Tank Tests of Models of Floats for Single-float Seaplanes First Series.

Large models of the Mark V and Mark VI floats used for single float seaplanes (National Advisory Committee for Aeronautics (NACA) models 41-A and 41-B, respectively) were tested in the NACA tank to provide general test data for typical single floats and a basis for possible improvements of their form. The resistance of model 41-B was greater than that of model 41-A, either when free to trim or at the best trim angle for each. The resistance of model 35-B (a pointed step hull tested free to trim) was less than either of the models at the hump speed, greater at intermediate planing speeds, and less at the speeds and loads near get-away, although the spray was generally worse owing to the absence of transverse flare. The results of the fixed-trim tests of model 41-A were cross plotted to obtain data at the angle for zero trimming moment and at the best trim angle. The trims assumed by models 41-A and 41-B, when tested free to trim, were found to be excessive at the hump speed. The corresponding trim of model 35-B was found to be approximately 3 degrees lower because of the lower angle of afterbody keel used in this model, and the maximum hump resistance was 15 percent lower

Tank Tests of Model 11-G Flying-boat Hull

The NACA model 11-G flying-boat hull, a modification of NACA model 11-A was tested over a range of loadings. The planing bottom of model 11-G has a variable-radius flare, or concavity, at the chines in contrast to the straight V planing bottom of model 11-A. The results are given as curves of resistance and trimming moment plotted against speed for various angles of trim. The characteristics of the form at the optimum angles of trim are given in non-dimensional form as curves of resistance coefficient, best trim angle, and trimming-moment coefficient plotted against speed coefficient. As compared with the original form, model 11-G is shown to have higher resistance at all loads and speeds and higher maximum trimming moments at heavy loads. The spray pattern, however, is generally more favorable, indicating that the service performance of model 11-A would be improved by some form of chime flare

Opposition diagrams for automorphisms of large spherical buildings

Let $\theta$ be an automorphism of a thick irreducible spherical building $\Delta$ of rank at least $3$ with no Fano plane residues. We prove that if there exist both type $J_1$ and $J_2$ simplices of $\Delta$ mapped onto opposite simplices by $\theta$, then there exists a type $J_1\cup J_2$ simplex of $\Delta$ mapped onto an opposite simplex by $\theta$. This property is called "cappedness". We give applications of cappedness to opposition diagrams, domesticity, and the calculation of displacement in spherical buildings. In a companion piece to this paper we study the thick irreducible spherical buildings containing Fano plane residues. In these buildings automorphisms are not necessarily capped

Opposition diagrams for automorphisms of small spherical buildings

An automorphism $\theta$ of a spherical building $\Delta$ is called \textit{capped} if it satisfies the following property: if there exist both type $J_1$ and $J_2$ simplices of $\Delta$ mapped onto opposite simplices by $\theta$ then there exists a type $J_1\cup J_2$ simplex of $\Delta$ mapped onto an opposite simplex by $\theta$. In previous work we showed that if $\Delta$ is a thick irreducible spherical building of rank at least $3$ with no Fano plane residues then every automorphism of $\Delta$ is capped. In the present work we consider the spherical buildings with Fano plane residues (the \textit{small buildings}). We show that uncapped automorphisms exist in these buildings and develop an enhanced notion of "opposition diagrams" to capture the structure of these automorphisms. Moreover we provide applications to the theory of "domesticity" in spherical buildings, including the complete classification of domestic automorphisms of small buildings of types $\mathsf{F}_4$ and $\mathsf{E}_6$

Radiation noise in a high sensitivity star sensor

An extremely accurate attitude determination was developed for space applications. This system uses a high sensitivity star sensor in which the photomultiplier tube is subject to noise generated by space radiations. The space radiation induced noise arises from trapped electrons, solar protons and other ionizing radiations, as well as from dim star background. The solar activity and hence the electron and proton environments are predicted through the end of the twentieth century. The available data for the response of the phototube to proton, electron, gamma ray, and bremsstrahlung radiations are reviewed and new experimental data is presented. A simulation was developed which represents the characteristics of the effect of radiations on the star sensor, including the non-stationarity of the backgrounds

The scheduling of sparse matrix-vector multiplication on a massively parallel dap computer

An efficient data structure is presented which supports general unstructured sparse matrix-vector multiplications on a Distributed Array of Processors (DAP). This approach seeks to reduce the inter-processor data movements and organises the operations in batches of massively parallel steps by a heuristic scheduling procedure performed on the host computer. The resulting data structure is of particular relevance to iterative schemes for solving linear systems. Performance results for matrices taken from well known Linear Programming (LP) test problems are presented and analysed

The calculated effect of trailing-edge flaps on the take-off of flying boats

The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low

The application of NAVSTAR Differential GPS to civil helicopter operations

Principles concerning the operation of the NAVSTAR Global Positioning Systems (GPS) are discussed. Selective availability issues concerning NAVSTAR GPS and differential GPS concepts are analyzed. Civil support and market potential for differential GPS are outlined. It is concluded that differential GPS provides a variation on the baseline GPS system, and gives an assured, uninterrupted level of accuracy for the civilian community