Effect on head-wind profiles and mean head-wind velocity on landing capacity flying constant-airspeed and constant-groundspeed approaches

A study was conducted to determine the effect of head-wind profiles and mean head-wind velocities on runway landing capacity for airplanes flying constant-airspeed and constant-groundspeed approaches. It was determined that when the wind profiles were encountered with the currently used constant airspeed approach method, the landing capacity was reduced. The severity of these reductions increased as the mean head-wind value of the profile increased. When constant-groundspeed approaches were made in the same wind profiles, there were no losses in landing capacity. In an analysis of mean head winds, it was determined that in a mean head wind of 35 knots, the landing capacity using constant-airspeed approaches was 13% less than for the no wind condition. There were no reductions in landing capacity with constant-groundspeed approaches for mean head winds less than 35 knots. This same result was observed when the separation intervals between airplanes was reduced

Spaceborne memory organization, an associative data acquisition system, phase II Final report, Apr. - Dec. 1966

Spaceborne memory organization, associative data acquisition system design, and data compression technique

Spaceborne memory organization, phase 1 Final report

Application of associative memories to data processing for future space vehicle

Spaceborne memory organization Interim report

Associative memory applications in unmanned space vehicle

Noise measurements for a twin-engine commercial jet aircraft during 3 deg approaches and level flyovers

Noise measurements have been made with a twin-engine commercial jet aircraft making 3 deg approaches and level flyovers. The flight-test data showed that, in the standard 3 deg approach configuration with 40 deg flaps, effective perceived noise level (EPNL) had a value of 109.5 effective perceived noise decibels (EPNdB). This result was in agreement with unpublished data obtained with the same type of aircraft during noise certification tests; the 3 deg approaches made with 30 deg flaps and slightly reduced thrust reduced the EPNL value by 1 EPNdB. Extended center-line noise determined during the 3 deg approaches with 40 deg flaps showed that the maximum reference A-weighted sound pressure level (LA,max)ref varied from 100.0 A-weighted decibels 2.01 km (108 n. mi.) from the threshold to 87.4 db(A) at 6.12 km (3.30 n. mi.) from the threshold. These test values were about 3 db(A) higher than estimates used for comparison. The test data along the extended center line during approaches with 30 deg flaps were 1 db(A) lower than those for approaches with 40 deg flaps. Flight-test data correlating (LA,max)ref with thrust at altitudes of 122 m (400 ft) and 610 m (2000 ft) were in agreement with reference data used for comparison

Noise data for a twin-engine commercial jet aircraft flying conventional, steep, and two-segment approaches

Center-line noise measurements of a twin-engine commercial jet aircraft were made during steep landing approach profiles, and during two-segment approach profiles for comparison with similar measurements made during conventional approaches. The steep and two-segment approaches showed significant noise reductions when compared with the -3 deg base line. The measured noise data were also used to develop a method for estimating the noise under the test aircraft at thrust and altitude conditions typical of current landing procedures and of landing procedures under development for the Advanced Air Traffic Control System

Community Detection as an Inference Problem

We express community detection as an inference problem of determining the most likely arrangement of communities. We then apply belief propagation and mean-field theory to this problem, and show that this leads to fast, accurate algorithms for community detection.Comment: 4 pages, 2 figure

Population Projects for Tennessee Counties by Age and Sex, 1990 and 2000

A cohort component II technique is used to project the 1980 population by age and sex for each of Tennessee\u27s 95 counties to 1990 and 2000. The name of the technique implies the methodology. Cohort refers to specific age-sex groups (e.g., females 10-14 in 1980) that first are hypothetically aged 10 years to 1990, and second, aged 10 more years to 2000; component refers to the rates of fertility, mortality and migration assumed to be in effect over the projection period. To obtain the projected population, each age-sex group is increased or decreased by applying appropriate age-sex specific rates of fertility, mortality and net migration. The components of change include observed fertility and mortality rates as well as estimated net migration rates for the initial population to be projected. Variations in the component rates provide the basis for a series of forecasts. Use of a projection series acknowledges the difficulty in predicting actual levels of future vital events and their cumulative effects in determining a future population size. Series projections provide a range of reasonable forecasts based upon variations in the component rates, they may be seen as responses to questions such as: How large will our population be in 10 years if there are no changes in levels of births, deaths, or migration? In 20 years? If migration decreases? If fertility deer-eases?\u27\u27 Component rates thus become major assumptions in the projection process

Determinations of free and bound ascorbic acid in fishery products

Asorbic acid is found in two different forms in fish tissue. One form, soluble in 95% ethanol, constitutes approximately 85% of the total vitamin C content, and the other form, which is insoluble in 95% ethanol, constitutes approximately 15% of the total. Certain fish products have sufficient ascorbic acid to be of importance as dietary sources. Retention of the vitamin on processing varies with different fish products

Propulsion/flight control integration technology (PROFIT) software system definition

The Propulsion Flight Control Integration Technology (PROFIT) program is designed to develop a flying testbed dedicated to controls research. The control software for PROFIT is defined. Maximum flexibility, needed for long term use of the flight facility, is achieved through a modular design. The Host program, processes inputs from the telemetry uplink, aircraft central computer, cockpit computer control and plant sensors to form an input data base for use by the control algorithms. The control algorithms, programmed as application modules, process the input data to generate an output data base. The Host program formats the data for output to the telemetry downlink, the cockpit computer control, and the control effectors. Two applications modules are defined - the bill of materials F-100 engine control and the bill of materials F-15 inlet control