Unsteady pressure and structural response measurements of an elastic supercritical wing

Results are presented which define unsteady flow conditions associated with high dynamic response experienced on a high aspect ratio elastic supercritical wing at transonic test conditions while being tested in the NASA Langley Transonic Dynamics Tunnel. The supercritical wing, designed for a cruise Mach number of 0.80, experienced the high dynamic response in the Mach number range from 0.90 to 0.94 with the maximum response occurring at a Mach number of approximately 0.92. At the maximum wing response condition the forcing function appears to be the oscillatory chordwise movement of strong shocks located on both the wing upper and lower surfaces in conjunction with the flow separating and reattaching in the trailing edge region

PROMOTIONAL EFFORTS VS. ECONOMIC FACTORS AS DRIVERS OF PRODUCERS' DECISIONS TO EXPAND OR START A DAIRY

Replaced with revised version of paper 07/13/04.Farm Management,

A Reconciliation between the Consumer Price Index and the Personal Consumption Expenditures Price Index

The Bureau of Labor Statistics (BLS) prepares the Consumer Price Index for All Urban Consumers (CPI-U), and the Bureau of Economic Analysis prepares the Personal Consumption Expenditures (PCE) chain-type price index. Both indexes measure the prices paid by consumers for goods and services. Because the two indexes are based on different underlying concepts, they are constructed differently, and tend to behave differently over time. From the first quarter of 2002 through the second quarter of 2007, the CPI-U increased 0.4 percentage point per year faster than the PCE price index. This paper details and quantifies the differences in growth rates between the CPI-U and the PCE price index; it provides a quarterly reconciliation of growth rates for the 2002:Q1- 2007:Q2 time period. There are several factors that explain the differences in growth rates between the CPI and the PCE price index. First, the indexes are based on difference index-number formulas. The CPI-U is based on a Laspeyres index; the PCE price index is based on a Fisher-Ideal index. Second, the relative weights assigned to the detailed item prices in each index are different because they are based on different data sources. The weights used in the CPIU are based on a household survey, while the weights used in the PCE price index are based on business surveys. Third, there are scope differences between the two indexes— that is, there are items in the CPI-U that are out-of-scope of the PCE price index, and there are items in the PCE price index that are out-of-scope of the CPI-U. And finally, there are differences in the seasonal-adjustment routines and in the detailed price indexes used to construct the two indexes. Over the 2002:Q1-2007:Q2 time period, this analysis finds that almost half of the 0.4 percentage point difference in growth rates between the CPI-U and the PCE price index was explained by differences in index-number formulas. After adjusting for formula differences, differences in relative weights—primarily “rent of shelter”—more than accounted for the remaining difference in growth rates. Net scope differences, in contrast, partly offset the effect of relative weight differences.

Bias in U.S. Import Prices and Demand

The purpose of the paper is to measure the potential bias in the U.S. import price index due to the appearance of new product varieties, or new foreign suppliers, and determine the effect of this bias on the estimated income elasticity of import demand. Existing import price indexes are based on a sample of products from importing firms. We argue that if the share of import expenditure on the sampled products is falling over time, this will lead to an upward bias in the measured index. Using a correction based on the falling expenditure share on sampled countries, we find that the income elasticity of aggregate U.S. import demand is reduced from 2.5 to 1.7, or about halfway to unity. Our estimates suggest that the aggregate import price index is upward biased by about one and one-half percentage points annually.

Radial glia in the proliferative ventricular zone of the embryonic and adult turtle, Trachemys scripta elegans.

To better understand the role of radial glial (RG) cells in the evolution of the mammalian cerebral cortex, we investigated the role of RG cells in the dorsal cortex and dorsal ventricular ridge of the turtle, Trachemys scripta elegans. Unlike mammals, the glial architecture of adult reptile consists mainly of ependymoradial glia, which share features with mammalian RG cells, and which may contribute to neurogenesis that continues throughout the lifespan of the turtle. To evaluate the morphology and proliferative capacity of ependymoradial glia (here referred to as RG cells) in the dorsal cortex of embryonic and adult turtle, we adapted the cortical electroporation technique, commonly used in rodents, to the turtle telencephalon. Here, we demonstrate the morphological and functional characteristics of RG cells in the developing turtle dorsal cortex. We show that cell division occurs both at the ventricle and away from the ventricle, that RG cells undergo division at the ventricle during neurogenic stages of development, and that mitotic Tbr2+ precursor cells, a hallmark of the mammalian SVZ, are present in the turtle cortex. In the adult turtle, we show that RG cells encompass a morphologically heterogeneous population, particularly in the subpallium where proliferation is most prevalent. One RG subtype is similar to RG cells in the developing mammalian cortex, while 2 other RG subtypes appear to be distinct from those seen in mammal. We propose that the different subtypes of RG cells in the adult turtle perform distinct functions

NACA Investigation of a Jet-Propulsion System Applicable to Flight

Following a brief history of the NACA investigation of jet propulsion, a discussion is given of the general investigation and analysis leading to the construction of the jet-propulsion ground-test mock-up. The results of burning experiments and of test measurements designed to allow quantitative flight performance predictions of the system are presented and correlated with calculations. These calculations are then used to determine the performance of the system on the ground and in the air at various speeds and altitudes under various burning conditions. The application of the system to an experimental airplane is described and some performance predictions for this airplane are made

Investigation and suppression of high dynamic response encountered on an elastic supercritical wing

The DAST Aeroelastic Research Wing had been previously in the NASA Langley TDT and an unusual instability boundary was predicted based upon supercritical response data. Contrary to the predictions, no instability was found during the present test. Instead a region of high dynamic wing response was observed which reached a maximum value between Mach numbers 0.92 and 0.93. The amplitude of the dynamic response increased directly with dynamic pressure. The reponse appears to be related to chordwise shock movement in conjunction with flow separation and reattachment on the upper and lower wing surfaces. The onset of flow separation coincided with the occurrence of strong shocks on a surface. A controller was designed to suppress the wing response. The control law attenuated the response as compared with the uncontrolled case and added a small but significant amount of damping for the lower density condition

Investigation of transonic region of high dynamic response encountered on an elastic supercritical wing

Unsteady aerodynamic data were measured on an aspect ratio 10.3 elastic supercritical wing while undergoing high dynamic response above a Mach number of 0.90. These tests were conducted in the NASA Langley Transonic Dynamics Tunnel. A previous test of this wing predicted an unusual instability boundary based on subcritical response data. During the present test no instability was found, but an angle of attack dependent narrow Mach number region of high dynamic wing response was observed over a wide range of dynamic pressures. The effect on dynamic wing response of wing angle of attack, static outbound control surface deflection and a lower surface spanwise fence located near the 60 percent local chordline was investigated. The driving mechanism of the dynamic wing response appears to be related to chordwise shock movement in conjunction with flow separation and reattachment on both the upper and lower surfaces