Static Longitudinal Aerodynamic Characteristics of a 52 Degree Sweptback Wing of Aspect Ratio 2.88 at Reynolds Numbers from 2,000,000 to 11,000,000
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Fitzpatrick, James E↗
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Eight Metagenome-Assembled Genomes Provide Evidence for Microbial Adaptation in 20,000- to 1,000,000-Year-Old Siberian Permafrost
Permafrost microbes may be metabolically active in microscopic layers of liquid brines, even in ancient soil. Metagenomics can help discern whether permafrost microbes show adaptations to this environment. Thirty-three metagenome-assembled genomes (MAGs) were obtained from six depths (3.5 m to 20 m) of freshly cored permafrost from the Siberian Kolyma-Indigirka Lowland region. These soils have been continuously frozen for ~20,000 to 1,000,000 years. Eight of these MAGs were ≥80% complete with <10% contamination and were taxonomically identified as Aminicenantes, Atribacteria, Chloroflexi, and Actinobacteria within bacteria and Thermoprofundales within archaea. MAGs from these taxa have been obtained previously from nonpermafrost environments and have been suggested to show adaptations to long-term energy starvation, but they have never been explored in ancient permafrost. The permafrost MAGs had greater proportions in the Clusters of Orthologous Groups (COGs) categories of energy production and conversion and carbohydrate transport and metabolism than did their nonpermafrost counterparts. They also contained genes for trehalose synthesis, thymine metabolism, mevalonate biosynthesis, and cellulose degradation, which were less prevalent in nonpermafrost genomes. Furthermore, many of these genes are involved in membrane stabilization and osmotic stress responses, consistent with adaptation to the anoxic, high-ionic-strength, cold environments of permafrost brine films. Our results suggest that this ancient permafrost contains DNA of high enough quality to assemble MAGs from microorganisms with adaptations to survive long-term freezing in this extreme environment.
54 ENVIRONMENTAL SCIENCES↗
A new edition of the Mars 1:5,000,000 map series
A new edition of the Mars 1:5,000,000 scale map series is in preparation. Two sheets will be made for each quadrangle. Sheet one will show shaded relief, contours, and nomenclature. Sheet 2 will be a full-color photomosaic prepared on the Mars digital image model (MDIM) base co-registered with the Mars low-resolution color database. The latter will have an abbreviated graticule (latitude/longitude ticks only) and no other line overprint. The four major databases used to assemble this series are now virtually complete. These are: (1) Viking-revised shaded relief maps at 1:5,000,000 scale; (2) contour maps at 1:2,000,000 scale; (3) the Mars digital image model; and (4) a color image mosaic of Mars. Together, these databases form the most complete planetwide cartographic definition of Mars that can be compiled with existing data. The new edition will supersede the published Mars 1:5,000,000 scale maps, including the original shaded relief and topographic maps made primarily with Mariner 9 data and the Viking-revised shaded relief and controlled photomosaic series. Publication of the new series will begin in late 1991 or early 1992, and it should be completed in two years.
Batson, R. M.↗
Atmospheric Turbulence Measurements Obtained from Airplane Operations at Altitudes Between 20,000 and 75,000 Feet for Several Areas in the Northern Hemisphere
Measurements of clear-air turbulence by use of airplane-borne instrumentation have been obtained from NASA VGH recorders during research flights of Lockheed U-2 airplanes to altitudes of 75,000 feet over several areas of the Northern Hemisphere. An analysis of these data has indicated that for the higher altitudes (50,000 to 75,000 feet), turbulence is both less frequent and less severe than for the lower altitudes (20,000 to 50,000 feet). Turbulence appears to be present at the high altitudes (60,000 to 75,000 feet) less than 1 percent of the time. Moderately heavy turbulence appears to exist on occasion at altitudes of about 50,000 feet over Japan. As a consequence, the gust experience appears to be more severe for operations over Japan than for the other areas. Less than 50 percent of the turbulent areas exceeded 10 miles in length.
Coleman, Thomas L.↗
Airplane Measurements of Atmospheric Turbulence at Altitudes Between 20,000 and 55,000 Feet for Four Geographic Areas
Measurements of clear-air turbulence by use of airplane-borne instruments have been obtained from NACA VGH recorders during research flights of Lockheed U-2 airplanes at altitudes between 20,000 and 55,000 feet over Western United States, England and Western Europe, Turkey, and Japan. An analysis of these data has indicated that at the higher altitudes (40,000 to 55,000 feet) turbulence is both less frequent and less severe than at the lower altitudes (20,000 to 40,000 feet). Turbulence appears to be encountered at the high altitudes for only about 2 percent of the flight distance as compared with 5 percent or more at the lower altitudes. Moderately heavy turbulence exists on occasion at altitudes of about 50,000 feet over Japan and appears to be associated with the strong character of the jet stream in this area and also with a mountain-wave phenomenon.
Coleman, Thomas L.↗
Performance Characteristics of a Preformed Elliptical Parachute at Altitudes between 200,000 and 100,000 Thousand Feet Obtained by In-Flight Photography
The performance characteristics of a pre-formed elliptical parachute at altitudes between 200,000 and 100,000 feet were obtained by means of in-flight photography. The tests demonstrate that this type of parachute will open at altitudes of about 200,000 feet if conditions such as twisting of the suspension lines or draping of the suspension lines over the canopy do not occur. Drag-coefficient values between 0.6 and 0.8 were found to be reasonable for this type of parachute system in the altitude range between 200,000 and 100,000 feet.
Murro, Harold N.↗
Transverse Prominence Motions from 10,000-250,000 K
We address the origin of prominence material by comparing high cadence (30-60 s) He I and O V EUV observations from SOHO/CDS wide slit movies, and also, for another prominence observation, observations from TRACE at 1216 Angstroms and 1600 Angstroms\and SVST in H\alpha. The EUV and UV observations regularly show small scale structures with plane-of-the-sky velocities of 20-80 kilometers per second. Many, although not all, of these motions are seen in multiple wavelength bands, representing temperatures ranging from 10,000 -- 100,000 K or 20,000 -- 250,000 K, depending on the data set. The H\alpha observations contain line shift information showing clearly that the associated UV prominence intensity motions do actually represent real mass motions, as opposed to temperature or density waves. The results indicate that the "prominence-corona transition region" is not an outside layer to the prominence as a whole, but is rather associated with smaller scale structures all through the prominence.
Kucera, T. A.↗
Ground Measurements of the Shock-Wave Noise from Supersonic Bomber Airplanes in the Altitude Range from 30,000 to 50,000 Feet
Shock-wave ground-pressure measurements have been made for supersonic bomber airplanes in the Mach number range from 1.24 to 1.52, for altitudes from about 30,000 to 50,000 feet, and for a gross-weight range from about 83,000 to 120,000 pounds. The measured overpressures were generally higher than would be predicted by the theory which accounts only for volume effects. There is thus a suggestion that lift effects on sonic-boom intensity may be significant for this type of airplane for the altitude range of the present tests.
Maglieri, Domenic J.↗
Climatology of ozone at altitudes from 19,000 at 59,000 feet based on combined GASP and ozonesonde data
A climatology of ozone for altitudes from FL190 to FL590 (19,000 to 59,000 ft) is presented. Climatological tables are given in two appendixes: one with d deg latitude resolution on a monthly basis, and one with 10 deg latitude resolution on a seasonal basis. Data were taken from 11,472 balloon-borne ozonesondes launched at 60 stations from 1963 to 1980 and from over 160,000 observations made by the Global Atmospheric Sampling Program on 4417 commercial airliner flights from 1975 to 1979. Case study and statistical comparisons of results from these two data sets showed that they are compatible and can be combined. Several examples of analyses that can be made by using the tabulated data are given and discussed.
Jasperson, W. H.↗
A new characterization of the icing environment below 10,000 feet AGL from 7,000 miles of measurements in supercooled clouds
A growing requirement over the past decade for a new assessment of aircraft icing conditions in wintertime clouds at altitudes up to about 10,000 feet is discussed. The requirement was documented in past workshops and comes primarily from the helicopter community which wants ice-protected rotorcraft to meet increasing demands for all-weather operations. Currently, only a few of the larger helicopters are equipped with certification of ice-protection devices. This is because the current FAA criteria for design and certification of ice-protection equipment results in power and payload penalties that smaller rotorcraft cannot tolerate. The FAA criteria were actually designed for large, transport-category aircraft capable of flying to 20,000 feet or more. For this reason, there have been concerns that the current criteria may be too severe for low-performance aircraft, such as helicopters, which generally operate at altitudes below 10,000 feet.
Jeck, R. K.↗
Pressure and frictional resistance of a cylinder at Reynolds numbers 5,000 to 40,000
This report presents the results of a series of free-jet measurements to determine the pure frictional resistance of a cylinder from the difference between total resistance and pressure at Reynolds Numbers 5,000 to 40,700. The skin friction is 5 percent of the total resistance at Re = 5,000, and had dropped to 2 percent at Re = 40,000, which supports Thom's theory.
Schiller, L↗
Charts Depicting Kinematic and Heating Parameters for a Ballistic Reentry at Speeds of 26,000 to 45,000 Feet Per Second
Reentry trajectories, including computations of convective and radiative stagnation-point heat transfer, have been calculated by using equations for a point-mass reentry vehicle entering the atmosphere of a rotating, oblate earth. Velocity was varied from 26,000 to 45,000 feet per second; reentry angle, from the skip limit to -20 deg; ballistic drag parameter, from 50 to 200. Initial altitude was 400,000 feet. Explicit results are presented in charts which were computed for an initial latitude of 38 deg N and an azimuth of 90 deg from north. A method is presented whereby these results may be made valid for a range of initial latitude and azimuth angles.
Lovelace, Uriel M.↗
Random Deviations from Cruise Altitudes of a Turbojet Transport at Altitudes of a Turbojet Transport at Altitudes between 20,000 and 41,000 Feet
An evaluation has been made of the random deviations from the cruise altitudes (called flight technical error) of a large turbojet transport on scheduled, passenger-carrying operations over the Eastern United States, the Atlantic Ocean, and Western Europe. Data were collected from l9O flights through an altitude range of 20,000 to 41,000 feet and for a time period from January to August 1959. The results of the investigation, based on an evaluation of the altitude recordings of an NASA VGH recorder, showed that for a high percentage of the total cruise time (99.0 percent) the airplane operated within 100 feet of its stabilized cruise altitude. On occasion, however, the excursions of the airplane from the cruise altitude reached large values (in excess of 1,000 feet in the worst case).
Gracey, William↗
High-resolution absorption spectroscopy of room-temperature and jet-cooled ammonia between 59,000 and 93,000 cm -1
Here, we present new high-resolution photoabsorption spectra of ammonia spanning the region between 59,000 cm -1 and 93,000 cm -1 that were recorded by using the Fourier Transform Spectrometer at the Synchrotron SOLEIL. This region extends from just above the Franck-Condon envelope for the $\tilde{A}$ 1 $A$ 2 " ← $\tilde{X}$ 1 $A$ 1 ' transition to well above the NH 3 + $\tilde{X}$ + 2 $A$ 2 " ionization threshold. The spectra were recorded at a measured resolution of 0.23 cm -1 in both a room-temperature cell (293 K) and in a slit-jet supersonic expansion (~70 K). The absolute photoabsorption cross section with an uncertainty of ±5% is also reported for the room-temperature spectrum. The present resolution is a factor of 10 – 100 times higher than in other recently reported broad band spectra of ammonia, and many of the observed bands show partially resolved rotational structure. We have attempted to assign this structure for a number of these bands. The oscillator strengths extracted from the data are in good agreement with previous measurements but, in the case of structured bands, the present higher resolution measurements return higher peak absorption cross sections, that increase further when the sample is cooled. The present higher resolution spectra suggest that a number of previous vibronic band assignments that were based on quantum defect considerations may require some revision. Finally, we discuss the substantial differences between the photoabsorption and photoionization data just above the first ionization threshold.
46 INSTRUMENTATION RELATED TO NUCLEAR SCIENCE AND ↗
Achieving 5,000-h and 8,000-h Low-PGM Electrode Durability on Automotive Drive Cycles
Whereas total Pt loading in anode and cathode catalysts below 0.125 mg cm −2 is required to meet the stringent cost target for automotive fuel cell systems (FCS) for light duty vehicles, low-loaded cathode catalysts are susceptible to unacceptable aging-related performance losses at high current densities. A framework model, validated by accelerated stress test data, has identified cell voltage, relative humidity (RH) and temperature as the key operating variables that affect degradation of a high-activity d-PtCo/C cathode catalyst with 0.1 mg cm −2 Pt loading. Drive cycle simulations indicate that these can be controlled by properly selecting the minimum FCS power, compressor-expander module (CEM) turndown, and stack coolant temperature. The optimum system parameters are 4-kW e minimum power for an 80-kW e FCS, CEM turndown of 12.5, and 66 °C average coolant exit temperature that combine to limit the maximum cell voltage to 850 mV and outlet RH to 90%–100%. Depending on Pt loading, the mismatch between actual and allowable degradation for 10% power loss over 5,000-h lifetime requires the stack to be oversized by 2.4%–5%, resulting in 8.4%–41% lower Pt utilization and 7.1%–20.5% penalty in stack cost. The corresponding results for 8,000-h lifetime are 10.3%-14% stack oversizing, 23%–51.8% lower Pt utilization, and 24.1%–35.4% stack cost penalty.
08 HYDROGEN↗
Longwave infrared (6.6–11.4 µm) dual-comb spectroscopy with 240,000 comb-mode-resolved data points at video rate
Using sub-3-cycle pulses from mode-locked Cr:ZnS lasers at λ ≈ 2.4 µm as a driving source, we performed high-resolution dual-frequency-comb spectroscopy in the longwave infrared (LWIR) range. A duo of highly coherent broadband (6.6–11.4 µm) frequency combs were produced via intrapulse difference frequency generation in zinc germanium phosphide (ZGP) crystals. Fast (up to 0.1 s per spectrum) acquisition of 240,000 comb-mode-resolved data points, spaced by 80 MHz and referenced to a Rb clock, was demonstrated, resulting in metrology grade molecular spectra of N 2 O (nitrous oxide) and CH 3 OH (methane). The key to high-speed massive spectral data acquisition was low intensity and phase noise of the LWIR combs and high (7.5%) downconversion efficiency, resulting in a LWIR power of 300 mW for each comb.
Vasilyev, Sergey (ORCID:0000000225203547)↗
Thermodynamic property measurements in reflected shock air plasmas at 12,000 - 16,000 K
Reflected shock air plasma thermodynamic properties at 12,000 to 16,000 deg K
Wilson, K. H.↗