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Papers submitted for presentation at the 19th International Cosmic Ray Conference are compiled. This volume covers solar and heliospheric phenomena, specifically, particle acceleration; cosmic ray compsotion, spectra, and anisotropy; propagation of solar and interplanetary energetic particles; solar-cycle modulation; and propagation of galactic particles in the heliosphere.
Papers submitted for presentation at the 19th International Cosmic Ray Conference are compiled. This volume addresses cosmic ray sources and acceleration, interstellar propagation and nuclear interactions, and detection techniques and instrumentation.
Papers submitted for presentation at the 19th International Cosmic Ray Conference are compiled. This volume contains papers addressing cosmic ray gradients in the heliosphere; siderial, diurnal, and long term modulations; geomagnetic and atmospheric effects; cosmogenic nuclides; solar neutrinos; and detection techniques.
As aircraft become larger and lighter due to design requirements for increased payload and improved fuel efficiency, they will also become more flexible. For highly flexible vehicles, the handling qualities may not be accurately predicted by conventional methods. This study applies two analysis methods to a family of flexible aircraft in order to investigate how and when structural (especially dynamic aeroelastic) effects affect the dynamic characteristics of aircraft. The first type of analysis is an open loop model analysis technique. This method considers the effects of modal residue magnitudes on determining vehicle handling qualities. The second method is a pilot in the loop analysis procedure that considers several closed loop system characteristics. Volume 1 consists of the development and application of the two analysis methods described above.
Two analysis methods are applied to a family of flexible aircraft in order to investigate how and when structural (especially dynamic aeroelastic) effects affect the dynamic characteristics of aircraft. The first type of analysis is an open loop modal analysis technique. This method considers the effect of modal residue magnitudes on determining vehicle handling qualities. The second method is a pilot in the loop analysis procedure that considers several closed loop system characteristics. Both analyses indicated that dynamic aeroelastic effects caused a degradation in vehicle tracking performance, based on the evaluation of some simulation results. Volume 2 consists of the presentation of the state variable models of the flexible aircraft configurations used in the analysis applications mode shape plots for the structural modes, numerical results from the modal analysis frequency response plots from the pilot in the loop analysis and a listing of the modal analysis computer program.
The impact of more timely and accurate weather data on airline flight planning with the emphasis on fuel savings is studied. This volume of the report discusses the results of Task 1 of the four major tasks included in the study. Task 1 compares flight plans based on forecasts with plans based on the verifying analysis from 33 days during the summer and fall of 1979. The comparisons show that: (1) potential fuel savings conservatively estimated to be between 1.2 and 2.5 percent could result from using more timely and accurate weather data in flight planning and route selection; (2) the Suitland forecast generally underestimates wind speeds; and (3) the track selection methodology of many airlines operating on the North Atlantic may not be optimum resulting in their selecting other than the optimum North Atlantic Organized Track about 50 percent of the time.
The impact of more timely and accurate weather data on airline flight planning with the emphasis on fuel savings is studied. This volume of the report discusses the results of Task 2 of the four major tasks included in the study. Task 2 compares various catagories of flight plans and flight tracking data produced by a simulation system developed for the Federal Aviation Administrations by SRI International. (Flight tracking data simulate actual flight tracks of all aircraft operating at a given time and provide for rerouting of flights as necessary to resolve traffic conflicts.) The comparisons of flight plans on the forecast to flight plans on the verifying analysis confirm Task 1 findings that wind speeds are generally underestimated. Comparisons involving flight tracking data indicate that actual fuel burn is always higher than planned, in either direction, and even when the same weather data set is used. Since the flight tracking model output results in more diversions than is known to be the case, it was concluded that there is an error in the flight tracking algorithm.
The impact of more timely and accurate weather data on airline flight planning with the emphasis on fuel savings is studied. This volume of the report discusses the results of Task 3 of the four major tasks included in the study. Task 3 compares flight plans developed on the Suitland forecast with actual data observed by the aircraft (and averaged over 10 degree segments). The results show that the average difference between the forecast and observed wind speed is 9 kts. without considering direction, and the average difference in the component of the forecast wind parallel to the direction of the observed wind is 13 kts. - both indicating that the Suitland forecast underestimates the wind speeds. The Root Mean Square (RMS) vector error is 30.1 kts. The average absolute difference in direction between the forecast and observed wind is 26 degrees and the temperature difference is 3 degree Centigrade. These results indicate that the forecast model as well as the verifying analysis used to develop comparison flight plans in Tasks 1 and 2 is a limiting factor and that the average potential fuel savings or penalty are up to 3.6 percent depending on the direction of flight.
The impact of more timely and accurate weather data on airline flight planning with the emphasis on fuel savings is studied. This volume of the report discusses the results of Task 4 of the four major tasks included in the study. Task 4 uses flight plan segment wind and temperature differences as indicators of dates and geographic areas for which significant forecast errors may have occurred. An in-depth analysis is then conducted for the days identified. The analysis show that significant errors occur in the operational forecast on 15 of the 33 arbitrarily selected days included in the study. Wind speeds in an area of maximum winds are underestimated by at least 20 to 25 kts. on 14 of these days. The analysis also show that there is a tendency to repeat the same forecast errors from prog to prog. Also, some perceived forecast errors from the flight plan comparisons could not be verified by visual inspection of the corresponding National Meteorological Center forecast and analyses charts, and it is likely that they are the result of weather data interpolation techniques or some other data processing procedure in the airlines' flight planning systems.
Papers submitted for presentation at the 19th International Cosmic ray Conference are compiled. This volume contains papers which address various aspects of extensive air showers (EAS) produced by energetic particles and gamma rays.
Papers submitted for presentation at the 19th International Cosmic Ray Conference are compiled. The present volume contains papers addressing high energy interactions and related phenomena. Specific topic areas include muons, neutrinos, magnetic monopoles, nucleon decay, searches for new particles, and acoustic and thermoluminescence detection techniques.
A systematic and quantitative analysis is carried out to investigate the effects of the shape (point, cube, Gaussian) and size of the generation volume, the surface recombination velocity, and the diffusion length on the electron-beam-induced current (EBIC) and its derivative (DEIC). Thick homogeneously doped samples exhibiting diffusion lengths in the low micron and submicron range are considered. The results are presented in computed EBIC curves as a function of scanning distance and of the ratio true diffusion length/effective diffusion length. Shown using these curves are: (1) a simple and yet rigorous method for the determination of the true diffusion length, taking into consideration all of the factors cited above, (2) a method for the rapid determination of the surface recombination velocity, (3) the condition under which the source shape becomes insignificant, and (4) a new value for the lower limit of the diffusion length which can be determined by the EBOC technique.
A conservative finite-volume difference scheme is developed for the potential equation to solve transonic flow about airfoils and bodies in an arbitrary channel. The scheme employs a mesh which is a nearly-conformal 'O' mesh about the airfoil and nearly orthogonal at the channel walls. The mesh extends to infinity upstream and downstream, where the mapping is singular. Special procedures are required to treat the singularities at infinity, including computation of the metrics near those points. Channels with exit areas different from inlet areas are solved; a body with a sting mount is an example of such a case.
The consequences of approximately constant freeboard for continental growth are explored using a model that relates the volumes of isostatically compensated continents and oceans to the secular decline in terrestrial heat flow. It is found that a post-Archean increase in freeboard by 200 m requires continental growth of only 10 percent, while a decrease in freeboard by 200 m during this same period necessitates a crustal growth of 40 percent. Shrinkage of the continental crust since the end of the Archean can be ruled out. Changes of more than 10 percent in post-Archean crustal thickness are highly unlikely.
The purpose is to describe work that is being done to find theoretical models to describe radar backscatter from vegetation layers. The geometry of the problem is shown. The information that one would like to find through the application of the results of these models would include: the thickness of the layer; the absorption in the layer (i.e., density, moisture content, and biomass); the geometry of the scatterers (i.e., shape and orientation); how much of the received power is due to volume scattering only; and a way to enhance the ratio of scattering that has some interaction with the ground surface. The proposed ways to find this information are discussed.
The systems analyses integrate the advanced component and vehicle characteristics into conceptual vehicles with identical performance (for a given application) and evaluates the vehicles in typical use patterns. Initial and life-cycle costs are estimated and compared to conventional reference vehicles with comparable technological advances, assuming the vehicles will be in competition in the early 1990s. Electric vans, commuter vehicles, and full-size vehicles, in addition to electric/heat-engine hybrid and fuel-cell powered vehicles, are addressed in terms of performance and economics. System and subsystem recommendations for vans and two-passenger commuter vehicles are based on the economic analyses in this volume.
The National Space Science Data Center (NSSDC) provides data from and information about space science and applications flight investigations in support of additional studies beyond those performed as the principal part of any flight mission. The Earth-orbiting spacecraft for investigations of the earth and its atmosphere is discussed. Geodetic tracking data are included in this category. The principal subject areas presented are meteorology and earth resources survey, and the spacecraft selection is made according to those subjects. All experiments on board the spacecraft are described. No attempt is made to reference investigations that are related to the above disciplines, but that are described in other volumes of this series.
The design, development and analysis of the 7.3 MW MOD-5A wind turbine generator is documented. Volume 3, book 1 describes the performance and characteristics of the MOD-5A wind turbine generator in its final configuration. Each subsystem - the rotor, drivetrain, nacelle, tower and foundation is described in detail.