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Morphological property of sunspot groups related to flares involving radio emission
Apparatus for narrow pass band photoelectric spectrometry of stars of first spectral type
Vertical displacement of sporadic e layer
Quaternions used in representation of angular coordinates
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Over the last decades flight vehicles such as aircraft and helicopters entering service and requiring increased operational effectiveness have with few exceptions experienced prolonged flight test development to achieve full certification. In many cases the original requirements had later to be reduced to enable release to service. The impact on the customer, and manufacturer has been considerable leading to increased costs and or reduced operational capabilities. These costly experiences are largely a result of the flight vehicle not behaving as modelled and designed. The evaluation of flight test data can be used as a tool for validating windtunnel results and mathematical models describing the flight dynamical behaviour. In this sense the uncertainty of important aerodynamic stability and control parameters can be reduced and the confidence of aircraft mathematical models improved. An additional important factor comes from the implementation of active control systems offering the promise of significantly increased flight vehicle performance and operational capability. This approach extends the traditional trade-offs between aerodynamics, structures and propulsion systems to include full- time, full-authority fly-by-wire/light systems. It is imperative that the aerodynamic stability and control parameters of such integrated flight and propulsion control systems have to turn out inflight as predicted, since inherent stability margins will be lower and the flight control system must correct these deficiencies to provide flight critical redundancy and safety. With the methodology of system identification from flight tests it is possible to sense the control inputs and the flight vehicle reactions Such as accelerations, rates and attitudes. The mathematical model, e.g. the model structure and parameters, has to be determined from the relationship of the measured control inputs and the system's responses. The aim of this symposium was to review the present state of the art of flight vehicle system and parameter identification techniques, and to provide a critical appraisal of current methods developed and applied to flight test data in a number of NATO nations. Particular emphasis was placed on practical aspects and lessons learned in order to generate information useful to the flight test community in industry and government agencies. The technical papers share invaluable experience and emphasize the advances of flight vehicle system identification over the last years to the point where confidence and robustness level is now reasonably high. The symposium covered overviews of identification methodologies, flight test techniques, recent aircraft and helicopter application programs, and a session of short papers covering up-to-the-minute flight test results. A final discussion included prepared comments from experts and concluded with key issues learned in the application of system identification and future research needs. The essential benefits to NATO nations can be condensed as follows: More accurate mathematical models for high bandwidth flight control systems, Improved assessment and evaluation of flying qualities, High fidelity mathematical models for flight vehicle development and mission training simulators, and generally, Reduced flight test time and costs.
At Kennedy Space Center (KSC), an important use of Discrete Event Simulation (DES) addresses ground operations .of missions to space. DES allows managers, scientists and engineers to assess the number of missions KSC can complete on a given schedule within different facilities, the effects of various configurations of resources and detect possible problems or unwanted situations. For fifteen years, DES has supported KSC efficiency, cost savings and improved safety and performance. The dense and abstract DES data, however, proves difficult to comprehend and, NASA managers realized, is subject to misinterpretation, misunderstanding and even, misuse. In summer 2008, KSC developed and implemented a NASA Exploration Systems Mission Directorate (ESMD) project based on the premise that visualization could enhance NASA's understanding and use of DES.
A computational investigation was performed to assess the effectiveness of Detached Eddy Simulation (DES) as a tool for predicting icing effects. The AVUS code, a public domain flow solver, was employed to compute solutions for an iced wing configuration using DES and steady Reynolds Averaged Navier-Stokes (RANS) equation methodologies. The wing section considered here was a business jet airfoil (GLC305) with a 22.5-minute glaze ice accretion (944-ice shape). The section was extruded to form a rectangular planform. The model was mounted between two walls so no tip effects were considered. The numerical results were validated by comparison with experimental data for the same configuration. The time-averaged DES computations showed some improvement in lift and drag results near stall when compared to steady RANS results. However, comparisons of the flow field details did not show the level of agreement suggested by the integrated quantities. More validation is needed to determine what role DES can play as part of an overall icing effects prediction strategy.
We present a joint cosmic shear analysis of the Dark Energy Survey (DES Y3) and the Kilo-Degree Survey (KiDS-1000) in a collaborative effort between the two survey teams. We find consistent cosmological parameter constraints between DES Y3 and KiDS-1000 which, when combined in a joint-survey analysis, constrain the parameter S 8 =σ 8 √(Ω m /0.3) with a mean value of 0.790 +0.018 −0.014. The mean marginal is lower than the maximum a posteriori estimate, S 8 =0.801, owing to skewness in the marginal distribution and projection effects in the multi-dimensional parameter space. Our results are consistent with S 8 constraints from observations of the cosmic microwave background by Planck, with agreement at the 1.7 σ level. We use a Hybrid analysis pipeline, defined from a mock survey study quantifying the impact of the different analysis choices originally adopted by each survey team. We review intrinsic alignment models, baryon feedback mitigation strategies, priors, samplers and models of the non-linear matter power spectrum.
Time-dependent Navier-Stokes simulations have been carried out for a rigid V22 rotor in hover, and a flexible UH-60A rotor in forward flight. Emphasis is placed on understanding and characterizing the effects of high-order spatial differencing, grid resolution, and Spalart-Allmaras (SA) detached eddy simulation (DES) in predicting the rotor figure of merit (FM) and resolving the turbulent rotor wake. The FM was accurately predicted within experimental error using SA-DES. Moreover, a new adaptive mesh refinement (AMR) procedure revealed a complex and more realistic turbulent rotor wake, including the formation of turbulent structures resembling vortical worms. Time-dependent flow visualization played a crucial role in understanding the physical mechanisms involved in these complex viscous flows. The predicted vortex core growth with wake age was in good agreement with experiment. High-resolution wakes for the UH-60A in forward flight exhibited complex turbulent interactions and turbulent worms, similar to the V22. The normal force and pitching moment coefficients were in good agreement with flight-test data.
We search for signatures of cosmological shocks in gas pressure profiles of galaxy clusters using the cluster catalogues from three surveys: the Dark Energy Survey (DES) Year 3, the South Pole Telescope (SPT) SZ survey, and the Atacama Cosmology Telescope (ACT) data releases 4, 5, and 6, and using thermal Sunyaev–Zeldovich (SZ) maps from SPT and ACT. The combined cluster sample contains around 105 clusters with mass and redshift ranges 10 13.7 200m /M ⊙ <10 15.5 and 0.1 < z < 2, and the total sky coverage of the maps is ≈15000deg 2 . We find a clear pressure deficit at R/R 200m ≈ 1.1 in SZ profiles around both ACT and SPT clusters, estimated at 6σ significance, which is qualitatively consistent with a shock-induced thermal non-equilibrium between electrons and ions. The feature is not as clearly determined in profiles around DES clusters. We verify that measurements using SPT or ACT maps are consistent across all scales, including in the deficit feature. The SZ profiles of optically selected and SZ-selected clusters are also consistent for higher mass clusters. Those of less massive, optically selected clusters are suppressed on small scales by factors of 2–5 compared to predictions, and we discuss possible interpretations of this behaviour. An oriented stacking of clusters – where the orientation is inferred from the SZ image, the brightest cluster galaxy, or the surrounding large-scale structure measured using galaxy catalogues – shows the normalization of the one-halo and two-halo terms vary with orientation. Finally, the location of the pressure deficit feature is statistically consistent with existing estimates of the splashback radius.
We present a measurement of the cross-correlation between the MAGLIM galaxies selected from the Dark Energy Survey (DES) first three years of observations (Y3) and cosmic microwave background (CMB) lensing from the Atacama Cosmology Telescope (ACT) Data Release 4 (DR4), reconstructed over ∼ 436 deg 2 of the sky. Our galaxy sample, which covers ∼ 4143 deg 2 , is divided into six redshift bins spanning the redshift range of 0.20 8 ≡ σ 8 (Ω m /0.3) 0.5 = 0.75 +0.04 -0.05 . In addition, we constrain the linear growth of cosmic structure as a function of redshift. Our results are consistent with recent DES Y3 analyses and suggest a preference for a lower S 8 compared to results from measurements of CMB anisotropies by the Planck satellite, although at a mild level (< 2σ) of statistical significance.
Shatter cone fragments were recovered from rock cores at two previously suspected, but heretofore unverified, impact structures in Illinois. Both sites are buried features known from geophysical surveys and drill holes. Shatter cones are accepted widely as field criteria of meteoritic impact. Detection of these shock indicators in both the Glasford Structure and the Des Plains Disturbance upgrades these sites in Earth's inventory of known and suspected impact structures from possible impact sites with compatible structure and morphology to probable impact structures which possess also evidence of shock metamorphism.
Paper discusses reliability of time-dependent approach to numerical solution of nonlinear differential equations (DEs) that describe steady-state behaviors of physical systems. Time-dependent approach followed in related study described in "Spurious Numerical Solutions of Differential Equations" (ARC-13209).
For DES, RANS is responsible for predicting boundary layer growth and separation. LES is responsible for predicting the geometry dependent turbulent flow features. Grid adaptation done using NASA Langley s RefineMesh program. Adaptation on time average of vorticity
The National Aeronautics and Space Administration (NASA) is developing new capabilities for human and scientific exploration beyond Earth's orbit. This effort includes the Space Shuttle derived Space Launch System (SLS), the Multi-Purpose Crew Vehicle (MPCV) "Orion", and the Ground Systems Development and Operations (GSDO). There are several requirements and Technical Performance Measures (TPMs) that have been levied by the Exploration Systems Development (ESD) upon the SLS, MPCV, and GSDO Programs including an integrated Launch Availability (LA) TPM. The LA TPM is used to drive into the SLS, Orion and GSDO designs a high confidence of successfully launching exploration missions that have narrow Earth departure windows. The LA TPM takes into consideration the reliability of the overall system (SLS, Orion and GSDO), natural environments, likelihood of a failure, and the time required to recover from an anomaly. A challenge with the LA TPM is the interrelationships between SLS, Orion, GSDO and the natural environments during launch countdown and launch delays that makes it impossible to develop an analytical solution for calculating the integrated launch probability. This paper provides an overview of how Discrete Event Simulation (DES) modeling was used to develop the LA TPM, how it was allocated down to the individual programs, and how the LA analysis is being used to inform and drive the SLS, Orion, and GSDO designs to ensure adequate launch availability for future human exploration.
The National Aeronautics and Space Administration (NASA) is developing new capabilities for human and scientific exploration beyond Earth's orbit. This effort includes the Space Shuttle derived Space Launch System (SLS), the Orion Multi-Purpose Crew Vehicle (MPCV), and the Ground Systems Development and Operations (GSDO). There are several requirements and Technical Performance Measures (TPMs) that have been levied by the Exploration Systems Development (ESD) upon the SLS, Orion, and GSDO Programs including an integrated Launch Availability (LA) TPM. The LA TPM is used to drive into the SLS, Orion and GSDO designs a high confidence of successfully launching exploration missions that have narrow Earth departure windows. The LA TPM takes into consideration the reliability of the overall system (SLS, Orion and GSDO), natural environments, likelihood of a failure, and the time required to recover from an anomaly. A challenge with the LA TPM is the interrelationships between SLS, Orion, GSDO and the natural environments during launch countdown and launch delays that makes it impossible to develop an analytical solution for calculating the integrated launch probability. This paper provides an overview of how Discrete Event Simulation (DES) modeling was used to develop the LA TPM, how it was allocated down to the individual programs, and how the LA analysis is being used to inform and drive the SLS, Orion, and GSDO designs to ensure adequate launch availability for future human exploration.