Flying qualities criteria for superaugmented aircraft

An overview of Dryden superaugmented aircraft flying qualities research is presented. This includes F-8 digital fly by wire flight experiments, orbiter flying qualities, shuttle improvements, AFTI/F-16, flying qualities and control system alternatives, Vertical Motion Simulator Shuttle evaluation and Total in Flight Simulator pitch rate criteria

RWF rotor-wake-fuselage code software reference guide

The RWF (Rotor-Wake-Fuselage) code was developed from first principles to compute the aerodynamics associated with the complex flow field of helicopter configurations. The code is sized for a single, multi-bladed main rotor and any configuration of non-lifting fuselage. The mathematical model for the RWF code is based on the integration of the momentum equations and Green's theorem. The unknowns in the problem are the strengths of prescribed singularity distributions on the boundaries of the flow. For the body (fuselage) a surface of constant strength source panels is used. For the rotor blades and rotor wake a surface of constant strength doublet panels is used. The mean camber line of the rotor airfoil is partitioned into surface panels. The no-flow boundary condition at the panel centroids is modified at each azimuthal step to account for rotor blade cyclic pitch variation. The geometry of the rotor wake is computers at each time step of the solution. The code produces rotor and fuselage surface pressures, as well as the complex geometry of the evolving rotor wake

Linear-optical processing cannot increase photon efficiency

We answer the question whether linear-optical processing of the states produced by one or multiple imperfect single-photon sources can improve the single-photon fidelity. This processing can include arbitrary interferometers, coherent states, feedforward, and conditioning on results of detections. We show that without introducing multiphoton components, the single-photon fraction in any of the single-mode states resulting from such processing cannot be made to exceed the efficiency of the best available photon source. If multiphoton components are allowed, the single-photon fidelity cannot be increased beyond 1/2. We propose a natural general definition of the quantum-optical state efficiency, and show that it cannot increase under linear-optical processing.Comment: 4 pages, 3 figure

Adaptive Quantum Measurements of a Continuously Varying Phase

We analyze the problem of quantum-limited estimation of a stochastically varying phase of a continuous beam (rather than a pulse) of the electromagnetic field. We consider both non-adaptive and adaptive measurements, and both dyne detection (using a local oscillator) and interferometric detection. We take the phase variation to be \dot\phi = \sqrt{\kappa}\xi(t), where \xi(t) is \delta-correlated Gaussian noise. For a beam of power P, the important dimensionless parameter is N=P/\hbar\omega\kappa, the number of photons per coherence time. For the case of dyne detection, both continuous-wave (cw) coherent beams and cw (broadband) squeezed beams are considered. For a coherent beam a simple feedback scheme gives good results, with a phase variance \simeq N^{-1/2}/2. This is \sqrt{2} times smaller than that achievable by nonadaptive (heterodyne) detection. For a squeezed beam a more accurate feedback scheme gives a variance scaling as N^{-2/3}, compared to N^{-1/2} for heterodyne detection. For the case of interferometry only a coherent input into one port is considered. The locally optimal feedback scheme is identified, and it is shown to give a variance scaling as N^{-1/2}. It offers a significant improvement over nonadaptive interferometry only for N of order unity.Comment: 11 pages, 6 figures, journal versio

Validation of a new flying quality criterion for the landing task

A strong correlation has been found to exist between flight path angle peak overshoot and pilot ratings for the landing task. The use of flightpath overshoot as a flying quality metric for landing is validated by correlation with four different in-flight simulation programs and a ground simulation study. Configurations tested were primarily medium-weight generic transports. As a result of good correlation with this extensive data base, criterion boundaries are proposed for landing based on the flight path peak overshoot metric

Crime, Urban Flight, and the Consequences for Cities

This paper demonstrates that rising crime rates in cities are correlated with city depopulation. Instrumental variables estimates, using measures of the certainty and severity of a state?s criminal justice system as instruments for city crime rates, imply that the direction of causality runs from crime to urban flight. Using annual city-level panel data, our estimates suggest that each additional reported crime is associated with a one person decline in city residents. There is some evidence that increases in suburban crime tend to keep people in cities, although the magnitude of this effect is small. Analysis of individual-level data from the 1980 census confirms the city-level results and demonstrates that almost all of the crime-related population decline is attributable to increased outmigration rather than a decrease in new arrivals to a city. Those households that leave the city because of crime are much more likely to remain within the SMSA than those leaving the city for other reasons. The migration decisions of high-income households and those with children are much more responsive to changes in crime than other households. Crime-related mobility imposes costs on those who choose to remain in the city through declining property values and a shrinking tax base.

Correlation of AH-1G airframe test data with a NASTRAN mathematical model

Test data was provided for evaluating a mathematical vibration model of the Bell AH-1G helicopter airframe. The math model was developed and analyzed using the NASTRAN structural analysis computer program. Data from static and dynamic tests were used for comparison with the math model. Static tests of the fuselage and tailboom were conducted to verify the stiffness representation of the NASTRAN model. Dynamic test data were obtained from shake tests of the airframe and were used to evaluate the NASTRAN model for representing the low frequency (below 30 Hz) vibration response of the airframe