Helicopter main-rotor speed effects: A comparison of predicted ranges of detection from the aural detection program ICHIN and the electronic detection program ARCAS

NASA LaRC personnel have conducted a strudy of the predicted acoustic detection ranges associated with reduced helicopter main rotor speeds. This was accomplished by providing identical input information to both the aural detection program ICHIN 6, (I Can Hear It Now, version 6) and the electronic acoustic detection program ARCAS (Assessment of Rotorcraft Detection by Acoustics Sensing). In this study, it was concluded that reducing the main rotor speed of the helicopter by 27 percent reduced both the predicted aural and electronic detection ranges by approximately 50 percent. Additionally, ARCAS was observed to function better with narrowband spectral input than with one-third octave band spectral inputs and the predicted electronic range of acoustic detection is greater than the predicted aural detection range

Helicopter far-field acoustic levels as a function of reduced main-rotor advancing blade-tip Mach number

During the design of a helicopter, the weight, engine, rotor speed, and rotor geometry are given significant attention when considering the specific operations for which the helicopter will be used. However, the noise radiated from the helicopter and its relationship to the design variables is currently not well modeled with only a limited set of full-scale field test data to study. In general, limited field data have shown that reduced main-rotor advancing blade-tip Mach numbers result in reduced far-field noise levels. The status of a recent helicopter noise research project is reviewed. It is designed to provide flight experimental data which may be used to further understand helicopter main-rotor advancing blade-tip Mach number effects on far-field acoustic levels. Preliminary results are presented relative to tests conducted with a Sikorsky S-76A helicopter operating with both the rotor speed and the flight speed as the control variable. The rotor speed was operated within the range of 107 to 90 percent NR at nominal forward speeds of 35, 100, and 155 knots

An experience of modularity through design

We aim to utilise the experiences of a marine industry-based design team to determine the need for research into a modular design methodology in an industrial environment. In order to achieve this we couple the outcome of a current design project with the findings of a recent literature survey with the objectives of firstly, clarifying why a methodology is required and, secondly, defining the key elements which the methodology would have to realise or address. The potential benefits of modularity have long been recognised in the shipbuilding industry. Many shipbuilders adopt a 'module' approach to ship construction whereby the ship structure is separated into a number of large structural 'blocks' to ease manufacture and manoeuvrability during construction. However, as understanding of the capabilities of modularity as a design tool develops there is increased interest in capitalising on the differing life phase benefits of modularity such as reduced design costs and time, increased ease of maintenance, upgrade, re-use, redesign and standardisation across individual products and product families. This is especially pertinent in naval shipbuilding where the maintenance of a class of ship requires that all previously designed ships in that class must be of similar outfitting and must be able to interface with the new ship, in terms of propulsion, weapons, communications and electronics, and thus often require some form of retrofit. Therefore, many shipbuilders are moving from viewing modularity as a purely 'manufacturing' principle to a design centred principle. However, as noted by Chang and Ward 'none of the design theories or tools in the mechanical world serves as an articulate procedure for designers to follow in practising modular design'. Thus, despite the identification of a need to introduce modular principles at an earlier stage than detail design and construction, there is little aid in the form of tools, techniques and methodologies for designers in practice

IMPACTS OF REDUCED PESTICIDE USE ON THE PROFITABILITY OF THE FRUIT AND VEGETABLE SECTOR

Environmental Economics and Policy,

Flight Acoustic Testing and For the Rotorcraft Noise Data Acquisition Model (RNM)

Two acoustic flight tests have been conducted on a remote test range at Eglin Air Force Base in the panhandle of Florida. The first was the "Acoustics Week" flight test conducted in September 2003. The second was the NASA Heavy Lift Rotorcraft Acoustics Flight Test conducted in October-November 2005. Benchmark acoustic databases were obtained for a number of rotorcraft and limited fixed wing vehicles for a variety of flight conditions. The databases are important for validation of acoustic prediction programs such as the Rotorcraft Noise Model (RNM), as well as for the development of low noise flight procedures and for environmental impact assessments. An overview of RNM capabilities and a detailed description of the RNM/ART (Acoustic Repropagation Technique) process are presented. The RNM/ART process is demonstrated using measured acoustic data for the MD600N. The RNM predictions for a level flyover speed sweep show the highest SEL noise levels on the flight track centerline occurred at the slowest vehicle speeds. At these slower speeds, broadband noise content is elevated compared to noise levels obtained at the higher speeds. A descent angle sweep shows that, in general, ground noise levels increased with increasing descent rates. Vehicle orientation in addition to vehicle position was found to significantly affect the RNM/ART creation of source noise semi-spheres for vehicles with highly directional noise characteristics and only mildly affect those with weak acoustic directionality. Based on these findings, modifications are proposed for RNM/ART to more accurately define vehicle and rotor orientation

Phase I Archaeological Survey of a 10-acre Habitat for Humanity Tract in Laredo, Webb County, Texas

On December 7, 2004, the Center for Archaeological Research (CAR) conducted a Phase I intensive pedestrian archaeological survey of a 10-acre portion of Tract 4 in the Las Blancas Subdivision located near Laredo in Webb County, Texas, for Habitat for Humanity of Laredo. The proposed development consists of the construction of low-income housing within this parcel. Twenty shovel tests were excavated along 20-meter transects and in areas considered to have high or moderate probability of buried cultural materials. In addition, two backhoe trenches were excavated in alluvial deposits along the eastern margin of the project area overlooking Blancas Creek. The survey resulted in the identification of one archaeological site, 41WB633, an apparent lithic procurement locality. Site 41WB633 covers approximately 6.4 acres and extends beyond the survey area. The core area with the highest density of surface materials measures approximately 65 x 45 meters and contains early reduction stage bifaces, cores, and lithic debitage scattered across the surface. Only one of the 20 shovel tests (ST 10) placed within the site recovered subsurface materials buried in Levels 1–3, at 0–30 cm below surface. Neither of the two backhoe trenches excavated within the boundaries of the site yielded subsurface materials. The geoarchaeological investigations indicate that the prehistoric lithic artifacts show no evidence of alluvial or colluvial abrasion and only minimal patination was observed on a few pieces. This suggests that they are not the product of significant high-energy redeposition. Although the surface gravels may have been formed by colluvial or eolian processes, the fresh, undamaged edges of the lithics indicate that events concentrating the gravels probably occurred prior to deposition of the archaeological materials. Given the lack of isolable archaeological deposits at 41WB633, the overall low density of cultural materials, and the absence of a comprehensive research context within which such lithic procurement sites can be interpreted, CAR recommends that the site does not merit designation as a State Archeological Landmark and does not warrant nomination to the National Register of Historic Places. Therefore, it is CAR’s recommendation that the construction work associated with the development of this 10-acre portion of the Las Blancas Subdivision proceed as planned. Because the property was privately owned at the time of the fieldwork, and no state funds will be employed in the construction effort, no Texas Antiquities Committee permit was necessary for this undertaking. The artifacts collected during the survey will be curated at CAR unless otherwise requested by the landowner. All project-associated documents are curated at the Center for Archaeological Research at The University of Texas at San Antonio

A Massive Progenitor of the Luminous Type IIn Supernova 2010jl

The bright, nearby, recently discovered supernova SN2010jl is a member of the rare class of relatively luminous Type~IIn events. Here we report archival HST observations of its host galaxy UGC5189A taken roughly 10yr prior to explosion, as well as early-time optical spectra of the SN. The HST images reveal a bright, blue point source at the position of the SN, with an absolute magnitude of -12.0 in the F300W filter. If it is not just a chance alignment, the source at the SN position could be (1) a massive young (less than 6 Myr) star cluster in which the SN resided, (2) a quiescent, luminous blue star with an apparent temperature around 14,000K, (3) a star caught during a bright outburst akin to those of LBVs, or (4) a combination of option 1 and options 2 or 3. Although we cannot confidently choose between these possibilities with the present data, any of them imply that the progenitor of SN2010jl had an initial mass above 30Msun. This reinforces mounting evidence that many SNe IIn result from very massive stars, that massive stars can produce visible SNe without collapsing quietly to black holes, and that massive stars can retain their H envelopes until shortly before explosion. Standard stellar evolution models fail to account for these observed properties.Comment: 6 pages, 4 figures, submitted to Ap

Non-equilibrium dynamics and floral trait interactions shape extant angiosperm diversity.

Why are some traits and trait combinations exceptionally common across the tree of life, whereas others are vanishingly rare? The distribution of trait diversity across a clade at any time depends on the ancestral state of the clade, the rate at which new phenotypes evolve, the differences in speciation and extinction rates across lineages, and whether an equilibrium has been reached. Here we examine the role of transition rates, differential diversification (speciation minus extinction) and non-equilibrium dynamics on the evolutionary history of angiosperms, a clade well known for the abundance of some trait combinations and the rarity of others. Our analysis reveals that three character states (corolla present, bilateral symmetry, reduced stamen number) act synergistically as a key innovation, doubling diversification rates for lineages in which this combination occurs. However, this combination is currently less common than predicted at equilibrium because the individual characters evolve infrequently. Simulations suggest that angiosperms will remain far from the equilibrium frequencies of character states well into the future. Such non-equilibrium dynamics may be common when major innovations evolve rarely, allowing lineages with ancestral forms to persist, and even outnumber those with diversification-enhancing states, for tens of millions of years