern character with supports on the finite fibers. Next, we compute these classes in the situation encountered by the second author when proving a "Kodaira vanishing theorem" for arithmetic surfaces

The Effect of PH on Retention Aids: A Study of Retention, Optical Efficiency and Filler Distribution

This paper was designed to develop insights on the retaining, optical efficiency and filler distribution properties of retention aids at various pH levels. Three leading retention aids; Cato 15, Natron 86 and Nalco 623 were studied in the normal papermaking pH range 3.5 to 6.5 to determine the effect of pH. The results indicated pH played an important role in producing conditions of optimum retention and optical efficiency. pH also contributed to the distribution of the filler in the handsheets. The results further indicated, when using retention aids, optimum retention of titanium dioxide does not always yield the highest scattering coefficients. Furthermore, it was found higher scattering coefficients resulted in handsheets without retention aids than in handsheets using retention aids, if the sheets contained the sane amount of titanium dioxide. The pH levels at the time of sheet formation where maximum retention existed for Cato 15, Natron 86 and Nalco 623 were 5.5, 4.5, and 6.0. While the pH levels for optimum scattering coefficients for Cato 15, Natron 86 and Nalco 623 were 6.5, 6.5 and 4.0 respectively

An alternate algorithm for correction of the scanning multichannel microwave radiometer polarization radiances using Nimbus-7 observed data

The manner in which Nimbus-7 scanning multichannel microwave radiometer (SMMR) scan radiance data was used to determine its operational characteristics is described. The predicted SMMR scan radiance was found to be in disagreement at all wavelengths with a large area of average measured ocean radiances. A modified model incorporating a different phase shift for each of the SMMR horizontal and vertical polarization channels was developed and found to provide good data correlation. Additional study is required to determine the validity and accuracy of this model

NIMBUS-7 ERB MATGEN Science Document

The ERB algorithms and computer software data flow used to convert sensor data into equivalent radiometric data are described in detail. The NIMBUS satellite location, orientation and sensor orientation algorithms are given. The computer housekeeping and data flow and sensor/data status algorithms are also given

Flight Tests of a Balanced Split Flap with Particular Reference to Rapid Operation

The flight path of a small parasol monoplane equipped with a special type of balanced split flap was determined for a series of glides during which the time taken to deflect or retract the flap was varied from 1 to 15 seconds in order to study the effect of the time taken to complete a flap movement on the motion of an airplane between the start of a flap movement and the attainment of steady flight with the new flap setting. For flap movements accompanied by a change of lift characteristics, and consequently of velocity, there is an appreciable delay in obtaining a desired change in glide angle even though the flap is operated instantaneously. Immediate control of the glide path is obtained only when the speed is maintained during the flap movement. When the speed is changed, the deviation from the desired path during the transition increases in proportion to the rapidity with which the flap is moved so that, with a high-lift flap, abrupt retraction at speeds less than the minimum speed with the flap retracted may be dangerous if practiced close to the ground

Full-scale Wind-tunnel and Flight Test of a Fairchild 22 Airplane Equipped with a Zap Flap and Zap Ailerons

A wing equipped with a Zap flap and Zap ailerons was tested on a Fairchild 22 airplane in the full-scale wind tunnel and in flight to determine the effect of the flaps and ailerons on the performance and the control characteristics of the airplane. The flaps were 0.30 of the wing chord and 0.83 of the wing span. Two sets of ailerons having equal areas but different proportions were tested, one set being 0.56 of the semispan and 0.18 of the chord and the other set being 0.46 of the semispan and 0.22 of the chord. The wind-tunnel tests showed that, when the ailerons and horizontal tail surfaces were removed, the flaps increased the maximum lift coefficient from 1.48 to 2.39. In flight, the fully deflected flaps decreased the minimum speed from 48.2 to 38.8 miles per hour. The take-off and landing distances were both reduced by the flaps. The wind-tunnel tests showed the ailerons to increase the drag coefficient, at a lift coefficient and Reynolds Number corresponding to the high speed of the airplane, from 0.0432 to 0.0498 and 0.0514, the 0.46 semispan ailerons giving the highest drag. In the flight tests both sets of ailerons were found to give satisfactory rolling action in the normal-flight range. They required relatively large stick forces for their operation, however, and the variation of the forces with aileron deflection was not linear

Full-scale Wind-tunnel and Flight Tests of a Fairchild 22 Airplane Equipped with a Fowler Flap

Full-scale wind-tunnel and flight tests were made of a Fairchild 22 airplane equipped with a Fowler flap to determine the effect of the flap on the performance and control characteristics of the airplane. In the wind-tunnel tests of the airplane with the horizontal tail surfaces removed, the flap was found to increase the maximum lift coefficient from 1.27 to 2.41. In the flight test, the flap was found to decrease the minimum speed from 58.8 to 44.4 miles per hour. The required take-off run to attain an altitude of 50 feet was reduced from 935 feet to 700 feet by the use of the flap, the minimum distance being obtained with five-sixths full deflection. The landing run from a height of 50 feet was reduced one-third. The longitudinal and directional control was adversely affected by the flap, indicating that the design of the tail surfaces is more critical with a flapped than a plain wing

Flight Investigation of Lateral Control Devices for Use with Full-Span Flaps

This report presents the results of flight tests made on five different lateral control devices that appeared adaptable to wings fitted with full span flaps: controllable auxiliary airfoils (airfoils mounted above and forward of the leading edge of the wings), external ailerons (airfoils mounted above the wing and slightly forward of its maximum ordinate), upper-surface ailerons (similar to split trailing-edge flaps except that they constitute the upper surface of the wing), ailerons that retract into the wing when in neutral, and narrow-chord conventional ailerons in combination with a special type of split flap that retracts into the under surface of the wing forward of the ailerons. The devices were tested on a small parasol monoplane. Experienced gained in the use of flaps during these tests has indicated the desirability of a flap that can be operated quickly and easily

A Flight Comparison of Conventional Ailerons on a Rectangular Wing and of Conventional and Floating Wing-Tip Ailerons on a Tapered Wing

Report presents the results of flight tests comparing the relative effectiveness of conventional ailerons of the same size on wings of rectangular and tapered plan forms made with a Fairchild 22 airplane. Information is included comparing conventional and floating wing-tip ailerons on a tapered wing. The results showed that the conventional ailerons were somewhat more effective on the tapered than on the rectangular wing. The difference, however, was so small as to be imperceptible to the pilots. The floating wing-tip ailerons were only half as effective as the conventional ailerons and, for this reason, were considered unsatisfactory