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The effects of air flow on fuel spray and flame formation in a high-speed compression-ignition engine have been investigated by means of the NACA combustion apparatus. The process was studied by examining high-speed motion pictures taken at the rate of 2,200 frames a second. The combustion chamber was of the flat-disk type used in previous experiments with this apparatus. The air flow was produced by a rectangular displacer mounted on top of the engine piston. Three fuel-injection nozzles were tested: a 0.020-inch single-orifice nozzle, a 6-orifice nozzle, and a slit nozzle. The air velocity within the combustion chamber was estimated to reach a value of 425 feet a second. The results show that in no case was the form of the fuel spray completely destroyed by the air jet although in some cases the direction of the spray was changed and the spray envelope was carried away by the moving air. The distribution of the fuel in the combustion chamber of a compression-ignition engine can be regulated to some extent by the design of the combustion chamber, by the design of the fuel-injection nozzle, and by the use of air flow.
A laminate structure attached to the test surface of an article is presented. The laminate structure is comprised of a liquid crystal polymer substrate. A light absorbing coating is applied to the substrate and is thin enough to permit bonding steric interaction between the liquid crystal polymer substrate and an overlying liquid crystal monomer thin film. Light is directed through and reflected by the liquid crystal monomer thin film and unreflected light is absorbed by the underlying coating. The wavelength of the reflected light is indicative of the shear stress experienced by the test surface.
A complete description of an instrumented ergometer system, including the sensors, the data acquisition system, and the methodologies to calculate the kinematic parameters were initially developed at Tulane University. This work was continued by the PI at NASA Johnson Space Center, where a flight ergometer was instrumented and tested during a KC-135 Zero-Gravity flight. The sensors that form part of the system include EMG probes and accelerometers mounted on the subject using the ergometer, load cells to measure pedal forces, and encoders to measure position and orientation of the pedal (foot). Currently, data from the flight test is being analyzed and processed to calculate the kinematic parameters of the individual. The formulation developed during the initial months of the grant will be used for this purpose. The system's components are compact (all sensors are very small). A salient feature of the system and associated methodology to determine the kinematics is that although it uses accelerometers, position is not determined by integration. Position is determined by determining the angle of two frames of reference for which acceleration at one point is known in coordinates of both frames.
Work under this grant was carried out by the author and by a graduate research assistant. An instrumented bicycle ergometer was implemented focusing on the stated objective: to estimate the forces exerted by each muscle of the feet, calf, and thigh of an individual while bicycling. The sensors used were light and compact. These were probes to measure muscle EMG activity, miniature accelerometers, miniature load sensors, and small encoders to measure angular positions of the pedal. A methodology was developed and implemented to completely describe the kinematics of the limbs using data from the sensors. This work has been published as a Master's Thesis by the Graduate student supported by the grant. The instrumented ergometer along with the sensors and instrumentation were tested during a KC-135 Zero-Gravity flight in July, 1994. A complete description of the system and the tests performed have been published as a report submitted to NASA Johnson Space Center. The data collected during the KC-135 flight is currently being processed so that a kinematic description of the bicycling experiment will be soon determined. A methodology to estimate the muscle forces has been formulated based on previous work. The methodology involves the use of optimization concepts so that the individual muscle forces that represent variables in dynamic equations of motion may be estimated. Optimization of a criteria (goal) function such as minimization of energy will be used along with constraint equations defined by rigid body equations of motion. Use of optimization principles is necessary, because the equations of motion alone constitute an indeterminate system of equations with respect to the large amount of muscle forces which constitute the variables in these equations. The number of variables is reduced somewhat by using forces measured by the load cells installed on the pedal. These load cells measure pressure and shear forces on the foot. The author and his collaborators at NASA and at the University of Alabama, Tuscaloosa, are continuing the work of reducing the experimental data from the KC-135 flight, and the implementation of the optimization methods to estimate muscle forces. As soon as results from these efforts are available, they will be published in reputable journals. Results of this work will impact studies addressing bone density loss and development of countermeasures to minimize bone loss in zero gravity conditions. By analyzing muscle forces on Earth and in Space during exercise, scientists could eventually formulate new exercises and machines to help maintain bone density. On Earth, this work will impact studies concerning arthritis, and will provide the means to study possible exercise countermeasures to minimize arthritis problems.
The objective of this investigation is to determine whether the current standard WSR-88D radar (NEXRAD) scan strategies permit the use of the Melbourne WSR-88D to perform the essential functions now performed by the Patrick Air Force Base (PAFB) WSR-74C/McGill radar for evaluating shuttle weather flight rules (FR) and launch commit criteria (LCC). To meet this objective, the investigation compared the beam coverage patterns of the WSR-74C/McGill radar located at PAFB and the WSR-88D radar located at the Melbourne National Weather Service (NWS) Office over the area of concern for weather FR and LCC evaluations. The analysis focused on beam coverage within four vertical 74 km radius cylinders (1 to 4 km above ground level (AGL), 4 to 8 km AGL, 8 to 12 km AGL, and 1 to 12 km AGL) centered on Kennedy Space Center (KSC) Launch Complex 39A. The PAFB WSR-74C/McGill radar is approximately 17 km north-northeast of the Melbourne WSR-88D radar. The beam coverage of the WSR-88D using VCP 11 located at the Melbourne NWS Office is comparable (difference in percent of the atmosphere sampled between the two radars is 10 percent or less) within the area of concern to the beam coverage of the WSR-74C/McGill radar located at PAFB. Both radars provide good beam coverage over much of the atmospheric region of concern. In addition, both radars provide poor beam coverage (coverage less than 50 percent) over limited regions near the radars due to the radars' cone of silence and gaps in coverage within the higher elevation scans. Based on scan strategy alone, the WSR-88D radar could be used to perform the essential functions now performed by the PAFB WSR-74C/McGill radar for evaluating shuttle weather FR and LCC. Other radar characteristics may, however, affect the decision as to which radar to use in a given case.