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Two methods of observing the neutral line of the large-scale photospheric magnetic field are compared: (1) neutral line positions inferred from H alpha photographs and (2) observations of the photospheric magnetic field made with low spatial resolution (3 arc min.) and high sensitivity using the Stanford magnetograph. The comparison is found to be very favorable.
Data for speeds from Mach 0.50 to Mach 0.99 are presented for configurations with and without fuselage area-rule additions, with and without leading-edge vortex generators, and with and without boundary-layer trips on the wing. The wing pressure coefficients are tabulated. Comparisons between the airplane and model data show that higher second velocity peaks occurred on the airplane wing than on the model wing. The differences were attributed to wind tunnel wall interference effects that caused too much rear camber to be designed into the wing. Optimum flow conditions on the outboard wing section occurred at Mach 0.98 at an angle of attack near 4 deg. The measured differences in section drag with and without boundary-layer trips on the wing suggested that a region of laminar flow existed on the outboard wing without trips.
Test data for vertical translation motions of the V0012 and V23010-1.58 airfoils were compared with force pitch and oscillation data to determine qualitative differences in dynamic stall behavior. Chordwise differential pressure variations were examined in detail for the test conditions displaying dynamic stall. The comparison revealed a number of differences both in the onset of stall and in the progression separation as a function of the type of motion. The evidence of secondary stall events following the recovery from initial stall were found to be dependent on the type of motion, but additional data will be needed to incorporate vertical translation effects into the empirical approximation of dynamic stall.
Dynamic wind tunnel tests have been conducted on a 1/6-scale model of a general aviation airplane equipped with an all-mechanical gust alleviation system which uses auxiliary aerodynamic surfaces to drive the flaps. The longitudinal short period motions were studied under simulated gust conditions in order to verify the mathematical model used in a previous study to predict the performance of the full scale system and determine the amount of normal acceleration alleviation which could be attained. The model responses were measured for different configurations with the system active and without the system active for comparison. The tests confirmed the general relationships between the experimental variables and the model responses predicted by the mathematical model, but there were significant differences in the magnitudes of the responses. The experimental results for the model were used to estimate a reduction of 30 percent in the rms normal acceleration response of a similar full scale airplane in atmospheric turbulence.
Instrument requirements of planetary geology orbiters were examined with the objective of determining the feasibility of applying standard instrument designs to a host of terrestrial targets. Within the basic discipline area of geochemistry, gamma-ray, X-ray fluorescence, and atomic spectroscopy remote sensing techniques were considered. Within the discipline area of geophysics, the complementary techniques of gravimetry and radar were studied. Experiments using these techniques were analyzed for comparison at the Moon, Mercury, Mars and the Galilean satellites. On the basis of these comparative assessments, the adaptability of each sensing technique was judged as a basic technique for many targets, as a single instrument applied to many targets, as a single instrument used in different mission modes, and as an instrument capability for nongeoscience objectives.
An experiment is described that tests and guides computations of a shock-wave turbulent boundary-layer interaction flow over a 20-deg compression corner at Mach 2.85. Numerical solutions of the time-averaged Navier-Stokes equations for the entire flow field, employing various turbulence models, are compared with the data. Each model is critically evaluated by comparisons with the details of the experimental data. Experimental results for the extent of upstream pressure influence and separation location are compared with numerical predictions for a wide range of Reynolds numbers and shock-wave strengths.
Results are presented for a study directed to evaluate the ability of the global general circulation model of the Goddard Institute for Space Studies (GISS) in simulating seasonal differences as related to an experiment simulating the July climatology which parallels the January simulation presented by Somerville et al. (1974). The July and January simulations are compared with each other and with climatological data on seasonal changes, mainly for the Northern Hemisphere troposphere. The comparison shows that the model-generated energy cycle, distribution of winds, temperature, humidity and pressure, dynamical transports, diabatic heating, evaporation, precipitation and cloud cover are all realistic for the Northern Hemisphere troposphere in July. The model's simulation of seasonal differences is generally quite realistic since the systematic quantitative errors do not affect the simulation of relative changes, to first order. Defects that could seriously bias the model's performance in particular climate experiments are identified and discussed.
The Mariner Jupiter/Saturn (MJS) spacecraft was subjected to the traditional multipoint sine dwell (MPSD) modal test using 111 accelerometer channels, and also to single-point random (SPR) testing using 26 accelerometer channels, and the two methods are compared according to cost, schedule, and technical criteria. A measure of comparison between the systems was devised in terms of the cumulative difference in the kinetic energy distribution of the common accelerometers. The SPR and MPSD method show acceptable agreement with respect to frequencies and mode damping. The merit of the SPR method is that the excitation points are minimized and the test article can be committed to other uses while data analysis is performed. The MPSD approach allows validity of the data to be determined as the test progresses. Costs are about the same for the two methods.
A quantitative comparison of the capabilities to produce computerized tomograms was made between the EMI head scanner and reconstructions from images provided by a large screen low light level-TV camera fluoroscopic system. A phantom made from lucite containing rods of various materials and sizes was used. The computer printout of each was analyzed and a correlation of 0.8 was noted between the results of both systems. The differential attenuation detectability of the fluoroscopic system was found to be comparable to or better than the EMI unit. As expected from a consideration of the quantum statistics for each system, the noise in the obtained reconstructions was also comparable. It is concluded that such a fluoroscopic system performs favorably when compared to the presently available commercial systems.
The California Air Resources Board appointed an Oxidant Calibration Committee for the purpose of evaluating the accuracy of the different agency calibration procedures. The committee chose UV absorption photometry as the reference method for ozone measurement. Interagency comparisons of the various iodometric methods were conducted relative to the ultraviolet standard. The tests included versions of the iodometric methods as employed by the Air Resources Board, the Los Angeles Air Pollution Control District, and the EPA. An alternative candidate reference method for ozone measurement, gas phase titration, was also included in the test series.
A comprehensive theoretical model has been developed for interior sound fields which are created by flexible wall motion resulting from exterior sound fields. Full coupling between the wall and interior acoustic cavity is permitted. An efficient computational method is used to determine acoustic natural frequencies of multiply connected cavities. Simplified formulae are developed for interior sound levels in terms of cavity, wall and external acoustic field parameters. Comparisons of theory and experiment show generally good agreement.
Exact quantum results for the rotational excitation of rigid linear molecules by collisions with atoms are compared with classical trajectory results. The systems studied are CO-He, CS-H2, OCS-H2, HCl-He, and HCl-Ar at collision energies up to 500/cm. Total cross sections and state to state rate constants are compared. The classical results are found to be in good agreement with the quantum results on the average. Differences arising from the existence of purely quantum effects are clearly evident, but consistent and predictable. Two methods of extracting state selective information from moments of the classical distribution are examined and found to be less reliable than the usual histogram method. In conjunction with previous comparisons of classical and quantum results these calculations provide a useful measure of the limitations and reliability of classical trajectories.
In a program to investigate combustor noise, measurements were made with a YF-102 engine of combustor internal fluctuating pressure and far field noise. The relationship of far field noise to engine internal measurement was ascertained. The relationships between combustor internal measurements obtained in an engine and those obtained in a component test facility were established by using a YF-102 combustor, instrumented identically with that used in the engine tests. The combustor was operated in a component test facility over a range of conditions encompassing engine operation. A comparison of the directly measured spectra at corresponding locations in the two tests showed significant differences. The results of two point signal analyses within each combustor, were similar for both tests, indicating that the internal dynamics of the combustor as an acoustic source are preserved in a component test facility.
S-X Doppler data obtained during more than 135 Viking passes from Aug. 3 to Dec. 15, 1976 were analyzed and compared with data from previous investigations using Mariner differenced range versus integrated Doppler to determine changes in the turbulence over the sunspot cycle. A comparison of the data indicates that: (1) electron density fluctuations decline with heliocentric distance; (2) the level of turbulence may be a factor of two lower near sunspot minimum than at maximum; and (3) the spectrum of the fluctuations may be steeper near sunspot minimum. The expected range error for various time scales and geometries is derived from the results.
Quasi-specular radar scatter from geologic surfaces displays a variable wavelength dependence in apparent surface roughness. Wavelength dependence will occur whenever a significant fraction of the surface has local radii of curvature comparable to the observing wavelength. This condition can be determined by comparison of the value of the integrated surface curvature spectrum with the radar wavenumber, multiplied by a constant that depends on the geometry. Variations in curvature statistics calculated from photogrammetric reduction of lunar images are consistent with the observed variations in quasi-specular scatter at the same locations. Variations in the strength of the wavelength dependence are correlated with the sizes of lunar craters that lie near the upper size limit for the local steady state distribution. This correlation is also consistent with variations in the curvature spectrum calculated from crater size-frequency distributions.
Published experimental aerodynamic efficiency results were compared with results predicted from two published analytical methods. This is the second of two such comparisons. One of the analytical methods was used as published; the other was modified for certain cases of coolant discharge from the blade suction surface. The results show that for 23 cases of single row and multirow discharge covering coolant fractions from 0 to about 9 percent, the difference between the experimental and predicted results was no greater than about 1 percent in any case and less than 1/2 percent in most cases.
Inverse boundary layer computational procedures, which permit nonsingular solutions at separation and reattachment, are presented. In the first technique, which is for incompressible flow, the displacement thickness is prescribed; in the second technique, for compressible flow, a perturbation mass flow is the prescribed condition. The pressure is deduced implicitly along with the solution in each of these techniques. Laminar and turbulent computations, which are typical of separated flow, are presented and comparisons are made with experimental data. In both inverse procedures, finite difference techniques are used along with Newton iteration. The resulting procedure is no more complicated than conventional boundary layer computations. These separated boundary layer techniques appear to be well suited for complete viscous-inviscid interaction computations.
Fifty-two airplane noise recordings, made at several locations around Dulles International Airport, were analyzed to compare the low-frequency noise levels of the Concorde supersonic transport with those of other commercial jet airplanes. Comparisons of the relative low-frequency noise levels which were produced at close and distant locations for departures and arrivals were made for three noise measures: the sound pressure level in the 1/3 octave band centered at 20 Hz, the total sound pressure level in the 1/3 octave bands with center frequencies less than or equal to 125 Hz, and the total sound pressure level in the 1/3 octave bands with center frequencies less than or equal to 500 Hz. Although the absolute noise levels for Concorde were found, in general, to be higher than those for the other airplane types, the level of low-frequency noise of the Concorde relative to the perceived noise level (PNL), effective perceived noise level (EPNL), and overall sound pressure level (OASPL) was within the range established by the other airplane types, except for the arrival operations of four-engine, narrow-body airplanes. The measure OASPL was found to be a significantly better predictor of low-frequency noise level than PNL or EPNL.