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In the present paper, it is shown that in the spring and summer of 1981, both Voyager-2 and Saturn will cross the expected region of the tail or wake about 7000 to 8000 Jupiter radii downstream of Jupiter. Should Jupiter's tail be well defined at this distance, Saturn's magnetopause may vary significantly as Saturn moves across the tail.
Voyager 1 observations of the Jovian magnetosphere are discussed which are most naturally interpreted in terms of a well-developed magnetic tail on the nightside of the planet. It is shown that this tail, with a 'neutral sheet' separating the upper and lower lobes of opposite field polarity, is formed and controlled by external forces associated with the solar wind. The inner magnetosphere's current tail is found to merge with the magnetotail's neutral sheet. It is concluded that this configuration leads to a strong local-time control of the outer Jovian magnetosphere rather than planetary control.
An experimental investigation was conducted to provide a systematic set of lateral-directional stability data for a simplified wing-body model with a series of vertical-tail arrangements. The study was made at Mach numbers from 1.60 to 2.86 at nominal angles of attack from -8 to 12 deg and Reynolds number of 8.2 million per meter. Comparisons at zero angle of attack were made with three existing theoretical methods (MISLIFT - a second-order shock expansion and panel method; APAS - a slender body and first order panel method; and PAN AIR - a higher order panel method) and comparisons at angle of attack were made with PAN AIR. The results show that PAN AIR generally provides accurate estimates of these characteristics at moderate angles of attack for complete configurations with either single or twin vertical tails. APAS provides estimates for complete configurations at zero angle of attack. However, MISLIFT only provides estimates for the simplest body-vertical-tail configurations at zero angle of attack.
Voyager 1 magnetic field observations have provided evidence of a Saturnian magnetic tail. Tail current system distributions are inferred through comparison of the observations with a realistic magnetotail current system model. Temporal variations observed in the tail were probably produced by solar wind variations.
A catalog of 72 disconnection event (DES) in cometary plasma tails is presented as a basic data source for cometary and solar wind analysis. The events span the period 1892-1976, and are characterized on the basis of photographic observations. From the observed kinematics of rejected tails, methods are derived to calculate an estimated time of tail disconnection for each DE, either from the average law of motion for DEs lacking velocity measurements, or from the observed velocities. The geometric circumstances of each DE at the times of separation and observation are also tabulated, and a brief description of each event is presented.
The longitudinal aerodynamic characteristics of a full scale, single engine general aviation airplane equipped with an angle of attack limiting concept which used a tail mounted spoiler for stall prevention were investigated. The tail spoiler was deployed as a nonlinear function of changes in angle of attack in a narrow angle of attack range immediately preceding the stall angle. Spoiler deployment produced a nose down moment which limited the nose up trim capability of the elevator to an angle of attack below the stall angle of the airplane. The tail spoiler system produced significant increases in longitudinal stability and elevator hinge moments near the stall. The effects of power, flaps, and center of gravity position are also studied.
An investigation was conducted in the Langley 16 foot transonic tunnel to determine the longitudinal aerodynamic characteristics of twin two dimensional nozzles and twin baseline axisymmetric nozzles installed on a fully metric 0.047 scale model of the F-15 three surface configuration (canards, wing, horizontal tails). The effects on performance of two dimensional nozzle in flight thrust reversing, locations and orientation of the vertical tails, and deflections of the horizontal tails were also determined. Test data were obtained at static conditions and at Mach numbers from 0.60 to 1.20 over an angle of attack range from -2 deg to 15 deg. Nozzle pressure ratio was varied from jet off to about 6.5.
The folding phenomenon of comet tail rays is explained by means of an electric drift due to convectional electric fields. This mechanism results in an angular rate of closure which reduces to that obtained by Ness and Donn (1966) if the velocity profile across the tail is linear and the plasma conductivity is ideal. Observations of both the ray closure and the disconnection events point to the phenomenon of anomalous resistivity. Magnetic fields of about 30-40 gammas in the coma and of 10 gammas in the distant tail (at 1 AU) are estimated from the MHD momentum equation.
Observations of plasma tails of comets are reviewed. The basic morphology of plasma tails is examined. It is shown that two features, viz., the ray-folding phenomenon and disconnection events, are essential to a general understanding of plasma tail phenomena. A qualitative model of disconnection events is proposed that is based on the cyclic occurrence of magnetic reversals in the solar wind.
Solar-wind plasma data from the ISEE-3 and Helios 2 spacecraft were examined in order to explain a uniquely rapid 10 deg turning of the plasma tail of comet Bradfield 1979l on 1980 February 6. An earlier study conducted before the availability of in situ solar-wind data (Brandt et al., 1980) suggested that the tail position angle change occurred in response to a solar-wind velocity shear across the polar component changed by approximately 50 km/s. The present contribution confirms this result and further suggests that the comet-tail activity was caused by non-corotating, disturbed plasma flows probably associated with an Importance 1B solar flare.
Parasite drag reduction evaluation is composed of wind tunnel tests with a standard L-1011 tail and two reduced area tail configurations. Trim drag reduction is evaluated by rebalancing the airplane for relaxed static stability. This is accomplished by pumping water to tanks in the forward and aft of the airplane to acheive desired center of gravity location. Also, the L-1011 is modified to incorporate term and advanced augmented systems. By using advanced wings and aircraft relaxed static stability significant fuel savings can be realized. An airplane's dynamic stability becomes more sensitive for decreased tail size, relaxed static stability, and advanced wing configurations. Active control pitch augmentation will be used to acheive the required handling qualities. Flight tests will be performed to evaluate the pitch augmentation systems. The effect of elevator downrig on stabilizer/elevator hinge moments will be measured. For control system analysis, the normal acceleration feedback and pitch rate feedback are analyzed.
The primary objective of the present study is related to an evaluation of a modified tail-cast suspension model as a means of identifying metabolic factors which control or are associated with muscle atrophy and growth failure. Two different control conditions (normal and tail-casted weight bearing) were studied to determine the appropriate control for tail-cast suspension. A description is presented of a model which is most useful for studying atrophy of hindlimb muscles under certain conditions. Female Sprague-Dawley rats were employed in the experiments. Attention is given to growth rate and urinary excretion of urea and ammonia in different types of rats, the relationship between body weight and skeletal muscle weight, and the relationship between animal body weight and rates of protein synthesis and protein degradation.
Preliminary ISEE 3 observations of suprathermal H(+) and He(2+) in the distant geomagnetic tail are summarized, with an emphasis on their energy spectra and composition. Regions found near earth are duplicated in the distant tail, but with various regions more intermixed and less distinct. The H(+) and He(2+) energy spectra in all regions and at all geocentric distances for which observations exist are on average not power laws but are well represented by a given expression. The He(2+)/H(+) ratio of 0.03 to 0.07 in the plasma sheet shows no systematic variation with geocentric distance and is two to three times lower than in the other regions. Well-directed, strong, tailward flows distinguish the near bow-shock/magnetosheath region from the geomagnetic tail and plasma sheet where anisotropies are generally smaller and the flow direction more variable although still tailward, indicating source locations at less than 60 earth radii most of the time.
Yaw control and overall efficiency increased at hover and low speeds. Wind-tunnel investigation showed strake located on left side of tail boom has potential to reduce high adverse side loads on tail boom in hover and in sideward flight. Test demonstrated addition of single long strake to left side of tail boom most effective configuration for reducing left pedal requirements in right sideward flight.
A detailed study of the magnetic field data from both Voyagers 1 and 2 has revealed several interesting properties of the near and distant Jovian magnetotail. During the first encounter, as Voyager 1 passed between 80 and 140 R sub J from Jupiter in the near tail, the spacecraft was almost entirely in the northerm lobe magnetic field. The frequency spectrum of magnetic fluctuation in this region cannot be characterized by a power law and does not appear to be turbulent. The distant tail spectra from Voyager 2 are compared with similar spectra obtained from Voyager 1 when it was in near radial alignment with Voyager 2. Although the gross properties of the tail and solar wind fields in most respects differ considerably, the shape and power levels of the spectra of the magnetic fluctuations are very similar, especially between .0001 and .001 Hz. At lower frequencies (.00001 to .0001 Hz) the spectra of magnetic helicity do differ.
The data gathered by the International Cometary Explorer during its traversal of Comet Giacobini-Zinner's tail are subjected to stress balance requirements, yielding estimates of unmeasured quantities. It is noted that the comet's tail is embedded in an ionosheath whose static pressure is nearly equal to the solar wind stagnation pressure, leading to a large lobe field strength. A systematic variation is found in the ion temperature across the tail, implying the variation of the pickup velocity of new ions. Axial stress balance yields an expression for the strength of the lobe field which reveals weak variation with axial distance.
A study was made of helicopter tail rotor noise, particularly that due to interactions with the wakes of the main rotor, hub, and fuselage, and with the engine exhaust. Both harmonic and broadband noise were analyzed. The disturbed flow into the tail rotor was modeled using combinations of aerodynamic and acoustic flow codes along with some necessary estimates of turbulence properties. Representative calculations show that the main rotor wake is the strongest contributor to both harmonic and broadband tail rotor noise. The fuselage separation wake and the engine exhaust flow are also very important to both harmonic and broadband noise. The hub and hub-shaft wakes are important contributors to the broadband noise only. The tip vortices do not seem to be important to broadband noise, but their effects on harmonic noise were not modeled accurately enough to draw any conclusions from this study.
An investigation was conducted in the Langley 16 foot Transonic Tunnel to determine the interference effects of thrust reversing on horizontal tail effectiveness of a twin engine, general research fighter model at approach and in-flight speeds. Twin vertical tails at three longitudinal locations were tested at a cant angle of 0 deg. One configuration was also tested at a cant angle of 20 deg. Two nonaxisymmetric nozzle reverser concepts were studied. Test data were obtained at Mach numbers of 0.15, 0.60, and 0.90 and at angles of attack from -3 to 9 deg. Nozzle pressure ratios varied from jet off to 7.0, depending upon Mach number. At landing approach speed (Mach number 0.15), thrust reverser operation usually resulted in large variations (up to 70% increase) in horizontal tail effectiveness as nozzle pressure ratio was varied at zero angle of attack or as angle of attack was varied at constant nozzle pressure ratio. There was always a decrease in effectiveness at Mach numbers of 0.60 and 0.90 as a result of reverser operation.