High energy electron spikes at high latitudes

Over 750 spikes of precipitating electrons with E or = 425 KeV were observed aboard the low altitude polar orbiter OGO-D between 30 July 1967 and 31 December 1967. The spikes may be divided into three distinct populations, depending on whether they occur at latitudes below, at, or above the local limit of trapping

Excitation of the Werner bands of H2 by electron impact

Absolute cross sections for the excitation of the H2 Werner band system were measured from energy threshold to 300 eV for electron impact on H2. The bands were observed in emission in the wavelength region 1100A to 1250A. The measured cross sections were compared with published transition probabilities, leading to the conclusion that the Werner bands are suitable as the basis for a relative spectral response calibration only when the bands are observed under sufficiently high resolution. The effect of the perturbation between the C 1Pi u and B 1 Sigma-u states of the hydrogen molecule was clearly observed in anomalies in the rotational intensity distribution in bands of the (3 v '') progression

Excitation of atomic nitrogen by electron impact

Absolute cross sections were measured for the excitation of the N I(1134, 1164, 1168, 1200, 1243, and 1743 A) multiplets by electron impact on atomic nitrogen. The presence of vibrationally excited molecular nitrogen in the discharged gas was confirmed, and its effect on the measurements is discussed. The ratio of the oscillator strengths of the 1200 and 1134 A resonance transitions is presented, as well as the branching ratio for the N I(1311/1164 A) multiplets. Striking differences in the distribution of intensity between the spectra of atomic nitrogen and molecular nitrogen excited by energetic electrons suggest an optical method for measuring the density of atomic nitrogen in the upper atmosphere

Hypersonic airframe structures: Technology needs and flight test requirements

Hypersonic vehicles, that may be produced by the year 2000, were identified. Candidate thermal/structural concepts that merit consideration for these vehicles were described. The current status of analytical methods, materials, manufacturing techniques, and conceptual developments pertaining to these concepts were reviewed. Guidelines establishing meaningful technology goals were defined and twenty-eight specific technology needs were identified. The extent to which these technology needs can be satisfied, using existing capabilities and facilities without the benefit of a hypersonic research aircraft, was assessed. The role that a research aircraft can fill in advancing this technology was discussed and a flight test program was outlined. Research aircraft thermal/structural design philosophy was also discussed. Programs, integrating technology advancements with the projected vehicle needs, were presented. Program options were provided to reflect various scheduling and cost possibilities

Photoelectron excitation of atomic oxygen resonance radiation in the terrestrial air-glow

Photoelectron excitation of atomic oxygen resonance radiation in terrestrial airglo

Excitation of the CO fourth positive band system by electron impact on carbon monoxide and carbon dioxide

Excitation of carbon monoxide fourth positive band system by electron impact on carbon monoxide and carbon dioxid

Computer control study for a manned centrifuge Final technical report

Analog simulation of manned centrifuge capability for production of various gravity levels - centrifuge control syste

A fuselage/tank structure study for actively cooled hypersonic cruise vehicles, summary

A detailed analytical study was made to investigate the effects of fuselage cross section (circular and elliptical) and the structural arrangement (integral and nonintegral tanks) on aircraft performance. The vehicle was a 200 passenger, liquid hydrogen fueled Mach 6 transport designed to meet a range goal of 9.26 Mn (5000 NM). A variety of trade studies were conducted in the area of configuration arrangement, structural design, and active cooling design in order to maximize the performance of each of three point design aircraft: (1) circular wing-body with nonintegral tanks, (2) circular wing-body with integral tanks and (3) elliptical blended wing-body with integral tanks. Aircraft range and weight were used as the basis for comparison. The resulting design and performance characteristics show that the blended body integral tank aircraft weights the least and has the greatest range capability, however, producibility and maintainability factors favor nonintegral tank concepts