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This dataset contains processed data from NREL's Halo XR+ #235 scanning lidar at WFIP3's NOAA ship site. The location of the ship is provided separately. The data have NOT been corrected for the motion of the ship.
This dataset contains reviewed data from the profiling lidar (Windcube v2.1) deployed on WFIP3's NOAA SHIP. The reviewed files herein are based on the lidar's RTD files (i.e., the real-time raw data files at near 1 Hz resolution). The data have been corrected for the motion of the ship.
This dataset contains derived data from the profiling lidar (Windcube v2.1) deployed at WFIP3's NOAA SHIP site. The derived data files herein are based on the lidar's STA files (i.e., the 10-min average data files). The data have been corrected for the motion of the ship.
This dataset contains standardized data from the 10-minute averaged STA files from NREL's profiling lidar (Windcube v2.1) at the WFIP3 BARG site. Note: these data have NOT been corrected for the motion of the barge.
Time corrections for moon motion elements
It was demonstrated that the multispectral image dissector camera is able to provide composite pictures of the earth surface from high altitude overflights. An electronic deflection feature was used to inject the gyro error signal into the camera for correction of aircraft motion.
A tabulation of galaxies which have radial velocities is presented. The parameters of each galaxy are: (1) an abbreviation for the catalog designation, (2) RA(1950), (3) Dec. (1950), (4) new galactic longitude, (5) new galactic latitude, (6) morphological type, (7) magnitude, (8) observed radial velocity in kilometers per second (9) radial velocity corrected for solar motion, and (10) estimated error in radial velocity in kilometers per second.
A control column and trottle flight director display system is synthesized for use during flight through severe turbulence. The column system is designed to minimize airspeed excursions without overdriving attitude. The throttle system is designed to augment the airspeed regulation and provide an indication of the trim thrust required for any desired flight path angle. Together they form an energy management system to provide harmonious display indications of current aircraft motions and required corrective action, minimize gust upset tendencies, minimize unsafe aircraft excursions, and maintain satisfactory ride qualities. A preliminary fixed-base piloted simulation verified the analysis and provided a shakedown for a more sophisticated moving-base simulation to be accomplished next. This preliminary simulation utilized a flight scenario concept combining piloting tasks, random turbulence, and discrete gusts to create a high but realistic pilot workload conducive to pilot error and potential upset. The turbulence director (energy management) system significantly reduced pilot workload and minimized unsafe aircraft excursions.
According to certain theoretical predictions, the Newtonian laws of motion must be corrected for the effect of a gravitational field. Schiff (1960) proposed an experiment which would demonstrate the effect predicted by Einstein's Theory of General Relativity on a gyroscope. The experiment has been under development at Stanford University since 1961. The requirements involved make it necessary that the test be performed in a satellite to take advantage of weightlessness in space. In a discussion of engineering developments related to the experiment, attention is given to the development of proportional helium thrusters, the simulation of the attitude control system, aspects of inner loop control, the mechanization of the two-loop attitude control system, the effects of helium slosh on spacecraft pointing, and the data instrumentation system.
Observations are reported at opposite quadratures of the interacting symbiotic binary EG And (HD-4174, Period = 470 d). After correcting for absolute motion at the system, it appears, surprisingly, that many of the nebular lines arise from material that moves with the red giant star. This fact is used to interpret the observed complex line profiles of C IV and He II in the object.
During the 1987 FIRE marine stratocumulus experiment the U.K. Meteorological Office operated a set of turbulence probes attached to the tether cable of a balloon based on San Nicolas Island. Typically six probes were used; each probe is fitted with Gill propeller anemometers, a platinum resistance thermometer and wet and dry thermistors, to permit measurements of the fluxes of momentum, heat, and humidity. The orientation of each probe is determined from a pair of inclinometers and a three-axis magnetometer. Sufficient information is available to allow the measured wind velocities to be corrected for the motion of the balloon. On the 14 to 15 July measurements were made over the period 1530 to 1200 UTC and again, after a short break for battery recharging and topping-up the balloon, between 0400 to 0900 UTC. Data were therefore recorded from morning to early evening, and again for a period overnight. Six probes were available for the daytime measurements, five for the night. Data were recorded at 4 Hz for individual periods of a little over an hour. The intention was to keep a minimum of one probe at or just above cloud top; small changes in balloon height were necessary to accommodate changes in inversion height. The ability of the balloon system to make simultaneous measurements at several levels allows the vertical structure of the boundary layer to be displayed without resort to composites. Turbulent statistics were calculated from 2 hour periods, one straddling local noon and one at night. These were subdivided into half-hour averaging intervals for the evaluation of variances and fluxes.
The characteristics of a quadrant-CCD designed for pointing and tracking are discussed with reference to its use in an adaptive optics program. The quadrant-CCD is used to correct stellar image motion proceeding from atmospheric turbulence by means of a system in which a sensor measures the image offset and sends data to a high-speed tip/tilt mirror. The design and control of the device are detailed, including four 100-micron-square pixels, the quadrant architecture, controller electronics, and data acquisition computer and interface. The transfer function is set forth in the x and y directions, and transfer curves are shown. A laboratory simulation of random image motion was conducted to evaluate the performance of the quadrant-CCD as an image motion sensor, and the experimental results are presented. The suitability of the quadrant-CCD for space-based pointing and tracking uses is demonstrated by this test and two earlier theoretical studies. Some future developments which improve performance capabilities are mentioned.
We have conducted a five-year search of the northern sky (delta between 30 and 60 deg) for narrow-band radio signals near the 1420 MHz line of neutral hydrogen, and its second harmonic, using an 8.4 x 10 exp 6 channel Fourier spectrometer of 0.05 Hz resolution and 400 kHz instantaneous bandwidth. The observing frequency was corrected both for motions with respect to three astronomical inertial frames, and for the effect of Earth's rotation, which provides a characteristic changing Doppler signature for narrow-band signals of extraterrestrial origin. Among the 6 x 10 exp 13 spectral channels searched, we have found 37 candidate events exceeding the average detection threshold of 1.7 x 10 exp -23 W/sq m, none of which was detected upon reobservation. The strongest of these appear to be dominated by rare processor errors. However, the strongest signals that survive culling for terrestrial interference lie in or near the Galactic plane. We describe the search and candidate events, and set limits on the prevalence of supercivilizations transmitting Doppler-precompensated beacons at H I or its second harmonic. We conclude with recommendations for future searches, based upon these findings, and a description of our next-generation search system.
A piezoelectric transducer (PZT) is capable of providing linear motion if controlled correctly and could provide a replacement for traditional heavy and large servo systems using motors. This paper focuses on a genetic model reference adaptive control technique (GMRAC) for a PZT which is moving a mirror where the goal is to keep the mirror velocity constant. Genetic Algorithms (GAs) are an integral part of the GMRAC technique acting as the search engine for an optimal PID controller. Two methods are suggested to control the actuator in this research. The first one is to change the PID parameters and the other is to add an additional reference input in the system. The simulation results of these two methods are compared. Simulated Annealing (SA) is also used to solve the problem. Simulation results of GAs and SA are compared after simulation. GAs show the best result according to the simulation results. The entire model is designed using the Mathworks' Simulink tool.
We present preliminary results from a systematic study using simultaneous data from three spacecraft, Wind, IMP 8 (Interplanetary Monitoring Platform) and Geotail to examine interplanetary length scales and their implications on predictability for magnetic field parcels in the typical solar wind. Time periods were selected when the plane formed by the three spacecraft included the GSE (Ground Support Equipment) x-direction so that if the parcel fronts were strictly planar, the two adjacent spacecraft pairs would determine the same phase front angles. After correcting for the motion of the Earth relative to the interplanetary medium and deviations in the solar wind flow from radial, we used differences in the measured front angle between the two spacecraft pairs to determine structure radius of curvature. Results indicate that the typical radius of curvature for these IMF parcels is of the order of 100 R (Sub E). This implies that there are two important IMF (Interplanetary Magnetic Field) scale lengths relevant to predictability: (1) the well-established scale length over which correlations observed by two spacecraft decay along a given IMF parcel, of the order of a few tens of Earth radii and (2) the scale length over which two spacecraft are unlikely to even observe the same parcel because of its curvature, of the order of a hundred Earth radii.
We report our analysis of the stability of pulsation periods in the DAV star (pulsating hydrogen atmosphere white dwarf) ZZ Ceti, also called R548. On the basis of observations that span 31 years, we conclude that the period 213.13 s observed in ZZ Ceti drifts at a rate dP/dt 5 (5.5 plus or minus 1.9) x 10(exp -15) ss(sup -1), after correcting for proper motion. Our results are consistent with previous P values for this mode and an improvement over them because of the larger time base. The characteristic stability timescale implied for the pulsation period is |P||P(raised dot)|greater than or equal to 1.2 Gyr, comparable to the theoretical cooling timescale for the star. Our current stability limit for the period 213.13 s is only slightly less than the present measurement for another DAV, G117-B15A, for the period 215.2 s, establishing this mode in ZZ Ceti as the second most stable optical clock known, comparable to atomic clocks and more stable than most pulsars. Constraining the cooling rate of ZZ Ceti aids theoretical evolutionary models and white dwarf cosmochronology. The drift rate of this clock is small enough that we can set interesting limits on reflex motion due to planetary companions.
As a helicopter transitions from hover to forward flight, the main rotor blades experience an asymmetry in flow field around the azimuth, with the blade section tangential velocities increasing on the advancing side and decreasing on the retreating side. To compensate for the reduced dynamic pressure on the retreating side, the blade pitch angles over this part of the rotor disk are increased. Eventually, a high enough forward speed is attained to produce compressibility effects on the advancing side of the rotor disk and stall on the retreating side. The onset of these two phenomena drastically increases the rotor vibratory loads and power requirements, thereby effectively establishing a limit on the maximum achievable forward speed. The alleviation of compressibility and stall (and the associated decrease in vibratory loads and power) would potentially result in an increased maximum forward speed. In the past, several methods have been examined and implemented to reduce the vibratory hub loads. Some of these methods are aimed specifically at alleviating vibration at very high flight speeds and increasing the maximum flight speed, while others focus on vibration reduction within the conventional flight envelope. Among the later are several types passive as well as active schemes. Passive schemes include a variety of vibration absorbers such as mechanical springs, pendulums, and bifilar absorbers. These mechanism are easy to design and maintain, but incur significant weight and drag penalties. Among the popular active control schemes in consideration are Higher Harmonic Control (HHC) and Individual Blade Control (IBC). HHC uses a conventional swash plate to generate a multi-cyclic pitch input to the blade. This requires actuators capable of sufficiently high power and bandwidth, increasing the cost and weight of the aircraft. IBC places actuators in the rotating reference frame, requiring the use of slip rings capable of transferring enough power to the actuators. Both schemes cause an increase in pitch link loads. Trailing Edge Flap (TEF) deployment can also used to generate unsteady aerodynamic forces and moments that counter the original vibratory loads, and thereby reduce rotor vibrations. While the vibrations absorbers, HHC, IBC, and TEF concepts discussed above attempt to reduce the vibratory loads, they do not specifically address the phenomena causing the vibrations at high advance ratios. One passive method that attempts to directly alleviate compressibility and stall, instead of reducing the ensuing vibrations, is the use of advanced tip designs. Taper, sweep, anhedral, and the manipulation of other geometric properties of the blade tips can reduce the severity of stall and compressibility effects , as well as reduce rotor power. A completely different approach to solve these problems is the tiltrotor configuration. As the forward velocity of the aircraft increases, the rotors, in this case, are tilted forward until they are perpendicular to the flow and act as propellers. This eliminates the edgewise flow encountered by conventional rotors and circumvents all the problems associated with flow asymmetry. However, the success involves a tremendous increase in cost and complexity of the aircraft. Another possible approach that has been proposed for the alleviation of vibratory loads at high forward flight speeds involves the use of controlled lead-lag motions to reduce the asymmetry in flow. A correctly phased 1/rev controlled lag motion could be introduced such that it produces a backward velocity on the advancing side and a forward velocity on the retreating side, to delay compressibility effects and stall to a higher advance ratio. Using a large enough lead-lag amplitude, the tip velocities could be reduced to levels encountered in hover. This concept was examined by two groups in the 1950's and early 1960's. In the United States, the Research Labs Division of United Aircraft developed a large lead-lag motion rotor, meant to achieve lag motion amplitudes up to 45 degrees. In order to reduce the required actuation force, the blade hinges were moved to 40% of the blade radius to increase the rotating lag frequency to approximately 1/rev. The blade hinges were redesigned to produce a flap-lag coupling so the large flapwise aerodynamic loads could be exploited to actuate the blades in the lag direction. A wind tunnel test of this rotor concept revealed actuation and blade motion scheduling problems. The project was eventually discontinued due to these problems and high blade stresses. Around the same time, at Boelkow in Germany, a similar lead-lag rotor program was conducted under the leadership of Hans Derschmidt. Here, too, the blade hinges were moved outboard to 34% radius to reduce the actuation loads. The main difference between this and the United Aircraft program was the use of a mechanical actuation scheme with maximum lead-lag motions of 400. This program was also discontinued for unclear reasons. The present study is directed toward conducting a comprehensive analytical examination to evaluate the effectiveness of controlled lead-lag motions in reducing vibratory hub loads and increasing maximum flight speed. Since both previous studies on this subject were purely experimental, only a limited data set and physical understanding of the problem was obtained. With the currently available analytical models and computational resources, the present effort is geared toward developing an in-depth physical understanding of the precise underlying mechanisms by which vibration reduction may be achieved. Additionally, in recognition of the fact that large amplitude lead-lag motions would - (i) be difficult to implement, and (ii) produce very large blade stresses; the present study examines the potential of only moderate-to-small lead-lag motions for reduction of vibratory hub loads. Using such an approach, the emphasis is not on eliminating the periodic variations in tangential velocity at the blade tip, but at best reducing these variations slightly so that compressibility and stall are delayed to slightly higher advance ratios. This study was conducted in two steps. In the first step, a hingeless helicopter rotor was modeled using rigid blades undergoing flap-lag-torsion rotations about spring restrained hinges and bearings. This model was then modified by separating the lead-lag degree of freedom into two components, a free and a prescribed motion. Using this model, a parametric study of the effect of phase and amplitude of a prescribed lead-lag motion on hub vibration was conducted. The data gathered was analyzed to obtain an understanding of the basic physics of the problem and show the capability of this method to reduce vibration and expand the flight envelope. In the second half of the study, the similar analysis was conducted using an elastic blade model to confirm the effects predicted by the simpler model.
Results of an experimental study of a wind tunnel model inertial angle-of-attack sensor response to a simulated dynamic environment are presented. The inertial device cannot distinguish between the gravity vector and the centrifugal accelerations associated with wind tunnel model vibration, this situation results in a model attitude measurement bias error. Significant bias error in model attitude measurement was found for the model system tested. The model attitude bias error was found to be vibration mode and amplitude dependent. A first order correction model was developed and used for estimating attitude measurement bias error due to dynamic motion. A method for correcting the output of the model attitude inertial sensor in the presence of model dynamics during on-line wind tunnel operation is proposed.