High bandwidth freestanding semipolar (11–22) InGaN/GaN light-emitting diodes

Freestanding semipolar (11–22) indium gallium nitride (InGaN) multiplequantum-well light-emitting diodes (LEDs) emitting at 445 nm have been realized by the use of laser lift-off (LLO) of the LEDs from a 50- m-thick GaN layer grown on a patterned (10–12) r -plane sapphire substrate (PSS). The GaN grooves originating from the growth on PSS were removed by chemical mechanical polishing. The 300 m × 300 m LEDs showed a turn-on voltage of 3.6 V and an output power through the smooth substrate of 0.87 mW at 20 mA. The electroluminescence spectrum of LEDs before and after LLO showed a stronger emission intensity along the [11–23]InGaN/GaN direction. The polarization anisotropy is independent of the GaN grooves, with a measured value of 0.14. The bandwidth of the LEDs is in excess of 150 MHz at 20 mA, and back-to-back transmission of 300 Mbps is demonstrated, making these devices suitable for visible light communication (VLC) applications.

Angle-of-attack effects on counter-rotating propellers at take-off

Due to their potential for significant fuel consumption savings, Counter-Rotating Open Rotors (CRORs) are currently being considered as an alternative to high-bypass turbofans. When CRORs are mounted on an aircraft, several 'installation effects' arise which are not present when the engine is operated in isolation. This paper investigates how flow features arising from one such effect - The angle-of-attack of the engine centre-line relative to the oncoming flow - can influence the design of CROR engines. Three-dimensional full-annulus unsteady CFD simulations are used to predict the time-varying flow field experienced by each rotor and emphasis is put on the interaction of the frontrotor wake and tip vortex with the rear-rotor. A parametric study is presented that quantifies the rotorrotor interaction as a function of the angle-of-attack. It is shown that angle-of-attack operation significantly changes the flow field and the unsteady lift on both rotors. In particular, a frequency analysis shows that the unsteady lift exhibits sidebands around the rotor-rotor interaction frequencies. Further, a non-linear increase in the total rear-rotor tip unsteadiness is observed for moderate and high angles-of-attack. The results presented in this paper demonstrate that common techniques used to mitigate CROR noise, such as modifying the rotor-rotor axial spacing and rear-rotor crop, can not be applied correctly unless angle-of-attack effects are taken into account. Copyright © 2012 by ASME.

On the effects of turbulence modelling in design optimisation for high-lift devices

Aerodynamic shape optimisation is being increasingly utilised as a design tool in the aerospace industry. In order to provide accurate results, design optimisation methods rely on the accuracy of the underlying CFD methods applied to obtain aerodynamic forces for a given configuration. Previous studies of the authors have highlighted that the variation of the order of accuracy of the CFD solver with a fixed turbulence model affects the resulting optimised airfoil shape for a single element airfoil. The accuracy of the underlying CFD model is even more relevant in the context of high-lift configurations where an accurate prediction of flow is challenging due to the complex flow physics involving transition and flow separation phenomena. This paper explores the effect of the fidelity of CFD results for a range of turbulence models within the context of the computational design of aircraft configurations. The NLR7301 multi-element airfoil (main wing and flap) is selected as the baseline configuration, because of the wealth of experimental an computational results available for this configuration. An initial validation study is conducted in order to establish optimal mesh parameters. A bi-objective shape optimisation problem is then formulated, by trying to reveal the trade-off between lift and drag coefficients at high angles of attack. Optimisation of the airfoil shape is performed with Spalart-Allmaras, k - ω SST and k - o realisable models. The results indicate that there is consistent and complementary impact to the optimum level achieved from all the three different turbulence models considered in the presented case study. Without identifying particular superiority of any of the turbu- lence models, we can say though that each of them expressed favourable influence towards different optimality routes. These observations lead to the exploration of new avenues for future research. © 2012 AIAA.

On the effects of turbulence modelling in design optimisation for high-lift devices

Aerodynamic shape optimisation is being increasingly utilised as a design tool in the aerospace industry. In order to provide accurate results, design optimisation methods rely on the accuracy of the underlying CFD methods applied to obtain aerodynamic forces for a given configuration. Previous studies of the authors have highlighted that the variation of the order of accuracy of the CFD solver with a fixed turbulence model affects the resulting optimised airfoil shape for a single element airfoil. The accuracy of the underlying CFD model is even more relevant in the context of high-lift configurations where an accurate prediction of flow is challenging due to the complex flow physics involving transition and flow separation phenomena. This paper explores the effect of the fidelity of CFD results for a range of turbulence models within the context of the computational design of aircraft configurations. The NLR7301 multi-element airfoil (main wing and flap) is selected as the baseline configuration, because of the wealth of experimental an computational results available for this configuration. An initial validation study is conducted in order to establish optimal mesh parameters. A bi-objective shape optimisation problem is then formulated, by trying to reveal the trade-off between lift and drag coefficients at high angles of attack. Optimisation of the airfoil shape is performed with Spalart-Allmaras, k - ω SST and k - ε realisable models. The results indicate that there is consistent and complementary impact to the optimum level achieved from all the three different turbulence models considered in the presented case study. Without identifying particular superiority of any of the turbu- lence models, we can say though that each of them expressed favourable influence towards different optimality routes. These observations lead to the exploration of new avenues for future research. © 2012 by the authors.

Estabilidad de un buque ultra heavy lift carrier

Se plantea la posible demanda en un futuro del transporte de grandes plataformas petrolíferas semisumergibles de más de 70.000 t de peso, para perforaciones a más de 10.000 pies de profundidad. Estudia la estabilidad de buques Heavy Lift Carrier con mangas atípicas, capaces de transportar estas cargas, y en algunos casos sobresaliendo por sus amuras. Para esto se: 1. Estudia y genera posibles carenas, su compartimentación y lastre para la inmersión o emersión de la cubierta de intemperie, a más de 10 m de profundidad para tomar o dejar la carga, optimizando el proceso. 2. Analiza la estabilidad del buque tanto en inmersión/emersión y navegación, con máximas cargas y con altos centros de gravedad, y establece ábacos de estabilidad límite en función de los parámetros del buque. 3. Plantea la corrección de estabilidad excesiva del buque en condiciones de navegación para evitar las excesivas aceleraciones. Los resultados obtenidos aportan ábacos que permiten, en función de los parámetros carga a transportar (Zg max) - Peso Carga), elegir el buque más adecuado, capaz de efectuar la inmersión, emersión, y navegación, y plantea acciones futuras de investigación. ABSTRACT This work raises the potential demand in the future, to transport large semisubmersible oil rigs over 70,000 tonnes of weight for drilling to 10,000 feet deep. Study vessel stability Heavy Lift Carrier with atypical breadths capable of carrying these burdens, and in some cases standing out for their bows. 1. Examines possible hulls, their partitioning and ballast for immersion or emersion of the weather deck, more than 10 m deep to take –loading (lifting) - or leave (off- loading). 2. Analyzes the stability of the vessel both immersion / emersion and navigation, with maximum loads with high centers of gravity and stability limit states abacus according to the parameters of the ship. 3. Correction raises the stability of the ship over navigation to prevent excessive accelerations. The results allow, in terms of cargo transport parameters (Zg max) - Weight Load), choosing the most suitable vessel capable of carrying out the immersion, emersion, and navigation, and suggests future research activities.

Lift devices in the flight of Archaeopteryx

Archaeopteryx has played a central role in the debates on the origins of avian (and dinosaurian) flight, even though as a flier it probably represents a relatively late stage in the beginnings of fl ight. We report on aerodynamic tests using a life-sized model of Archaeopteryx performing in a low turbulence wind tunnel. Our results indicate that tail deflection significantly decreased take-off velocity and power consumption, and that the first manual digit could have functioned as the structural precursor of the alula. Such results demonstrate that Archaeopteryx had already evolved high-lift devices, which are functional analogues of those present in today's birds.

Emergency oil lift program and related oil problems.

Hearings held Feb. 5 - Mar. 22, 1957.

Powered-lift aircraft technology /

Mode of access: Internet.

Rhodesian sanctions, should the United States lift them? : Hearing and markup before the Committee on Foreign Affairs and its Subcommittees on Africa and on International Organizations, House of Representatives, Ninety-sixth Congress, first session, on S. 2076, December 5 and 11, 1979.

Mode of access: Internet.

Scramjet lift, thrust and pitching-moment characteristics measured in a shock tunnel

Lift, pitching moment, and thrust/drag on a supersonic combustion ramjet were measured in the T4 free-piston shock tunnel using a three-component stress-wave force balance. The scramjet model was 0.567 m long and weighed approximately 6 kg. Combustion occurred at a nozzle-supply enthalpy of 3.3 MJ/kg and nozzle-supply pressure of 32 MPa at Mach 6.6 for equivalence ratios up to 1.4. The force coefficients varied approximately linearly with equivalence ratio. The location of the center of pressure changed by 10% of the chord of the model over the range of equivalence ratios tested. Lift and pitching-moment coefficients remained constant when the nozzle-supply enthalpy was increased to 4.9 MJ/kg at an equivalence ratio of 0.8, but the thrust coefficient decreased rapidly. When the nozzle-supply pressure was reduced at a nozzle-supply enthalpy of 3.3 MJ/kg and an equivalence ratio of 0.8, the combustion-generated increment of lift and thrust was maintained at 26 MPa, but disappeared at 16 MPa. Measured lift and thrust forces agreed well with calculations made using a simplified force prediction model, but the measured pitching moment substantially exceeded predictions. Choking occurred at nozzle-supply enthalpies of less than 3.0 MJ/kg with an equivalence ratio of 0.8. The tests failed to yield a positive thrust because of the skin-friction drag that accounted for up to 50% of the fuel-off drag.

Cooperation using a robotic ad hoc network made from Bluetooth, JXTA, OSGi and other commercial off the shelf (COTS) products

Abstract - Mobile devices in the near future will need to collaborate to fulfill their function. Collaboration will be done by communication. We use a real world example of robotic soccer to come up with the necessary structures required for robotic communication. A review of related work is done and it is found no examples come close to providing a RANET. The robotic ad hoc network (RANET) we suggest uses existing structures pulled from the areas of wireless networks, peer to peer and software life-cycle management. Gaps are found in the existing structures so we describe how to extend some structures to satisfy the design. The RANET design supports robot cooperation by exchanging messages, discovering needed skills that other robots on the network may possess and the transfer of these skills. The network is built on top of a Bluetooth wireless network and uses JXTA to communicate and transfer skills. OSGi bundles form the skills that can be transferred. To test the nal design a reference implementation is done. Deficiencies in some third party software is found, specifically JXTA and JamVM and GNU Classpath. Lastly we look at how to fix the deciencies by porting the JXTA C implementation to the target robotic platform and potentially eliminating the TCP/IP layer, using UDP instead of TCP or using an adaptive TCP/IP stack. We also propose a future areas of investigation; how to seed the configuration for the Personal area network (PAN) Bluetooth protocol extension so a Bluetooth TCP/IP link is more quickly formed and using the STP to allow multi-hop messaging and transfer of skills.

Understanding the physical processes of pollutant build-up and wash-off on roof surfaces

Pollutants originating with roof runoff can have a significant impact to urban stormwater quality. This signifies the importance of understanding pollutant processes on roof surfaces. Additionally, knowledge of pollutant processes on roof surfaces is important as roofs are used as the primary catchment surface for domestic rainwater harvesting. In recent years, rainwater harvesting has become one of the primary sustainable water management techniques to counteract the growing demand for potable water. Similar to all impervious services, pollutants associated with roof runoff undergo two primary processes: build-up and wash-off. The knowledge relating to these processes is limited. This paper presents outcomes of an in-depth research study into pollutant build-up and wash-off for roof surfaces. The knowledge will be important in order to develop appropriate strategies to safeguard rainwater users from possible health risks.