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It is theorized that metal jetting must be present for welding to occur, therefore an explosive weld interface may indicate the relation between the metal jet velocity and shock wave velocity in welding. Parameters for effecting explosive welding in patches of 3 or 4 inches in diameter were established, and found applicable to explosive welding of patches of various sizes.
A ?velocity at the sphere of influence' method and an asymptotic matching method of patching together two-body low thrust solutions are compared to a number of three-body numerical results for outer planet orbiter missions. The two patching methods compare well with the numerical three-body results and do not depend on any particular choice for the size of the sphere of influence. The results apply, in a strict sense, only to the operational mode used-high-thrust terminal retro into orbit. Low-thrust spirals are not considered in the three-body analysis. The terminal low-thrust phase of thrusting is almost entirely reverse to the velocity vector during the planet centered phase of the trajectory. This may lead to important simplifications for low-thrust guidance and navigation procedures.
An experiment was performed in an attempt to evaluate autocorrelation as an indicator of texture using five small patches representing varying distances on each of four lunar photos. Each patch was scanned at 50 micron increments on a 64-level gray scale. Several problems were involved in using the ordinary autocorrelation value but a rougher autocorrelation measure, the percentage of neighboring pairs (at a given lag distance) which fell within one graylevel of one another, yielded very encouraging results. As the distance to the feature decreased, initial slope of the graph of percentage against lag increased, and the general level of the graph decreased. When a crestline was present, the graph tended to continue to decrease at higher lags as well, rather than leveling off after the initial steep slope.
The dynamic properties of four model aircraft tires of various construction were evaluated experimentally and compared with available theory. The experimental investigation consisted of measuring the cornering force and the self-aligning torque developed by the tires undergoing sinusoidal steering inputs while operating on a small scale, road-wheel tire testing apparatus. The force and moment data from the different tires are compared with both finite- and point-contact patch string theory predictions. In general, agreement between finite contact patch theory and experimental observation is good. A modified string theory is also presented in which coefficients for cornering force and self-aligning torque are determined separately. This theory improves the correspondence between the experimental and analytical data, particularly on tires with relatively high self-aligning torques.
An all-weather permanent street patching material was investigated for flexible and rigid pavements. The economic, operational, and material requirements are discussed along with the results of field tests with various mixtures of EVA resins and asphalt. Cost analyses for thermoplastic patching methods are included.
Electric field data from two passes of the Injun 5 satellite, one corresponding to magnetically quiet conditions and one corresponding to substorm conditions, are compared with simultaneous all-sky camera data from College, Alaska. In each case, a significant deviation of the electric field from the expected V x B field (where V is the satellite velocity) was evident, and a distinct electric field reversal could be identified. In the region of substantial electric field equatorward of the electric field reversal, a diffuse auroral arc was observed during the magnetically quiet pass, and auroral patches were observed during the substorm pass. In the substorm case, the electric field reversal occurred very near a discrete auroral arc at the poleward side of the diffuse arcs and patches. Comparison of the quiet time and substorm cases suggests that the convection electric field penetrates deeper into the magnetosphere during a substorm.
Study of low-time general aviation pilots, who, in a series of spot landings, were suddenly deprived of binocular vision by patching either eye on the downwind leg of a standard, closed traffic pattern. Data collected during these landings were compared with control data from landings flown with normal vision during the same flight. The sequence of patching and the mix of control and monocular landings were randomized to minimize the effect of learning. No decrease in performance was observed during landings with vision restricted to one eye, in fact, performance improved. This observation is reported at a high level of confidence (p less than 0.001). These findings confirm the previous work of Lewis and Krier and have important implications with regard to aeromedical certification standards.
Measurements of the light ion thermal plasma distribution in the magnetosphere frequently show apparent isolated patches of enhanced plasma density in the trough region beyond the main plasmasphere. These patches of light ions viewed along a satellite orbit appear detached from the main plasmasphere. By using a simple time-dependent convection model to determine the length of time a magnetic flux tube has been closed and in daylight (a rough indicator of the expected equatorial plasma density variation), the most prominent 'detached' regions measured by the mass spectrometer on Ogo 5 in the noon-dusk quadrant are seen on a global scale to be readily interpreted as filamentary extensions of the plasmasphere, called plasma tails. Hence on a global scale the pronounced detached regions may be attached to the main plasmasphere.
High altitude turbulence experienced at supersonic speeds is described in terms of gust accelerations measured on the YF-12A airplane. The data were obtained during 90 flights at altitudes above 12.2 kilometers (40,000 feet). Subjective turbulence intensity ratings were obtained from air crew members. The air crew often rated given gust accelerations as being more intense during high altitude supersonic flight than during low altitude subsonic flight. The portion of flight distance in turbulence ranged from 6 percent to 8 percent at altitudes between 12.2 kilometers and 16.8 kilometers (40,000 feet and 55,000 feet) to less than 1 percent at altitudes above 18.3 kilometers (60,000 feet). The amount of turbulence varied with season, increasing by a factor of 3 or more from summer to winter. Given values of gust acceleration were less frequent, on the basis of distance traveled, for supersonic flight of the YF-12A airplane at altitudes above 12.2 kilometers (40,000 feet) than for subsonic flight of a jet passenger airplane at altitudes below 12.2 kilometers (40,000 feet). The median thickness of high altitude turbulence patches was less than 400 meters (1300 feet); the median length was less than 16 kilometers (10 miles). The distribution of the patch dimensions tended to be log normal.
The author has identified the following significant results. A color composite of image E1010-14035, dated 2 August 1972, covers the west central Bolivian Altiplano near Salar de Coipasa. It clearly shows the distribution of surface water and scant patches of vegetation. The Salar de Coipasa is the largest body of water in the area, about 130 sq km of dark blue fresh water. A lighter blue area south of the lake suggests a thin cover of highly saline water superposed on salt beds. The scattered vegetation patches are presumed to be native grasses, lichens, and possibly Indian potato and maiz areas. A detailed study has been made of the scene which provides 12 different interpretive overlays including geology, volcanology, soils, hydrology, and relative permeability. It was found that color composites provide at least 40% more information that do black and white renditions. An excellent example of change detection was provided by image E1244-14051, dated 24 March 1973. Water in the Salar de Coipasa had more than doubled as a result of the rains of the Bolivian winter, which generally occur in the February-March period. The Salars are excellent and highly sensitive moisture indicators in this highly arid region.
The present work describes the turbulence experienced by the YF-12A airplane on the basis of airplane acceleration data obtained at altitudes above 12.2 km. Data presented include the subjective intensities reported by the air crew, the portion of flight distance in turbulence, the variation of turbulence with season, and the thickness and length of turbulence patches as determined along the flight path. Compared with that experienced by subsonic jets below 12.2 km, turbulence above 12.2 km was mild, but the crew was more sensitive to gust accelerations during supersonic flight at altitudes above 12.2 km than during subsonic flight at lower altitudes. About 6-8% of the distance traveled was in turbulence between 12.2 and 16.8 km, as compared to less than 1% above 18.3 km. High-altitude turbulence increased by a factor of three from summer to winter. Turbulence patches were 0.4 km thick and 10 km long on the average.
The author has identified the following signficant results. It was established that particular mine dumps throughout the entire test area can be detected and identified. It was also established that patterns of vegetative growth on the mine dumps can be recognized from a simple visual analysis of photographic images. Because vegetation tends to occur in patches on many mine dumps, it is unsatisfactory to classify complete dumps into categories of percentage vegetative cover. A more desirable approach is to classify the patches of vegetation themselves. The coarse resolution of conventional densitometers restricts the accuracy of this procedure, and consequently a direct analysis of ERTS CCT's is preferred. A set of computer programs was written to perform the data reading and manipulating functions required for basic CCT analysis.
High resolution filtergrams of the solar limb in D sub 3 and off-band H-alpha have been used to investigate the spatial structure of the D sub 3 chromosphere. It was found that spicules provide the major contribution to the intensity of the D sub 3 emission band observed above the limb, with the remainder of the emission coming from a semi-homogeneous background component at low heights. The observations can be understood on the basis of the photoionization model, whereby it is found that helium is only slightly ionized at the height of peak intensity in the D sub 3 emission band, and that spicules are at least three times denser than their surroundings at this height. In coronal holes, the D sub 3 emission is confined to isolated emission patches, and these patches contain a fine structure resembling normal chromospheric spicules.
The Canning and Shaviovik river aufeis fields were studied on the ground and with aircraft data. Powdered calcium carbonate (CaCO3) patches, a few cm in thickness, were found in discrete locations on both aufeis fields. This is indicative of chemical weathering of limestone bedrock which is known to underlie much of the eastern arctic coastal plain of Alaska. Spring or river water which remains unfrozen throughout much of the winter carries CaCO3 in solution; as the river ice freezes more deeply the CaCO3 in solution is forced upwards through cracks in the river ice. Upon exposure to the cold air CaCO3 is excluded as the water freezes, forming successive layers during aufeis growth. In the melt season CaCO3, slush/powder accumulates in patches on top of the ice as the aufeis melts downward.
Viking Orbiter 1 close encounter pictures of Phobos reveal unusual dark patches on the floors of many craters. Photometry of these features indicates that they have a similar normal reflectance but a phase coefficient 30% larger than the average surface. These facts suggest that the 'dark' material has a similar composition but a much rougher texture than the average surface of Phobos. By analogy with terrestrial impact, explosion and laboratory craters, the dark patches are interpreted as impact generated melt pools which remain visible on Phobos due to the low value of g and consequent small amount of fallback ejecta and slumping. Since blanketing by ejecta from subsequent impacts and micrometeoroid erosion should eventually obliterate such features, they should be more conspicuous in the fresher craters. Similar features should be visible on small asteroids and other low g bodies. However, they are not prominent on the surface of Deimos - possibly because most of the craters imaged at high resolution on the outer satellite appear to have been blanketed by several meters of fine-grained material.
H-alpha flare patches usually do not occur in sunspot umbrae. Presented here are cases of a type of umbral flare in which the flare patch originated in, and was confined to, the p spot umbra. All are H-alpha subflares. Two of the four flares were accompanied by type III radio bursts. The simplicity and similarity of the magnetic fields of these regions were striking.
The Build System comprises the software tools and procedures creating the flight memory load for the Space Shuttle Backup Flight System. The system has six functions: (1) configuration management, which insures that the memory load contains the proper modules, all clearly marked; (2) source translation, which translates the source code into a relocatable machine code; (3) module integration, which combines and assigns memory locations to all the object modules produced in source translation; (4) static code analysis, which verifies the integration process; (5) deliverables generation, which yields release documentation and deliverable items; and (6) release maintenance, which controls all system patches subsequent to release. Further developments will include more automation in the producing of patches from source-code updates and system requirements for tracking.
A comparative study was made of the heat transfer performance and physiological effects of three different cooling garments used under sealed garments (simulating space suits) on five male subjects, during treadmill exercise. The mean exercise metabolic rate while walking at 0.9 m/s (2 mph) was 464 plus or minus 33 W. An equilibrium condition was never reached during the uncooled suited control runs and the subjects lost approximately two percent of body weight during the exercises. The mean weight loss with an Apollo-type garment was 0.35 plus or minus 0.10 kg, and 0.26 plus or minus 0.11 kg with the full-body cooling patch garment (garment 2). With the partial-coverage cooling patch (garment 3), the weight loss was 0.52 plus or minus 0.12 kg. The data showed an increase in the leg blood flow when the working muscles were not cooled by liquid flow (garment 3), and the arm blood flow remained unchanged with and without liquid cooling to the arms.