It has been widely anticipated that thrust vectoring could be an effective method of providing sufficient levels of stability and control for highly manoeuvrable and flexible Unmanned Combat Air Vehicles (UCAVs). The present project aims to understand the interactions of delta wing vortical flows and thrust vectoring, with an emphasis on unsteady aspects. Food-colouring dye flow visualization, Laser-induced fluorescent flow visualization, Particle Image Velocimetry (PIV) and force measurements were conducted in the water and wind tunnels over a range of dimensionless frequencies and jet momentum coefficients. Both slender and nonslender wings were tested with the purpose of understanding the effect of sweep angle on the aerodynamics-propulsion interaction. The interaction of statically pitched trailing-edge jets with leading-edge vortices over stationary delta wings was studied. It was found that under-vortex blowing with rectangular nozzle at stall and post-stall regimes could yield the maximum effectiveness of trailing-edge blowing, due to the promotion of earlier reattachment and delay of vortex breakdown. The effect of nozzle geometry can be important, because the entrainment effect of the jet depends on it. Studies of the flow field reveal strong jet-vortex interactions, distortion of jet vortices, and merging of wing and jet vortices. The dynamic responses of wing vortical flows to dynamic trailing-edge blowing exhibit hysteresis and phase lag, which increases with the increasing dimensionless frequency of jet momentum. Time delay for the decelerating jet is significantly larger than that for the accelerating jet. Sweep angle has no significant influence on the effect of unsteady trailing-edge blowing. From a design aspect, hysteresis and time delay need to be considered for the flight control systems.

A study of thrust vectoring techniques of annular aerospike nozzles was conducted. Cold-flow blow-down testing along with solid modeling and rapid prototyping technology were used to investigate the effects of slot size, placement, geometry and orientation. The use of slot-type compound nozzles proved to be a feasible approach to thrust vectoring. Previous methods of thrust vectoring have proved to be difficult to implement in a cost effective manner or have had limited effectiveness or durability.

>Magister Scientiae - MSc / The paucity of geochemical criteria for stratigraphic correlations and defining the styles of mineralisation pose serious problems in locating PGE-rich zones in the Platreef. This study is therefore aimed at identifying and appraising process-based mineralogical/geochemical criteria which may be useful in stratigraphic correlations and characterizing the nature and styles of PGE mineralisation. In addition, the work investigated the possible use of geochemical vectoring as a tool to locate the PGE-rich zones. Boreholes OY 482 and SS 330, drilled at the Overysel and Sandsloot farms respectively, were logged, and a total of 119 quarter cores were sampled for petrographic studies. The elemental contents in the rocks were determined by XRF and ICP-OES analyses and were evaluated using various statistical and mass balance techniques. In borehole OY 482, where the floor rock is Archaean granite, the Platreef consists of three feldspathic pyroxenite sills referred to as Lower, Middle and Upper Platreef units, from the bottom to the top, respectively. The results show that the Lower and Upper Platreef units have higher median values of Mg# (0.58 and 0.57) and Ni/Cu (0.68 and 0.75) when compared to the Middle Platreef (Mg#: 0.54 and Ni/Cu: 0.67) which may not be totally suggestive of two magmatic intrusive pulses. In borehole SS 330, where the floor rock is dolomite, the rocks consist of clinopyroxenites and olivine clinopyroxenites (variably serpentinised). These two units are intercalated with each other and are products resulting from the injection of Platreef magma sills within the dolomite floor rock. The hierarchical clustering and mass balance calculations show that when compared to the Platreef feldspathic pyroxenites, which have higher SiO2, Al2O3 and Fe2O3 median contents, the clinopyroxenites possess higher CaO median content whereas the olivine clinopyroxenites have higher MgO and LOI median contents. The PGE-rich zones (i.e. Pt+Pd) in clinopyroxenites are marked by low Ca/Mg median values, whereas in both, the olivine clinopyroxenites and the Platreef units, these zones are marked by high Mg/Fe median values. The suggested base metal index [(Cu/Zn) x (Ni/Co)] used to vector towards PGE-rich zones, which reflects the presence of the base metal sulphides (BMS), correlates with the Pt+Pd in the BMS-rich zones. This is not always the case in zones of low BMS contents which may reflect changes in the mineralogy of the BMS. In conclusion, the two boreholes studied show contrasting petrographic and geochemical attributes. This dissimilarity is mainly due to the fact that borehole OY 482 comprises Platreef magmatic rocks whereas borehole SS 330 intersected metamorphic/ metasomatic rocks.

There is at present some uncertainty as to what the roles and requirements of the next generation of UAVs might be and the configurations that might be adopted. The incorporation of technological features on these designs is also a significant driving force in their configuration, efficiency, performance abilities and operational requirements. The objective of this project is thus to provide some insight into what the next generation of technologies might be and what their impact would be on the rest of the aircraft. This work involved the conceptual designs of two new relevant full-scale UAVs which were used to integrate a select number of these advanced technologies. The project was a CASE award which was linked to the Flaviir research programme for advanced UAV technologies. Thus, the technologies investigated during this study were selected with respect to the objectives of the Flaviir project. These were either relative to those already being developed as course of the Flaviir project or others from elsewhere. As course of this project, two technologies have been identified and evaluated which fit this criterion and show potential for use on future aircraft. Thus we have been able to make a contirubtion knowledge in two gaps in current aerospace technology. The first of these studies was to investigate the feasibility of using a low cost mechanical thrust vectoring system as used on the X-31, to replace conventional control surfaces. This is an alternative to the fluidic thrust vectoring devices being proposed by the Flaviir project for this task. The second study is to investigate the use of fuel reformer based fuel cell system to supply power to an all-electric power train which will be a means of primary propulsion. A number of different fuels were investigated for such a system with methanol showing the greatest promise and has been shown to have a number of distinct advantages over the traditional fuel for fuel cells (hydrogen). Each of these technologies was integrated onto the baseline conceptual design which was identified as that most suitable to each technology. A UCAV configuration was selected for the thrust vectoring system while a MALE configuration was selected for the fuel cell propulsion system. Each aircraft was a new design which was developed specifically for the needs of this project. Analysis of these baseline configurations with and without the technologies allowed an assessment to be made of the viability of these technologies. The benefits of the thrust vectoring system were evaluated at take-off, cruise and landing. It showed no benefit at take-off and landing which was due to its location on the very aft of the airframe. At cruise, its performance and efficiency was shown to be comparable to that of a conventional configuration utilizing elevons and expected to be comparable to the fluidic devices developed by the Flaviir project. This system does however offer a number of benefits over many other nozzle configurations of improved stealth due to significant exhaust nozzle shielding.The fuel reformer based fuel cell system was evaluated in both all-electric and hybrid configurations. In the ell-electric configuration, the conventional turboprop engine was completely replaced with an all-electric powertrain. This system was shown to have an inferior fuel consumption compared to a turboprop engine and thus the hybrid system was conceived. In this system, the fuel cell is only used at loiter with the turboprop engine being retained for all other flight phases. For the same quantity of fuel, a reduction in loiter time of 24% was experienced (compared to the baseline turboprop) but such a system does have benefits of reduced emissions and IR signature. With further refinement, it is possible that the performance and efficiency of such a system could be further improved. In this project, two potential technologies were identified and thoroughly analysed. We are therefore able to say that the project objectives have been met and the project has proven worthwhile to the advancement of aerospace technology. Although these systems did not provide the desired results at this stage, they have shown the potential for improvement with further development.

The increasing frequency and severity of windthrow events affecting the forestry industry in New Zealand have raised important management issues surrounding the rate of colonisation of fallen trees by sapstain fungi and the time available for salvage harvesting before sapstain degradation limits potential economic returns. These fungi are known to be spread by a multitude of factors including wind, rain splash, harvesting processes and insect vectoring. Apart from the ecological interest in these interactions between fungi, plants and insects, sapstain fungi are also economically important because their hyphae discolour the sapwood and reduce the overall quality of the timber. The amount of time available to salvage harvest damaged trees is unknown, especially on seasonal and regional scales. Manipulative experiments were established in Pinus radiata forests to examine this seasonal and regional variation in sapstain attack following windthrow, and to investigate the importance of bark beetles as vectors of sapstain fungi. A range of methods were implemented to assess the role of bark beetles as vectors and to ascertain which sapstain fungi are associated with them. Experimental billet logs were caged to exclude beetles and subsequently analyse fungal attack in comparison with identical logs left exposed to beetles. In addition, individual beetles were sampled directly to determine whether they carried spores of particular fungal species and to assess the degree of association in vector-fungal dynamics. Finally, a novel application of DNA melt peak analysis was developed to investigate variation among the fungal communities associated with beetles potentially involved in vectoring sapstain spores. The moisture content of fallen trees was found to be the main factor regulating sapstain development, and when moisture content drops below 100% (on dry weight basis) sapstain fungi grew rapidly. The speed at which this level drops depends on the season, with much faster drying occurring in the warmer months of spring and summer. As a result, trees that fell in the previous winter or autumn did not develop significant sapstain levels until temperatures rose in the following summer, suggesting that storm-damaged trees that fall in winter can be left safely until just before the next summer before they are no longer suitable for salvage harvest. In New Zealand, the bark beetle species acting as vectors of sapstain fungi are not behaviourally adapted to colonisation of logs that are not in contact with the ground. Following windthrow events in pine forests, trees generally lie with their stems suspended above the level of the ground by their branches. As a result, under these circumstances, beetle colonisation of windthrown timber was low, and bark beetles were not a significant vector of stain. The caged and un-caged experimental log billets, however, were in contact with the ground, resulting in colonisation of the un-caged logs. In this case, bark beetles did play an important role in contributing to sapstain intensity, and the stain distribution within the logs mirrored that of the stain distribution. However, this effect may be due to the provision of access points for wind- or water-borne spores of the non-insect vectored stain fungus Diplodia pinea, or to the spread of hyphae through the tunnelling and feeding activities of beetles within the tree, rather than by bark beetles acting as vectors of spores. Bark beetles were confirmed as sapstain vectors with the isolation of seven different ophiostomatoid stain fungi from them, five of which were also found in wood. Finally, the development of a laboratory based, rapid species identification method was developed to identify fungal DNA. Melt peak analysis allowed the species-specific DNA melt temperatures to be compared with the melt temperatures of known species to be able to rapidly, and cheaply, identify an unknown species. Bark beetles are vectors of sapstain fungi in P. radiata forests, however the bark beetle species naturalised in New Zealand prefer to colonise wood when it is in contact with the ground. Following windthrow, trees are generally not attacked by beetles as they are held from the ground by their branches, leaving them to be stained predominantly be wind and rain dispersed stain fungus D. pinea. Stain did not occur until the moisture content of fallen trees dropped below 100%, which only happens in the warm months of summer and spring. In New Zealand, there are interactions between trees and bark beetles, and bark beetles with fungal pathogens from all around the globe resulting in a unique novel assemblage of species together for the first time. Understanding the dynamics of these species in their novel environment is crucial to effectively responding to potential pest threats.

This diploma thesis focuses on G.fast and VDSL2 technologies and their comparison. G.fast has the prerequisites for replacing VDSL2 for short distances. This work describes in detail the modulation techniques of both DSL technologies - DMT modulation used by both technologies. The aim of this work is to create a software for comparing the transfer rates of all profiles of both technologies, including the effects of far-end crosstalk. This is performed in the Matlab environment. This work describes how the program works and how to run the simulations. The results of selected simulations and their charts are enclosed in this work.

Compound aerospike nozzles were designed and tested as part of an ongoing experimental study to determine the feasibility of thrust vectoring an aerospike nozzle with the addition of a secondary port. Earlier phases of the study have indicated that a compound aerospike nozzle could provide sufficient thrust vectoring. The addition of a hole-type secondary port was found to provide effective thrust vectoring. Experiments were carried out to determine the effects of secondary port size, secondary port inlet geometry and compound aerospike nozzle chamber pressure. Results show good predictability, axisymmetric flow, and emphasize the importance of a radius on secondary port inlet geometry.

There is at present some uncertainty as to what the roles and requirements of the next generation of UAVs might be and the configurations that might be adopted. The incorporation of technological features on these designs is also a significant driving force in their configuration, efficiency, performance abilities and operational requirements. The objective of this project is thus to provide some insight into what the next generation of technologies might be and what their impact would be on the rest of the aircraft. This work involved the conceptual designs of two new relevant full-scale UAVs which were used to integrate a select number of these advanced technologies. The project was a CASE award which was linked to the Flaviir research programme for advanced UAV technologies. Thus, the technologies investigated during this study were selected with respect to the objectives of the Flaviir project. These were either relative to those already being developed as course of the Flaviir project or others from elsewhere. As course of this project, two technologies have been identified and evaluated which fit this criterion and show potential for use on future aircraft. Thus we have been able to make a contirubtion knowledge in two gaps in current aerospace technology. The first of these studies was to investigate the feasibility of using a low cost mechanical thrust vectoring system as used on the X-31, to replace conventional control surfaces. This is an alternative to the fluidic thrust vectoring devices being proposed by the Flaviir project for this task. The second study is to investigate the use of fuel reformer based fuel cell system to supply power to an all-electric power train which will be a means of primary propulsion. A number of different fuels were investigated for such a system with methanol showing the greatest promise and has been shown to have a number of distinct advantages over the traditional fuel for fuel cells (hydrogen). Each of these technologies was integrated onto the baseline conceptual design which was identified as that most suitable to each technology. A UCAV configuration was selected for the thrust vectoring system while a MALE configuration was selected for the fuel cell propulsion system. Each aircraft was a new design which was developed specifically for the needs of this project. Analysis of these baseline configurations with and without the technologies allowed an assessment to be made of the viability of these technologies. The benefits of the thrust vectoring system were evaluated at take-off, cruise and landing. It showed no benefit at take-off and landing which was due to its location on the very aft of the airframe. At cruise, its performance and efficiency was shown to be comparable to that of a conventional configuration utilizing elevons and expected to be comparable to the fluidic devices developed by the Flaviir project. This system does however offer a number of benefits over many other nozzle configurations of improved stealth due to significant exhaust nozzle shielding.The fuel reformer based fuel cell system was evaluated in both all-electric and hybrid configurations. In the ell-electric configuration, the conventional turboprop engine was completely replaced with an all-electric powertrain. This system was shown to have an inferior fuel consumption compared to a turboprop engine and thus the hybrid system was conceived. In this system, the fuel cell is only used at loiter with the turboprop engine being retained for all other flight phases. For the same quantity of fuel, a reduction in loiter time of 24% was experienced (compared to the baseline turboprop) but such a system does have benefits of reduced emissions and IR signature. With further refinement, it is possible that the performance and efficiency of such a system could be further improved. In this project, two potential technologies were identified and thoroughly analysed. We are therefore able to say that the project objectives have been met and the project has proven worthwhile to the advancement of aerospace technology. Although these systems did not provide the desired results at this stage, they have shown the potential for improvement with further development.

Submitted by Edisangela Bastos (edisangela@ufpa.br) on 2012-12-21T18:30:14Z No. of bitstreams: 2 license_rdf: 23898 bytes, checksum: e363e809996cf46ada20da1accfcd9c7 (MD5) Dissertacao_TransmissaoDSLModo.pdf: 1763755 bytes, checksum: 3acefaab13451aad5141d583fb5b5561 (MD5) / Approved for entry into archive by Ana Rosa Silva(arosa@ufpa.br) on 2013-01-14T18:28:08Z (GMT) No. of bitstreams: 2 license_rdf: 23898 bytes, checksum: e363e809996cf46ada20da1accfcd9c7 (MD5) Dissertacao_TransmissaoDSLModo.pdf: 1763755 bytes, checksum: 3acefaab13451aad5141d583fb5b5561 (MD5) / Made available in DSpace on 2013-01-14T18:28:08Z (GMT). No. of bitstreams: 2 license_rdf: 23898 bytes, checksum: e363e809996cf46ada20da1accfcd9c7 (MD5) Dissertacao_TransmissaoDSLModo.pdf: 1763755 bytes, checksum: 3acefaab13451aad5141d583fb5b5561 (MD5) Previous issue date: 2012 / CNPq - Conselho Nacional de Desenvolvimento Científico e Tecnológico / ERICSSON Telecomunicações S.A. / A demanda por taxa de bits vem aumentando a cada ano, devido principalmente pela incorporação de aplicativos online ao cotidiano das pessoas. Assim, as companhias prestadoras deste tipo de serviço estão sempre investindo em pesquisa por tecnologias que possibilitem o aumento da taxa de bits com um bom custo-benefício. Seguindo esta perspectiva, este trabalho apresenta o modo de transmissão fantasma (Phantom mode), que visa aumentar a taxa total de transmissão de bits em sistemas DSL, quando múltiplos pares de cobre estão disponíveis. Aqui também são mostrados resultados e discussões importantes sobre desempenho do modo de transmissão fantasma. Também são discutidos procedimentos para a execução de medições de modo fantasma em frequências de 100 kHz a 300 MHz, em uma maneira que permite a medição de modo fantasma e modo diferencial com o mesmo setup. Novos resultados são apresentados sobre canal direto, far-end crosstalk (FEXT) e conversão de modo, para um cabo Cat-5e de 50 metros. Dentre outros fatos, foram verificadas grandes diferenças no canal direto de modo fantasma quando foram comparadas medições com cabo enrolado e desenrolado, e que a forma como o modo fantasma _e construção da influência bastante no comportamento das curvas de canal direto, FEXT e conversão de modo. Também são apresentados resultados de estimação da taxa de bits quando são usados modo fantasma e modo diferencial simultaneamente, e observou-se que ha um ganho de ate 60% quando foram usados este dois modos e vectoring. / Demand for bit rate is increasing every year, mainly due to the incorporation of online applications into people's life. So the companies which provide this type of service are always investing in research for technologies that enable increased bit rate with a good value for money. Following this perspective, this paper presents transmission phantom mode, which aims to increase the overall rate of transmission of bits in DSL systems when multiple copper pairs available. Here we also show results and discussions on performance of phantom mode. We discuss procedures for performing measurements in phantom mode at frequencies from 100 kHz to 300 MHz, in a way that allows the measurement of phantom mode and deferential mode with the same setup. New results are presented on the direct channel, far-end crosstalk (FEXT) and mode conversion for a Cat-5e cable of 50 meters. Among other facts, we verify large deference’s in the direct channel phantom mode when comparing rolled and unrolled cable measurements, and that manner how we build the phantom mode greatly inuences the behavior of the curves of direct channel, FEXT and mode conversion. We also present results of estimating bit rate when using phantom mode and deferential mode simultaneously, and observed that there is a gain of up to 60 when we use this two modes and vectoring.

The aerodynamic steering forces and moments on a wind tunnel model of an axisymmetric bluff body are altered by induced segmented attachment of the separated flow over an azimuthal Coanda surface. The model is suspended in the wind tunnel by eight thin wires for minimal support interference within the wake. Each wire is instrumented with a miniature strain gage sensor for direct dynamic force measurements. Control is effected by an array of synthetic jet actuators that emanate from narrow, azimuthally-segmented slots, within a backward facing step. The aerodynamic effects are characterized using hot-wire anemometry and PIV measurements. In the first set of experiments, the array of synthetic jets is distributed around the perimeter of the circular tail end which is extended into a Coanda surface. The fluidic actuation results in segmented vectoring of the separated base flow along the rear Coanda surface and induces asymmetric aerodynamic forces and moments that can effect steering during flight. Transitory modulation of the actuation waveform of multiple actuators around the tail leads to the generation of significant dynamic side forces of controlled magnitude and direction with the potential utility for flight stabilization and fast maneuvering. In a second set of experiments the array of the synthetic jets is placed upstream of a mid-body axisymmetric cavity. A single jet induces a quasi-steady, nearly-matched force couple at the upstream and downstream ends of the cavity. Furthermore, transitory activation of multiple jets can be used to control the onset and sequencing of the couple forces and therefore the resultant force and moment.