Sea surface temperature reconstruction of a combined sediment record of the midlatitude North Pacific

Suborbital climate variability during the last glacial period is suggested to have involved a 1500-year pacing cycle, but the expression and spatial distribution of the ~1500-year oscillation during interglacials remains unclear. We generated a multidecade resolution record of alkenone sea surface temperature (SST) in the northwestern Pacific off central Japan during the Holocene. The SST record showed centennial and millennial variability with an amplitude of ~1 °C throughout the entire Holocene. Spectral analysis for SST variation revealed a statistically significant peak with 1470-year periodicity. The SST variation partly correlated with the variations of ice-rafted hematite-stained grain content in North Atlantic sediments. These findings indicate that the mean latitude of the Kuroshio Extension has varied on a 1500-year cycle, and suggest that a climatic link exists between the North Pacific gyre system and the high-latitude North Atlantic thermohaline circulation. The regular pacing at 1500-year intervals seen throughout both the Holocene and the last glacial period suggests that the oscillation was a response to external forcing.

(Table 1) Age determination of sediment core A-7

Detailed deglacial and Holocene records of planktonic d18O and Mg/Ca-based sea surface temperature (SST) from the Okinawa Trough suggest that at ~18 to 17 thousand years before present (kyr B.P.), late spring/early summer SSTs were approximately 3°C cooler than today, while surface waters were up to 1 practical salinity unit saltier. These conditions are consistent with a weaker influence of the summer East Asian Monsoon (EAM) than today. The timing of suborbital SST oscillations suggests a close link with abrupt changes in the EAM and North Atlantic climate. A tropical influence, however, may have resulted in subtle decoupling between the North Atlantic and the Okinawa Trough/EAM during the deglaciation. Okinawa Trough surface water trends in the Holocene are consistent with model simulations of an inland shift of intense EAM precipitation during the middle Holocene. Millennial-scale alternations between relatively warm, salty conditions and relatively cold, fresh conditions suggest varying influence of the Kuroshio during the Holocene.

Stable isotop record of sediments across MIS 5 and Termination II

New surface water records from two high sedimentation rate sites, located in the western subtropical North Atlantic near the axis of the Gulf Stream, provide clear evidence of suborbital climate variations through marine isotope stage (MIS) 5 persisting even into the warm peak of the interglaciation (substage 5e). We found that the amplitude of suborbital climate oscillations did not vary significantly for the whole of MIS 5, implying that ice volume has little or no influence on the amplitude of suborbital climate variability in this region. Although some records suggest that longer suborbital variations (4-10 kyr) during MIS 5 are linked to deepwater changes, none of the existing records is of sufficient resolution to assess if a linkage occurred for oscillations shorter than 4 kyr. However, when examined in conjunction with published data from the Norwegian Sea, new evidence from the subpolar North Atlantic suggests that coupled surface-deepwater oscillations occurred during the penultimate deglaciation. This supports the hypothesis that during glacial and deglacial times, ocean-ice interactions and deepwater variability amplify suborbital climate change at higher latitudes. We suggest that during the penultimate deglaciation the North Atlantic deepwater source varied between Nordic Sea and open North Atlantic locations, in parallel with surface temperature oscillations.

(Table 2) Age model of ODP Site 184-1146

Orbital tuning of benthic d18O is a common approach for assigning ages to ocean sediment records. Similar environmental forcing of the northern South China Sea and the southeast Asian cave regions allows for transfer of the speleothem d18O radiometric chronology to the planktonic and benthic d18O records from Ocean Drilling Program Site 1146, yielding a new chronology with 41 radiometrically calibrated datums, spanning the past 350 kyr. This approach also provides for an independent assessment of the accuracy of the orbitally tuned benthic d18O chronology for the last 350 kyr. The largest differences relative to the latest chronology occur in marine isotope stages (MIS) 5.4, 5.5, 6, 7, and 9.3. Prominent suborbital-scale structure believed to be global in nature is identified within MIS 5.4 and MIS 7.2. On the basis of the radiometrically calibrated chronology, the time constant of the ice sheet is found to be 5.4 kyr at the precession band (light d18O lags precession minima by -55.4°) and 10.4 kyr at the obliquity band (light d18O lags obliquity maxima by 57.4°). These values are significantly shorter than the single 17 kyr time constant originally estimated by Imbrie et al. (1984), based primarily on the timing of terminations I and II and the 15 kyr time constant used by Lisiecki and Raymo (2005, doi:10.1029/2004PA001071).

Space (collection of articles)

"FTD-MT-64-239. Edited machine translation."

Safety study : risk factors associated with weather-related general aviation accidents /

The goal of this National Transportation Safety Board study was to better understand the risk factors associated with accidents that occur in weather conditions characterized by IMC or poor visibility ("weather-related accidents"). The study accomplished this goal using the case control methodology, which compared a group of accident flights to a matching group of nonaccident flights to identify patterns of variables that distinguished the two groups from each other. This methodology expands on previous Safety Board efforts that have typically concentrated on summaries of accident cases. For this study, Safety Board air safety investigators (ASI) collected data from 72 GA accidents that occurred between August 2003 and April 2004.

Planetary Penetrators for Sample Return Missions

Thesis (Master's)--University of Washington, 2016-06

Flight data analysis of the HyShot 2 scramjet flight experiment

The development of scramjet propulsion for alternative launch and payload delivery capabilities has been composed largely of ground experiments for the last 40 years. With the goal of validating the use of short duration ground test facilities, a ballistic reentry vehicle experiment called HyShot was devised to achieve supersonic combustion in flight above Mach 7.5. It consisted of a double wedge intake and two back-to-back constant area combustors; one supplied with hydrogen fuel at an equivalence ratio of 0.34 and the other unfueled. Of the two flights conducted, HyShot 1 failed to reach the desired altitude due to booster failure, whereas HyShot 2 successfully accomplished both the desired trajectory and satisfactory scramjet operation. Postflight data analysis of HyShot 2 confirmed the presence of supersonic combustion during the approximately 3 s test window at altitudes between 35 and 29 km. Reasonable correlation between flight and some preflight shock tunnel tests was observed.

O PODER DE ZEFERINA NO QUILOMBO DO URUBU UMA RECONSTRUÇÃO HISTÓRICA POLÍTICO-SOCIAL

Os ideais de liberdade exigiram do povo negro diferenciadas práticas para romper com o sistema escravista. Eram as rebeliões em navios, os atos de infanticídio, os justiçamentos dos feitores, as revoltas, além de participações em movimentos libertários e formações de quilombos. Dentre estas formas de organização, o quilombo foi fenômeno essencial nos mais de 300 anos de escravismo no Brasil. Em cada região existiam quilombos, pois para a população negra, cativa ou não, esse era o melhor meio de alcançar a liberdade, um meio coletivo para enfrentar o sistema. O Quilombo do Urubu representou a insistência em garantir a condição humana que o regime escravista negava, sobretudo às mulheres, aos homens e às crianças negras. Essa era uma força que saía de suas entranhas como grito de liberdade, configurada nas fugas em busca de um lugar que lhes assegurasse aproximação de uma vida digna e que pudessem orgulhar-sedo seu porte físico e da sua cultura. Todo esse desprendimento, além de uma força física, exigia um completo conhecimento histórico e espiritual, resguardado pela religiosidade que fortalecia seus espíritos para lutar contra toda negação de humanidade do século XIX no subúrbio da capital baiana. A líder Zeferina, inconformada com a exclusão social de seu povo negro, e entusiasmada pelo poder de herança de ancestralidade, pelo conhecimento de raiz da cultura matrilinear angolana, pelo profundo conhecimento histórico de resistência da rainha Nzinga Mbandi e pela tradição de quilombolas e guerreiras, viveu e lutou pelo sonho de liberdade. Hoje, a chama desse poder é mantida acesa na caminhada de celebração do 20 de novembro pela comunidade de Pirajá e arredores, enquanto referencial de resistência negra na luta contra as exclusões sociais vigentes.(AU)

The relationships between a developing regional airport and local commerce and industry

This thesis describes an investigation into a Local Authority's desire to use its airport to aid regional economic growth. Short studies on air freight. the impact of an airport on the local economy, incoming tourism. and the factors influencing airlines in their use of airports, show that this desire is valid. but only in so far as the airport enables air services to be provided. A survey of airlines. conducted to remedy some deficiencies in the documented knowledge on airline decision-making criteria. indicates that there is cause for concern about the methods used to develop air services. A comparison with the West German network suggests that Birmingham is underprovided with international scheduled flights, and reinforces the survey conclusion that an airport authority must become actively involved in the development of air services. Participation in the licence applications of two airlines to use Birmingham Airport confirms the need for involvement but without showing the extent of the influence which an airport authority may exert. The conclusion is reached that in order to fulfill its development potential, an airport must be marketed to both the general public and the air transport industry. There is also a need for a national air services plan.