Runway friction testing is performed in order to enhance the safety of aircraft operation on runways. Preventative maintenance friction surveys are performed to determine if there is any deterioration of the frictional resistance on the surface over a period of time and to determine if there is a need for corrective maintenance. In addition operational performance friction surveys are performed to determine frictional properties of a pavement surface in order to provide corrective action information in maintaining safe take-off or landing performance limits. A major issue encountered in both types of friction evaluation on runways is the standardization of the friction measurements from different Continuous Friction Measuring Equipment (CFME). The International Friction Index (IFI) has been formulated to address the above issue and determine the friction condition of a given runway is a standardized format. The ASTM recommended standard procedure to compute the IFI of a runway surface employs two distinct parameters to express the IFI; F60 is the friction value adjusted to a slip speed of 60 km/h and correlated to the standard Dynamic Friction Tester (DFT) measurement. And Sp is the speed constant which is governed by the mean profile depth of that surface. The primary objective of this thesis is to investigate the reliability of the current ASTM procedure to standardize runway friction measurements in terms of IFI. Based on the ASTM standard procedure, two equipment specific calibration constants (A and B) are assigned for each CFME during calibration. Then, in subsequent testing those calibrations constants can be used to adjust the equipment measurements to reliable IFI values. Just as much as A and B are presumed to be characteristic of any given CFME, they are also expected to be independent of the operational speed. The main objective of the annual NASA Runway Friction Workshop held in Wallops Island, Virginia, is to calibrate commonly used CFMEs such that all calibrated equipment would provide a standard reading (i.e. IFI) on a particular surface. During validation of the existing ASTM procedure using the NASA Runway Friction Workshop data it was observed that the single value-based IFI predictions of the calibrated CFMEs were inaccurate resulting in low correlations with DFT measured values. Therefore, a landing pilot should not be left to make a safe decision with such an uncertain single standard friction value because the actual standard friction value could very well be much less than this value. Hence a modified procedure was formulated to treat the calibration constants A and B as normally distributed random variables even for the same CFME. The new procedure can be used to predict the IFI (F60) of a given runway surface within a desired confidence interval. Since the modified procedure predicts a range of IFI for a given runway surface within two bounds, a landing pilot's decision would be made easier based on his/her experience on critical IFI values. However, even the validation of the modified procedure presented some difficulties since the DFT measurements on a few validated surfaces plotted completely outside the range of F60 predicted by the modified method. Furthermore, although the ASTM standard stipulates the IFI (F60) predictions to be independent of the testing speed, data from the NASA Runway Friction Workshop indicates a significant difference in the predictions from the two testing speeds of 65 km/hr and 95 km/hr, with the results from the 65 km/hr tests yielding better correlations with the corresponding DFT measurements. The above anomaly could be attributed to the significantly different FR60 values obtained when the 65 km/hr data (FR65) and 95 km/hr data (FR95) are adjusted to a slip speed of 60 km/hr. Extended analytical investigations revealed that the expected testing speed independency of the FR60 for a particular CFME cannot be supported by the ASTM defined general linear relationship between Sp and the mean profile depth which probably has been formulated to satisfy a multitude of CFMEs operating on a number of selected test surfaces. This very reason can also be attributed to the above mentioned outliers observed during the validation of the modified procedure.

This dissertation explores the physics of droplet impingement on superhydrophobic surfaces. The research is divided in three categories. First, the effect of a slip boundary condition on droplet spreading/retracting is considered. A model is developed based on energy conservation to evaluate spreading rates on surfaces exhibiting isotropic and anisotropic slip. The results show that larger slip causes the droplet to spread out farther owing to reduced friction at the interface for both slip scenarios. Furthermore, effects of slip become magnified for large Weber numbers due to the larger solid-liquid contact area during the process. On surfaces with anisotropic slip, droplets adopt an elliptical shape following the azimuthal contour of the slip on the surface. It is common for liquid to penetrate into the cavities at the superhydrophobic interface following droplet impact. Once penetrated, the flow is said to be in the Wenzel state and many superhydrophobic advantages, such as self-cleaning and drag-reduction, become negated. Transition from the Wenzel to the Cassie state (liquid resides above the texture) is referred to as dewetting and is the focus of the second piece of this dissertation. Micro-pillar pitch, height and temperature play a role on dewetting dynamics. The results show that dewetting rates increase with increasing pillar height and increasing surface temperature. A scaling model is constructed to obtain an explanation for the experimental observations and suggests that increasing pillar height increasing the driving dewetting force, while increasing surface temperature decreases dissipation. The last piece of work of this dissertation entails droplet impingement on superheated surfaces (100°C - 400°C). We find that the Leidenfrost point (LFP) occurs at a lower temperature on a hydrophobic surface than a hydrophilic one, where the LFP refers to the lowest temperature at which secondary atomization ceases to occur. This behavior is attributed to the manner in which vapor bubbles grow at the solid-liquid interface. Also in this work, high-speed photographs reveal that secondary atomization can be significantly suppressed on a superhydrophobic surface owing to the micro-pillar forest which allows vapor to escape hence minimizing bubble formation within the droplet. However, a more in-depth study into different superhydrophobic texture patterns later reveals that atomization intensity can significantly increase for small pitch values given the obstruction to vapor flow presented by the increased frequency of the pillars.

Thesis (Ph. D.)--Dept. of Geosciences and School of Computing and Engineering. University of Missouri--Kansas City, 2005. / "A dissertation in geosciences and computer networking." Advisor: Tina M. Niemi. Typescript. Vita. Description based on contents viewed Mar. 12, 2007; title from "catalog record" of the print edition. Includes bibliographical references (leaves 331-341). Online version of the print edition.

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Cette étude porte sur l'analyse des instabilités des systèmes non linéaires. Nous considérons plus particulièrement les vibrations dues à la friction et nous présentons des modèles analytiques pour l'analyse des modes de vibration de "judder" (mode de vibration présent dans les systèmes de freinage automobile) et pour l'analyse des modes de vibration du "whirl" (mode de vibration des systèmes d'atterrissage d'avion).<br />Le but de cette recherche est de développer une procédure d'analyse non-linéaire des systèmes vibrants. Nous nous intéressons plus particulièrement aux systèmes non linéaires présentant des non-linéarités polynomiales. Une attention tout particulière est apportée à la détermination des mécanismes engendrant les instabilitées dues au frottement (stick,-slip, sprag slip, couplage de modes...) et à la réalisation de modéles phénoménologiques permettant de reproduire les principaux modes de vibration des systèmes associés.<br />La démarche d'analyse non linéaire s'appuie sur deux points particuliers. Le problème staticodynamique où l'analyse dynamique correspond à une linéarisation autour d'une position statique obtenue par la résolution d'un problème non linéaire. Les conditions de stabilité du système sont alors étudiées à partir de la résolution du problème aux valeurs propres. Le second point concerne le problème dynamique non linéaire : nous cherchons à mettre en place des méthodes non-linéaires (méthode de la variété centrale, les approximants multivariables, la méthode de la balance harmonique AFT(alternate frequency/time domain), etc...) pour prédire les niveaux vibratoires, ou cycles limites. Les cycles limites provenant des méthodes non-lineaires sont alors comparés avec ceux obtenus par une intégration temporelle classique afin de valider cette procédure globale qui consiste à utiliser successivement, dans un certain ordre, des méthodes non-linéaires qui réduisent et simplifient le systéme de départ.

Rolling contact fatigue is a damage process that may arise in mechanical applications with repeated rolling contacts. Some examples are: gears; cams; bearings; rail/wheel contacts. The resulting damage is often visible with the naked eye as millimeter sized surface craters. The surface craters are here denoted spalls and the gear contact served as a case study. The work focused on the asperity point load mechanism for initiation of spalls. It was found that the stresses at asperity level may be large enough to initiate surface cracking, especially if the complete stress cycle was accounted for. The gear contact is often treated as a cylindrical contact. The thesis contains experimental and numerical results connected to rolling contact fatigue of cylindrical contacts. At the outset a stationary cylindrical contact was studied experimentally. The stationary test procedure was used instead of a rolling contact. In this way the number of contact parameters was minimized. The cylindrical contact resulted in four different contact fatigue cracks. The two cracks that appeared first initiated below the contact. The other two cracks developed at the contact surface when the number of load cycles and the contact load increased. The influence of a surface irregularity (asperity) was studied numerically with the Finite Element Method (FEM). Firstly, the stationary contact was modelled and investigated numerically. At the cylindrical contact boundary a single axisymmetric was included. The partially loaded asperity introduced a tensile surface stress, which seen from the asperity centre was radially directed. Secondly, FE simulations were performed where a single axisymmetric asperity was over-rolled by a cylindrical contact. The simulations were performed for pure rolling and rolling with slip. For both situations, tensile forward directed stresses in front of the asperity were found. The presence of slip and a surface traction greatly increased the stresses in front of the asperity. Finally, when rolling started from rest with applied slip, the distance to steady-state rolling was determined for elastic similar cylindrical rollers. / QC 20100702

Detection of conformational and structural shifts in biomolecules is of great importance in bioanalytical chemistry and pharmaceutical sciences. Transverse shear mode acoustic wave devices have been used as real-time, label-free detectors of conformational shifts in biomolecules on surfaces. However, material changes in the biochemical monolayer and coupling between the substrate and the surrounding liquid make it difficult to isolate the desired signal, so an understanding of these phenomena is required. In this thesis, interfacial slip, viscoelasticity, and structural changes are used to model acoustic signals due to surface adsorption of the protein neutravidin, immobilisation of HIV-1 TAR RNA, and subsequent interaction of the RNA with tat peptide fragments. Binding of tat peptides induces conformational changes in the TAR. Similar modelling is performed to describe experiments involving the binding of calcium to surface-attached calmodulin, which is also known to result in a conformational shift. The aim of the modelling is to isolate the sensor response due to conformational shifts. The biomolecules are described as hydrated, viscoelastic monolayers and slip is allowed at all interfaces. All models are numerically fit to experimental values using a two-parameter minimisation algorithm. Slip is found on the electrode surface prior to neutravidin adsorption. Neutravidin and TAR are described as distinct viscoelastic monolayers. Binding of tat peptide fragment to the TAR monolayer is modelled using a complex slip parameter and a change in length, corresponding to a straightening of the molecule. Similarly, numerical modelling of calmodulin results reveals a length change in the molecule upon calcium binding. Molecular dynamics (MD) simulations of the TAR-tat fragment system are performed to corroborate the modelling results. Starting structures are computed by molecular docking, and MD simulations of TAR complexed with various length tat fragments are described. The simulations are in general agreement with the modelling results and literature values from similar molecular dynamics experiment. A new parameter is introduced to describe biomolecule-solvent affinity, and is compared to interfacial coupling values obtained from modelling. This research demonstrates that acoustic wave devices can be used to detect conformational shifts in surface-attached biomolecules, provided molecular details about the shifts are known.

Nine west-northwest-trending faults on the continental margin of Oregon and Washington, between 43° 05'N and 470 20'N latitude, have been mapped using seismic reflection, sidescan sonar, submersibles, and swath bathymetry. Five of these oblique faults are found on both the Juan de Fuca and North American plates, and offset abyssal plain sedimentary units left-laterally from 2.0 to 5.5 km. These five faults extend 8-18 km northwestward from the deformation front. The remaining four faults, found only on the North American plate, are also inferred to have a left-lateral slip sense. The age of the Wecoma fault on the abyssal plain is 600±50 ka, and has an average slip rate of 7-1 0 mm/year. Slip rates of the other four abyssal plain faults are 5.5 ± 2 - 6. 7 ± 3 mm/yr. These faults are active, as indicated by offset of the youngest sedimentary units, surficial fault scarps, offsets of surficial channels, and deep fluid venting. All nine faults have been surveyed on the continental slope using SeaMARC 1A sidescan sonar, and three of them were surveyed with a high-resolution AMS 150 sidescan sonar on the continental shelf off central Oregon. On the continental slope, the faults are expressed as linear, high-angle WNW trending scarps, and WNW trending fault-parallel folds that we interpret as flower structures. Active structures on the shelf include folds trending from NNE to WNW and associated flexural slip thrust faulting; NNW to N trending right-lateral strike-slip faults; and WNW trending left-lateral strike-slip faults. Some of these structures intersect the coast and can be correlated with onshore Quaternary faults and folds, and others are suspected to be deforming the coastal region. These structures may be contributing to the coastal marsh stratigraphic record of co-seismic subsidence events in the Holocene. We postulate that the set of nine WNW trending left-lateral strike-slip faults extend and rotate the forearc clockwise, absorbing most or all of the arc parallel component of plate convergence. The high rate of forearc deformation implies that the Cascadia forearc may lack the rigidity to generate M > 8.2 earthquakes. From a comparison of Cascadia seismogenic zone geometry to data from circum-Pacific great earthquakes of this century, the maximum Cascadia rupture is estimated to be 500 to 600 km in length, with a 150-400 km rupture length in best agreement with historical data. / Graduation date: 1994

Piezoelectric actuators (PEA) hold the most promise for precision positioning applications due to their capability of producing extremely small displacements down to 10 pm (1 pm = 10-12 m) as well as their high stiffness and force output. The piezoelectric-driven stick-slip (PDSS) actuator, working on the friction-inertia concept, has the capacity of accomplishing an unlimited range of motion. It also holds the promises of simple configuration and low cost. On the other hand, the PDSS actuator has a relatively low efficiency and low loading capability, which greatly limits its applications. The purpose of this research is to improve the performance of the PDSS actuators by employing specially-designed working surfaces.<p> The working surfaces, referred as anisotropic friction (AF) surfaces in this study, can provide different friction forces depending on the direction of relative motion of the two surfaces, and are used in this research to accomplish the aforementioned purpose. To fabricate such surfaces, two nanostructure technologies are employed: hot filament chemical vapour deposition (HFCVD) and ion beam etching (IBE). The HFCVD is used to deposit diamond on silicon substrates; and the IBE is used to etch the diamond crystalloid with a certain angle with respect to the coating surface to obtain an unsymmetrical-triangle microstructure. <p> A PDSS actuator prototype containing the AF surfaces was developed in this study to verify the function of the AF surfaces and characterize the performance of PDSS actuators. The designed surfaces were mounted on the prototype; and the improvement in performance was characterized by conducting a set of experiments with both the normal isotropic friction (IF) surfaces and the AF surfaces, respectively. The results illustrate that the PDSS actuator with the AF surface has a higher efficiency and improved loading capability compared to the one with the IF surfaces.<p> A model was also developed to represent the displacement of the novel PDSS actuator. The dynamics of the PEA and the platform were approximated by using a second order dynamic system. The pre-sliding friction behaviour involved was investigated by modifying the LuGre friction model, in which six parameters (Note that three parameters are used in the LuGre model) were employed to represent the anisotropic friction. By combining the PEA mechanism model, the modified friction model, and the dynamics of end-effector, a model for the PDSS actuator with the AF surface was developed. The model with the identified parameters was simulated in MATLAB Simulink and the simulation results obtained were compared to the experimental results to verify the model. The comparison suggests that the model developed in this study is promising to represent the displacement of the novel PDSS actuators with AF surfaces.

Previous studies show that the Piezoelectric-Driven Stick-Slip (PDSS) actuator is a promising device in many micropositioning and micromanipulation applications, where positioning with a long range and a high resolution is required. However, research in this area is still in its early stage and many issues remain to be addressed. One key issue is the representation of the dynamic displacement of the end-effector. It is known that such factors as the dynamics of piezoelectric actuator (PEA) and the presliding friction involved can significantly contribute to the displacement dynamics. Although this has been widely accepted, specific quantitative relationship between the aforementioned factors and the displacement dynamics has rarely been defined. The aim of this research is to develop a model to represent the displacement of the end-effecter of the PDSS actuators, in which both the presliding friction and the PEA dynamics are addressed. <p>In order to represent the presliding friction, the models reported in literatures, including Dahl model [Olsson, et al., 1998], Reset Integrator model [Haessig and Friedland 1991], LuGre model [Canudas de Wit et al., 1995] and Elastoplastic model [Dupont et al., 2002] were reviewed and examined; and the LuGre model was chosen to be used because of its efficiency and simple formulation. On the other hand, a linear second order dynamic system model was employed to represent the combination of a PEA and its driven mechanism. On the basis of the pre-sliding friction model and the linearized PEA dynamics model, a model representative of the end-effector displacement of the PDSS actuator model was developed. <p>In order to validate experimentally the developed PDSS model, a displacement measuring and data acquisition experiment system was established and a prototype was developed based on dSPACE and Simulink. On the prototyped actuator, two experiments were designed and conducted to identify the parameters involved in the model. One experiment is for the determination of the parameters of the second order system for the dynamics of the combination of a PEA and its driven mechanism; and other one is for the determination of the parameters of the chosen friction model. The identified parameters were then employed in the developed PDSS model to simulate the displacements and the results were compared with the experimental results that were obtained under the same operating conditions as the simulation. The comparison suggests that the model developed in this study is promising for the end-effector displacement of the PDSS actuator.