Thesis. 1978. E.A.A.--Massachusetts Institute of Technology. Dept. of Aeronautics and Astronautics. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND AERONAUTICS. / Bibliography: leaves 130-133. / by C.W. Acree, Jr. / E.A.A.

It is no doubt, that the ski glide over the snow is a very complicated object of research. However, ski glide is just a one area of many other areas of human knowledge. As a rule, the scientists and practitioners, who work in these areas, operate with some publicly expressed more or less solid hypotheses. These researchers work with one hypothesis until another and a better one comes up. Our literature studies and our own observations regarding modern skis preparations, did not give us any solid hypotheses, which are able to explain the actual form and content of this procedure. The present work is an attempt to reveal such hypotheses. Conclusion: To achieve an optimal glide on skis with the base (the ski sole) made of some high hydrophobic durable polymer, e.g. UHMWPE, PTFE; we only have to create an adequate topography (texture) on the ski running surface, adequate to the actual snow conditions.

Airdrop systems provide a unique capability of delivering large payloads to undeveloped and inaccessible locations. Traditionally, these systems have been unguided, requiring large landing zones and drops from low altitude. The invention of the steerable, gliding, ram-air parafoil enabled the possibility of precision aerial payload delivery. In practice, the gliding ability of the ram-air parafoil can actually create major problems for airdrop systems by making them more susceptible to winds and allowing them to achieve far greater miss distances than were previously possible. Research and development work on guided airdrop systems has focused primarily on evolutionary improvements to the guidance algorithm, while the navigation and control algorithms have changed little since the initial autnomous systems were developed. Furthermore, the control mechanisms have not changed since the invention of the ram-air canopy in the 1960's. The primary contributions of this dissertation are: 1) the development of a reliable and robust method to identify a flight dynamic model for a parafoil and payload aircraft using minimal sensor data; 2) the first demonstration in flight test of the ability to achieve large changes in glide slope over ground using coupled incidence angle variation and trailing edge brake deflection; 3) the first development of a control law to implement glide slope control on an autonomous system; 4) the first flight tests of autonomous landing with a glide slope control mechanism demonstrating an improvement in landing accuracy by a factor of 2 or more in especially windy conditions, and 5) the first demonstrations in both simulation and flight test of the ability to perform in-flight system identification to adapt the internal control mappings to flight data and provide dramatic improvements in landing accuracy when there is a significant discrepancy between the assumed and actual flight characteristics.

Turbine components operate under severe loading conditions and at high and varying temperatures that result in thermal stresses in the presence of temperature gradients created by hot gases and cooling air. Moreover, static and cyclic loads as well as the motion of rotating components create mechanical stresses. The combined effect of complex thermo-mechanical stresses promote nucleation and propagation of cracks that give rise to fatigue and creep failure of the turbine components. Therefore, the relationship between thermo-mechanical stresses, chemical composition, heat treatment, resulting microstructure, operating temperature, material damage, and potential failure modes, i.e. fatigue and/or creep, needs to be well understood and studied. Artificial neural networks are promising candidate tools for such studies. They are fast, flexible, efficient, and accurate tools to model highly non-linear multi-dimensional relationships and reduce the need for experimental work and time-consuming regression analysis. Therefore, separate neural network models for γ’ precipitate strengthened Ni based superalloys have been developed for predicting the γ’ precipitate size, thermal expansion coefficient, fatigue life, and hysteresis energy. The accumulated fatigue damage is then estimated as the product of hysteresis energy and fatigue life. The models for γ’ precipitate size, thermal expansion coefficient, and hysteresis energy converge very well and match experimental data accurately. The fatigue life proved to be the most challenging aspect to predict, and fracture mechanics proved to potentially be a necessary supplement to neural networks. The model for fatigue life converges well, but relatively large errors are observed partly due to the generally large statistical variations inherent to fatigue life. The deformation mechanism map for 1.23Cr-1.2Mo-0.26V rotor steel has been constructed using dislocation glide, grain boundary sliding, and power law creep rate equations. The constructed map is verified with experimental data points and neural network results. Although the existing set of experimental data points for neural network modeling is limited, there is an excellent match with boundaries constructed using rate equations which validates the deformation mechanism map.

A detailed study has been made of thermally activated glide between 373 K and 20 K for UHV annealed single crystals of two Nb based substitutional alloy systems containing 1-16 at.%Mo or 4 - 60 at.%Ta, in conjunction with a study of the deformation of UHV annealed single crystals of Nb between 4.2 K and 77 K. Whilst the addition of Ta had only a small effect on the properties of Nb as measured by activation volume and enthalpy and the temperature dependence of the flow stress, it produced a large increase in the low temperature yield stress and displaced the appearance of anomalous slip to lower temperatures, e.g. 77 K for the 10 at.%Ta alloy. Addition of Mo produced more rapid changes Whilst the 1 at.%Mo alloy behaved like the Nb-Ta alloys, the appearance of anomalous slip was depressed to 113 K. Further additions appeared to suppress anomalous slip completely and radically alter the behaviour of the alloys. The thermodynamic analysis suggested that the more concentrated Nb-Mo alloys show a change in the rate limiting step at low temperatures, cf. a peak in the activation volume - effective stress curve. No solution softening was observed in the alloys. Complex transients were found for all the alloys at and below 77 K after changes in strain rate. The yield and thermal stresses for Nb deforming by anomalous slip were independent of temperature between 77 K and 50 K, only regaining a temperature sensitivity below 50 K. The importance of this for models of anomalous slip was discussed. Complex overshoots were observed after changes in the strain rate. Those observed at and below 20 K have been explained by reference to the change in specimen temperature produced by heat generation during dislocation glide.

Continuous Descent Arrival (CDA) procedures have been shown to minimize the thrust required during landing, thereby reducing noise, emissions, and fuel usage for commercial aircraft. Thus, implementation of CDA at Atlanta's Hartsfield-Jackson International Airport, the world's busiest airport, would result in significant reductions in environmental impact and airline operating costs. The Air Transportation Laboratory at Georgia Tech, Delta Air Lines, and the local FAA facilities (Atlanta Center and Atlanta TRACON) collaborated to design CDA procedures for early morning arrivals from the west coast. Using the Tool for Analysis of Separation and Throughput (TASAT), we analyzed the performance of various aircraft types over a wide range of weights and wind conditions to determine the optimum descent profile parameters and to find the required spacing between aircraft types at a fixed metering point to implement the procedure. However, to see the full benefits of CDA, these spacing targets must be adhered, lest there will be a loss in capacity or negation of the noise, emissions, and fuel savings benefits. Thus a method was developed to determine adjustments to cruise speeds while aircraft are still en route, to achieve these spacing targets and to optimize fleet wide fuel burn increase. The tool in development, En route Speed Change Optimization Relay Tool (ESCORT), has been shown to solve the speed change problem quickly, incorporating aircraft fuel burn information and dividing the speed changes fairly across multiple airlines. The details of this tool will be explained in this thesis defense. Flight tests were conducted in April-May of 2007, where it was observed that the spacing targets developed by TASAT were accurate but that delivery of these aircraft to the metering point with the desired spacing targets was very challenging without automation. Thus, further flight tests will be conducted in 2008 using the en route spacing tool described above to validate the improvement it provides in terms of accurately delivering aircraft to the metering point.

Le but principal de cette analyse est de déterminer si les glides, et par conséquent, les diphtongues, ont ou non un caractère phonologique en portugais brésilien. Nous partirons des analyses qui ont déjà été réalisées dans différents cadres théoriques : Câmara Jr. (1970), dans un cadre structuraliste, Mateus (1982 [1975]) dans la théorie générative linéaire, Silva (1992), Bisol (1989, 1999) et Mateus & D’Andrade (2000) dans la théorie autosegmentale, et deux analyses plus récentes dans le cadre de la théorie de l’optimalité (Martins, 2011, Simioni, 2011), en relevant les avantages et les inconvénients de ces différentes approches, ainsi que les problèmes non encore résolus. Enfin, nous allons proposer, à notre tour, une analyse à la lumière d’un autre cadre théorique pour expliquer la variation entre hiatus et diphtongues, et en conséquence le statut phonologique du glide en portugais : la phonologie « CVCV » ou « strict CV » (Lowenstamm, 1996, Scheer, 2004). Un cadre phonologique sans constituants comme celui-ci permet d’éliminer un des grands problèmes présents dans les autres analyses : celui de savoir si le glide appartient à une attaque, à un noyau branchant ou à une coda. Ce cadre permet de rendre compte d’une façon plus appropriée des contradictions et des problèmes observés dans le traitement des glides et diphtongues en portugais, notamment leur contraintes phonotactiques et leur interaction avec l’accent de mot dans la langue. / The main purpose of this analysis is to determine whether the glides, and therefore, the diphthongs, have or not phonological character in Brazilian Portuguese. We will start from the analyzes that have been conducted in different theoretical frameworks: Câmara Jr. (1970), in a structuralist framework, Mateus (1982 [1975]) in the linear generative theory, Silva (1992), Bisol (1989, 1999) and Mateus & D'Andrade (2000) in the autosegmental theory, and two recent analyzes in the context of the theory of optimality (Martins, 2011 Simioni, 2011), noting the advantages and disadvantages of these different approaches and the unsolved problems. Finally, we propose, in our turn, an analysis in the light of another theoretical framework to explain the variation between hiatus and diphthongs, and therefore the status of phonological glide in Portuguese: the phonology "CVCV" or "strict CV" (Lowenstamm, 1996, Scheer, 2004). A phonological framework without constituents as such eliminates one of the major problems found in other analyzes: to know whether the glide belongs to an onset, a complex nucleus or a coda. It allows us to account more appropriately for contradictions and problems observed in the treatment of glides and diphthongs in Portuguese, including their phonotactic constraints and their interaction with the stress word in the language.

A dificuldade de realizar a patência apical, tendo em vista que os canais radiculares apresentam algum grau de curvatura, exigiu o desenvolvimento de instrumentos rotatórios para agilizar o tempo operatório e facilitar sua execução. O objetivo deste estudo foi avaliar a influência de diferentes instrumentos de patência, utilizados 1 mm além do forame apical, no tempo de ação, transporte e centralização do canal radicular de canais radiculares curvos. Trinta e três raízes mesiais de molares superiores com curvatura entre 20 e 40 graus e raio menor que 10 mm foram selecionadas e divididas em 3 grupos (n = 11): R-Pilot #12.5 taper 0.04 (VDW, Munich, Alemanha), ProDesign Logic #25 taper 0.01 (Easy Equipamentos Odontologicos, Belo Horizonte, Brasil) e ProGlider #16 e taper variável de 0.02 a 0.08 (Dentsply Maillefer, Ballaigues, Suiça). Através de imagens pré e pós-operatórias de microtomografia computadorizada foram feitas as análises de transporte e centralização do canal radicular. Ainda, o tempo de ação de cada um dos instrumentos foi cronometrado. Para avaliar o transporte, foi utilizado o teste ANOVA. Para avaliar a centralização foi utilizado o teste Kruskal-Wallis. O tempo de ação foi avaliado pelo teste de Kruskal-Wallis e Post hoc de Dunn. O nível de significância foi de 5% para todos os testes aplicados. Não houve diferença estatística entre os grupos nas análises de transporte e centralização. Já na análise de tempo, o instrumento ProGlider se mostrou significativamente mais rápido se comparado com o ProDesign Logic 25.01 (P<0,05), o instrumento R-Pilot não foi diferente do ProGlider e Logic (p>0,05). Os instrumentos de patência utilizados neste estudo, e trabalhados 1 mm além do forame apical, permaneceram relativamente centralizadas dentro do canal radicular e promoveram transporte apical mínimo, sendo clinicamente irrelevante. / The difficulty of performing the apical patency, considering that the root canals present some degree of curvature, required the development of rotary instruments to speed up the operative time and facilitate its execution. The aim of this study was to evaluate the influence of different glide path files, used 1 mm beyond the apical foramen, on the preparation time, apical transportation and centering of the root canal of curved roots. Thirty three mesiobuccal roots from maxillary molars, with 20 to 40 degrees of curvature and presenting radio curvature lower than 10 mm were selected and divided in 3 groups (n = 11): R-Pilot #12.5 taper 0.04 (VDW, Munich, Germany), ProDesign Logic #25 taper 0.01 (Easy Equipamentos Odontologicos, Belo Horizonte, Brazil) ProGlider #16 e taper variable of 0.02 to 0.08 (Dentsply Maillefer, Ballaigues, Switzerland). Analysis of transportation and centration of root canal was performed using pre and postoperative computerized microtomography images and the work time of each file was measured. To evaluate the apical transportation, ANOVA test was used, while a Kruskal-Wallis test was used to assess centering ability. As for action time, Kruskal-Wallis and Dunn tests were performed. The level of significance was 5 % in all tests. No statistical difference was found amongst the groups for the variables apical transportation and centralization. When evaluated the action time, the ProGlider file has been significantly faster when compared to ProDesign Logic 25.1 (P<0.05).while R-pilot has not differed from ProGlider and Logic (P>0.05). The glide path files used – 1 mm beyond the apical foramen – remained relatively centralized inside the root canal and promoted minimal apical transportation, expressing no clinical relevance.

A dificuldade de realizar a patência apical, tendo em vista que os canais radiculares apresentam algum grau de curvatura, exigiu o desenvolvimento de instrumentos rotatórios para agilizar o tempo operatório e facilitar sua execução. O objetivo deste estudo foi avaliar a influência de diferentes instrumentos de patência, utilizados 1 mm além do forame apical, no tempo de ação, transporte e centralização do canal radicular de canais radiculares curvos. Trinta e três raízes mesiais de molares superiores com curvatura entre 20 e 40 graus e raio menor que 10 mm foram selecionadas e divididas em 3 grupos (n = 11): R-Pilot #12.5 taper 0.04 (VDW, Munich, Alemanha), ProDesign Logic #25 taper 0.01 (Easy Equipamentos Odontologicos, Belo Horizonte, Brasil) e ProGlider #16 e taper variável de 0.02 a 0.08 (Dentsply Maillefer, Ballaigues, Suiça). Através de imagens pré e pós-operatórias de microtomografia computadorizada foram feitas as análises de transporte e centralização do canal radicular. Ainda, o tempo de ação de cada um dos instrumentos foi cronometrado. Para avaliar o transporte, foi utilizado o teste ANOVA. Para avaliar a centralização foi utilizado o teste Kruskal-Wallis. O tempo de ação foi avaliado pelo teste de Kruskal-Wallis e Post hoc de Dunn. O nível de significância foi de 5% para todos os testes aplicados. Não houve diferença estatística entre os grupos nas análises de transporte e centralização. Já na análise de tempo, o instrumento ProGlider se mostrou significativamente mais rápido se comparado com o ProDesign Logic 25.01 (P<0,05), o instrumento R-Pilot não foi diferente do ProGlider e Logic (p>0,05). Os instrumentos de patência utilizados neste estudo, e trabalhados 1 mm além do forame apical, permaneceram relativamente centralizadas dentro do canal radicular e promoveram transporte apical mínimo, sendo clinicamente irrelevante. / The difficulty of performing the apical patency, considering that the root canals present some degree of curvature, required the development of rotary instruments to speed up the operative time and facilitate its execution. The aim of this study was to evaluate the influence of different glide path files, used 1 mm beyond the apical foramen, on the preparation time, apical transportation and centering of the root canal of curved roots. Thirty three mesiobuccal roots from maxillary molars, with 20 to 40 degrees of curvature and presenting radio curvature lower than 10 mm were selected and divided in 3 groups (n = 11): R-Pilot #12.5 taper 0.04 (VDW, Munich, Germany), ProDesign Logic #25 taper 0.01 (Easy Equipamentos Odontologicos, Belo Horizonte, Brazil) ProGlider #16 e taper variable of 0.02 to 0.08 (Dentsply Maillefer, Ballaigues, Switzerland). Analysis of transportation and centration of root canal was performed using pre and postoperative computerized microtomography images and the work time of each file was measured. To evaluate the apical transportation, ANOVA test was used, while a Kruskal-Wallis test was used to assess centering ability. As for action time, Kruskal-Wallis and Dunn tests were performed. The level of significance was 5 % in all tests. No statistical difference was found amongst the groups for the variables apical transportation and centralization. When evaluated the action time, the ProGlider file has been significantly faster when compared to ProDesign Logic 25.1 (P<0.05).while R-pilot has not differed from ProGlider and Logic (P>0.05). The glide path files used – 1 mm beyond the apical foramen – remained relatively centralized inside the root canal and promoted minimal apical transportation, expressing no clinical relevance.

Turbine components operate under severe loading conditions and at high and varying temperatures that result in thermal stresses in the presence of temperature gradients created by hot gases and cooling air. Moreover, static and cyclic loads as well as the motion of rotating components create mechanical stresses. The combined effect of complex thermo-mechanical stresses promote nucleation and propagation of cracks that give rise to fatigue and creep failure of the turbine components. Therefore, the relationship between thermo-mechanical stresses, chemical composition, heat treatment, resulting microstructure, operating temperature, material damage, and potential failure modes, i.e. fatigue and/or creep, needs to be well understood and studied. Artificial neural networks are promising candidate tools for such studies. They are fast, flexible, efficient, and accurate tools to model highly non-linear multi-dimensional relationships and reduce the need for experimental work and time-consuming regression analysis. Therefore, separate neural network models for γ’ precipitate strengthened Ni based superalloys have been developed for predicting the γ’ precipitate size, thermal expansion coefficient, fatigue life, and hysteresis energy. The accumulated fatigue damage is then estimated as the product of hysteresis energy and fatigue life. The models for γ’ precipitate size, thermal expansion coefficient, and hysteresis energy converge very well and match experimental data accurately. The fatigue life proved to be the most challenging aspect to predict, and fracture mechanics proved to potentially be a necessary supplement to neural networks. The model for fatigue life converges well, but relatively large errors are observed partly due to the generally large statistical variations inherent to fatigue life. The deformation mechanism map for 1.23Cr-1.2Mo-0.26V rotor steel has been constructed using dislocation glide, grain boundary sliding, and power law creep rate equations. The constructed map is verified with experimental data points and neural network results. Although the existing set of experimental data points for neural network modeling is limited, there is an excellent match with boundaries constructed using rate equations which validates the deformation mechanism map.