A non-intrusive direct-measuring skin friction device with a rubber RTV sheet over the surface of the floating head, gap and housing was developed for application in 3D, unsteady, transonic flight conditions. Design conditions required optimum gage performance at altitudes ranging from 15,000 to 45,000 feet, Mach numbers ranging from 0.6 to 0.99 resulting in shear values of 0.3 to 1.5 psf. under vibration conditions up to 8.0 grms over a 15 - 2,000 Hz frequency range. The gage consisted of a rubber RTV sheet-coated floating element attached to an aluminum cantilevered beam. A dual-axis, full bridge strain gage configuration was used with the application of semi-conductor strain gages to increase instrument sensitivity. The gage was studied with and without a viscous liquid (glycerin) fill in the housing. Vibration verification testing was performed at 1.0 grms in the Virginia Tech modal analysis lab to ensure adequate damping performance over a 0−3200 Hz frequency range. Tests revealed that the rubber RTV compound sheet provided adequate viscoelastic damping, with or without viscous liquid fill. Gage performance verification testing was performed on in the Virginia Tech supersonic wind tunnel at shear levels of tw = 3.9 to 5.3 psf in a Mach 2.4 flow. Skin friction values in good agreement with previous testing and analytical predictions were obtained from the tests with adequate damping in the low vibration environment of the Virginia Tech supersonic wind tunnel. The gage proved robust as it survived repeated runs including the violent start and unstart processes typical of a supersonic, blowdown wind tunnel. Flight tests were performed at NASA Dryden Flight Research Center, with the gage mounted in a plate suspended below an F-15 aircraft. This provided a mildly 3D, turbulent boundary layer on a vibrating surface. The gage was tested without liquid fill in the gage cavity, and it performed satisfactorily in this high vibration environment. The gage demonstrated adequate damping and good robustness, surviving the complete flight test intact and remained fully operational. The sensor measured skin friction values 30%-50% higher than those predicted by indirect methods and analogies generally valid for 2D, steady flows. The gage indicated trends in skin friction values for different flight conditions in good agreement with the other methods. Possible reasons for the differences in numerical values are discussed in detail, including potential uncertainties in the gage output and limitations and uncertainties in the methods used for comparison. Finally, suggestions for further development of such gages are provided for flight test applications. / Master of Science

The journey for my thesis wanted to be romantic and fantastic like our lives. We can maintain daily life in any given day with short compositions of memories. Every time you think about a moment, the memory reveals a different color and odor. The memory cam improve and become more romantic in its recollections as it becomes more significant in our lives. I think that architecture has the similar logic with life. In the beginning we don't know what to expect. As our experiences grow, the images we absorb and imagine blink with the poetry of sense and imagination. The true image comes alive in a moment. In order to have such short and meaningful moments in architecture, I interpreted and adopted notions from the book "Air and Dream: Imagination of Movement." by Gaston Bachelard (1884-1962). Dynamic Imagination was the key to my exploration. I dreamed and flew through the air with his poems and ideas.Watercolor was the main media I used to explore the moments of understanding between Bachelard and myself. Drawings and images from Bruno Taut and Yves Klein inspired me and lifted me higher and higher. Louis Sullivan was a nice guest to join in my journey and keep me close to the ground. Most of all, after struggling with material and structure, I could convert my imaginary space for oneric flight into a place to reside. Sun and moon, river and wind, fairytales from my mother, these things came together to finally give birth to my project. Now I am telling you about a building, which is located in Georgetown, in Washington DC. It is a place to record your voice, to write and read letters from your friends and to store personal belongings with the letters. / Master of Architecture

Atmospheric Flight Mechanics (AFM) is one of the cornerstones of aeronautical engineering and includes subjects like aerodynamic prediction, stability and control, dynamics, and vehicle design. These topics are critical to the success of aircraft development, so AFM is considered one of the most important foundational knowledge areas for aerospace engineering. Unfortunately, students graduating from aerospace engineering programs are often underprepared to perform in AFM jobs. This ongoing research focuses on developing a blueprint for assessing conceptual understanding of AFM concepts. Since existing literature suggests that novices and experts organize knowledge differently, comparing students' and experts' mental models can shine a light on the alternative conceptions that students retain post-instruction. As such, framing the study around synthetic mental models can be advantageous. To explore these mental models, three types of data have been collected and analyzed. Document analysis was done on course documents to identify what concept relationships were being presented to the students. Class observations were conducted to analyze how concepts are introduced to students and what relationships are highlighted by the instructor. Finally, a concept mapping activity was facilitated to study the mental models that the students built after instruction. The results show a lack of synthetization between the knowledge introduced in the classroom and students' prior knowledge which translated into student mental models that do not meet some of the expectations of the course. Moreover, this study highlights the importance of the instructor's awareness of their own expectations for learning and knowledge synthetization in the design of an AFM course. / Doctor of Philosophy / Conceptual understanding research has often focused on how students develop their understanding of scientific concepts that are difficult to grasp. Through this research, many assessment techniques have been developed and implemented in the design of STEM courses. However, many of these techniques and implementations have been limited to K-12 or introductory engineering courses. Atmospheric Flight Mechanics (AFM) is an important part of the aerospace curriculum that has yet to be studied under the conceptual understanding lens. The goal of this study was to investigate how students develop AFM conceptual understanding using a synthetic mental model framework. This study focused on answering three questions, how are students being introduced to AFM concepts?, how do students' mental models develop throughout the semester?, and how do the students' and instructor's mental models compare?. Through the exploration of class documents, class observations, and concept mapping activities, this research found that students are having a hard time making sense of new knowledge based on their previous understanding of similar topics. By trying to integrate this new knowledge with their previous mental models, students are developing synthetic mental models that do not align with the scientific explanations of the topic. This study also found that instructors are often unaware of their own knowledge and expectations for learning which makes knowledge synthetization harder for the students. Therefore, addressing these issues during course design could make an AFM course easier to understand for students.

Tesis por compendio / [EN] The management of Rhynchophorus ferrugineus (Coleoptera: Dryophthoridae), the worst threat for palm trees worldwide, consists in several preventive and curative techniques, but because of its low efficacy the insect still causes major economic and landscape losses. In order to define aspects that have facilitated its rapid dispersal and contribute to improving its management, the effects of vision and flight, which influence the mobility of R. ferrugineus, have been analysed. The chromatic preference of R. ferrugineus has been studied by analysing their captures in coloured bucket traps. Black traps capture the highest number of insects compared with the other colours studied, both when they contain olfactory attractants, as when these compounds are not used, demonstrating that colour by itself is a crucial attraction factor. Moreover, the spectral reflectance of studied colours and of some P. canariensis tissues has been analysed. The wavelength spectrum of black shows great similarity to that of fibres of P. canariensis, so this may be the reason why R. ferrugineus prefers this colour. Regarding sex ratio of the insect in traps, female captures are significantly greater in those baited with olfactory attractants. However, a higher number of female captures does not always occur when these compounds are not used. On the other hand, the study of sex ratio in natural populations of the insect demonstrates that the proportion is one female per male. Therefore, the greater number of captures of females in commercial traps is due exclusively to their greater attraction towards the olfactory attractants used. Another of the analysed aspects has been the flight potential of R. ferrugineus under laboratory conditions. In order to know more about the mobility of this insect, different parameters have been studied using a computer-monitored flight mill. The selected parameters used to define the R. ferrugineus flight potential have been the number of flights, total distance flown, longest single flight, flight duration, and average and maximum speed. Moreover, the influence of sex, body size, and age of the adults on the aforementioned parameters has been examined. R. ferrugineus sex does not have a significant effect on the compared flight parameters. The body size in females is significantly greater, but this does not influence their flight potential. A higher percentage of flight is observed for adults with an age range of 8-23 days old, compared to the 1-7 day old adults. However, age does not significantly influence their flight potential. By analysing the longest single flight undertaken by each adult, up to 63% of the insects can be classified as short-distance flyers (<500m), 27.3% as medium-distance flyers (500-5000m), and >9% as long-distance flyers (>5000m). Finally, the flight behaviour and dispersal of R. ferrugineus have been analysed under field conditions using the mark-release-recapture method. This test focused on detecting the influence of different factors, such as sex, temperature, relative humidity, and solar radiation, in the take-off and dispersal of the adult insects. Take-off probability of R. ferrugineus adults is significantly greater in males Moreover, this probability increases when temperature and solar radiation rise. Concerning the insect dispersal by flying, the number of recaptures is influenced by temperature, increasing significantly when this factor increases. Likewise, dispersal distances also increase significantly as temperatures rise. The insect tends to fly distances <500m (77.1% of recaptured adults), following the same tendency observed in studies performed using the flight mill. However, R. ferrugineus is able to travel up to 7km, being recorded under laboratory conditions a potential flight up to 20km. To conclude, dispersal time of the adults is very short (more than 90% of the adults were recaptured during the first 7 days), being significantly lower when relative humidity increases. / [ES] El manejo de Rhynchophorus ferrugineus (Coleoptera: Dryophthoridae), una de las peores amenazas para las palmeras en el mundo, se lleva a cabo mediante la aplicación de diversas técnicas de prevención y control, pero debido a la baja eficacia de éstas la plaga continúa causando importantes pérdidas económicas y paisajísticas. Para definir los aspectos que han intervenido en su dispersión y contribuir a mejorar su manejo, se ha analizado el efecto de la visión y el vuelo en la movilidad de los adultos de R. ferrugineus. Se ha estudiado la preferencia cromática mediante el análisis de sus capturas en trampas cubo coloreadas. Las trampas negras capturan el mayor nº de insectos en comparación con el resto de colores estudiados, tanto cuando contienen atrayentes olfativos como cuando no los contienen, demostrando que el color por sí mismo es un factor importante de atracción. Además, se ha analizado el espectro de longitud de onda de los colores estudiados y de diversos tejidos de P. canariensis. El espectro del color negro muestra gran similitud con el de las fibras de P. canariensis, es por esto por lo que R. ferrugineus podría presentar esta preferencia. En relación a la proporción de sexos en trampas que contienen atrayentes olfativos, las capturas de hembras son significativamente más elevadas. En cambio, sin éstos no siempre se produce un mayor nº de capturas de este sexo. Por otro lado, el estudio de la proporción de sexos en poblaciones naturales muestra una ratio de una hembra por macho. Por tanto, las mayores capturas de hembras en trampas se deben a una mayor atracción de éstas hacia los atrayentes olfativos. Otro aspecto estudiado ha sido el potencial de vuelo de R. ferrugineus bajo condiciones de laboratorio. Con la finalidad de conocer la movilidad de este insecto se han analizado diversos parámetros mediante la utilización de un molinillo de vuelo computerizado. Los parámetros estudiados han sido: nº vuelos, distancia total volada, vuelo más largo, duración del vuelo y velocidades media y máxima. Además, se ha analizado como influye el sexo, el tamaño del cuerpo y la edad de los adultos en dichos parámetros de vuelo. El sexo de R. ferrugineus no muestra un efecto significativo sobre los parámetros de vuelo comparados. El tamaño del cuerpo de las hembras es significativamente mayor, pero no influye estadísticamente en su potencial de vuelo. En adultos con edades de entre 8-23 días se observa un mayor porcentaje de vuelo que en aquellos con 1-7 días de edad. En cambio, la edad no influye significativamente sobre su potencial de vuelo. Al analizar el vuelo más largo, obtenemos que >63% de los insectos se clasifican como voladores de corta distancia (<500m), el 27.3% de media distancia (500-5000m), y >9% de larga distancia (>5000m). Finalmente, se ha analizado en campo el comportamiento de vuelo y dispersión de R. ferrugineus mediante la técnica de marcaje-suelta-recaptura. Este ensayo ha permitido estudiar la influencia del sexo, la temperatura (Tª), la humedad relativa y la radiación solar, en el despegue y dispersión de los adultos. La probabilidad de despegue de R. ferrugineus es significativamente mayor en machos. Además, esta probabilidad se incrementa cuando la Tª y la radiación solar aumentan. Respecto a la dispersión del insecto mediante el vuelo, el nº de recapturas se ve influenciado por la Tª, aumentando significativamente cuando ésta se incrementa. De la misma manera, las distancias de dispersión también se incrementan significativamente a media que lo hace la Tª. El insecto tiende a volar distancias <500m (77.1% de los adultos recapturados), siguiendo la misma tendencia observada en laboratorio. No obstante, R. ferrugineus es capaz de recorrer hasta 7km, llegando a registrarse vuelos potenciales en laboratorio de hasta 20km. Por último, el tiempo de dispersión de los adultos es muy corto (>90% se recapturaron en los 7 primeros días), reduciéndose / [CA] El maneig de Rhynchophorus ferrugineus (Coleoptera: Dryophthoridae), una de les pitjors amenaces per a les palmeres en tot el món, es porta a terme mitjançant l'aplicació de diverses tècniques de prevenció i control, però degut a la baixa eficàcia d'aquestes l'insecte continua causant importants pèrdues econòmiques i paisatgístiques. Per a definir els aspectes que han intervingut en la seua dispersió i contribuir a la millora del seu maneig, s'ha analitzat l'efecte que tenen la visió i el vol en la mobilitat dels adults de R. ferrugineus. S'ha estudiat la preferència cromàtica mitjançant l'anàlisi de les seues captures en trampes poal acolorides. Les trampes negres capturen el major nombre d'insectes en comparació amb la resta de colors estudiats, tant quan contenen atraients olfactius com quan no els contenen, demostrant que el color per ell mateix és un factor important d'atracció. A més, s'ha analitzat l'espectre de longitud d'ona dels colors estudiats i de diversos teixits de P. canariensis. L'espectre del color negre mostra gran similitud amb el de les fibres de P. canariensis, és per açò pel que R. ferrugineus podria presentar aquesta preferència. En relació a la proporció de sexes a les trampes que contenen atraients olfactius, les captures de femelles són significativament més elevades. En canvi, sense aquests no sempre es produeix un major nombre de captures d'aquest sexe. Per altra banda, l'estudi de la proporció de sexes en poblacions naturals demostra que la ràtio és d'una femella per mascle. Per tant, les majors captures de femelles en trampes es deuen a una major atracció d'aquestes cap als atraients olfactius utilitzats. Altre aspecte estudiat ha sigut el potencial de vol de R. ferrugineus sota condicions de laboratori. Amb la finalitat de conèixer la mobilitat d'aquest insecte s'han analitzat diversos paràmetres mitjançant la utilització d'un molinet de vol computeritzat. Els paràmetres estudiats han sigut: nombre de vols, distància total volada, vol més llarg, duració del vol i velocitats mitjana i màxima dels vols. A més, s'ha analitzat com influeixen el sexe, el tamany del cos i l'edat dels adults en dits paràmetres de vol. El sexe de R. ferrugineus no mostra un efecte significatiu sobre els paràmetres de vol comparats. El tamany del cos de les femelles és significativament major, però no influeix estadísticament en el seu potencial de vol. En adults amb edats d'entre 8-23 dies s'observa un major percentatge de vol que en aquells amb 1-7 dies d'edat. En canvi, l'edat no influeix significativament sobre el seu potencial de vol. En analitzar el vol més llarg, obtenim que més del 63% dels insectes es classifiquen com voladors de curta distància (<500m), el 27.3% de mitja distància (500-5000m), i >9% de llarga distància (>5000m). Finalment, s'ha analitzat en camp el comportament de vol i dispersió de R. ferrugineus mitjançant la tècnica de marcatge-solta-recaptura. Aquest assaig ha permès estudiar la influència del sexe, la temperatura, la humitat relativa i la radiació solar, en l'enlairament i dispersió dels adults. La probabilitat d'enlairament de R. ferrugineus és significativament major en mascles A més, aquesta probabilitat s'incrementa quan la temperatura i la radiació solar augmenten. Respecte a la dispersió de l'insecte mitjançant el vol, el nombre de recaptures es veu influenciat per la temperatura, augmentant significativament quan aquesta s'incrementa. De la mateixa manera, les distàncies de dispersió també s'incrementen significativament a mesura que ho fa la temperatura. L'insecte tendeix a volar distàncies <500m (77.1% dels adults recapturats), seguint la mateixa tendència observada en laboratori. No obstant, R. ferrugineus és capaç de recórrer fins a 7km, arribant-se a registrar vols potencials en laboratori de fins a 20km. Per últim, el temps de dispersió dels adults és molt curt (>90% es recapturaren en els 7 primers die / Ávalos Masó, JA. (2015). Factors influencing the mobility of Red Palm Weevil Rhynchophorus ferrugineus (Coleoptera: Dryophthoridae) adults [Tesis doctoral]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/59394 / Compendio

There is a great need for a graphic simulation system used as a training device to take the place of actual flying. A good system will greatly reduce the cost of training men as well as cut down on casualties. Several systems have been tried and are now in use. Among them are two that are worthy of more study. These are the CCTV or model board and the digital systems. Both have several disadvantages that create a need for a new system. One such system is an optically based digitally processes system that combines the best features of two previous systems. This system uses charge-coupled-device memories that are digitally accessed by a microcomputer based system. The information from the CCD's is then processed and calculations are performed on it to transform it into a form that can be displayed on a cockpit-like screen. The system also allows for interaction between the pilot and itself.

This report will describe the process of transport delay measurement along several points in the signal path for piloted flight simulators. Measurements were made in both the frequency and time domain. A new method for collecting data from video transitions was designed and tested. The accuracy and ease of use of the new method was compared to the previous data collection method. The transport delays for individual pieces of equipment were determined as well as the delays associated with the computational flow of two vehicle math models. Hardware and software was then modified to significantly improve the overall transport delay characteristics of the simulation. / Master of Science

This thesis deals with innovative concept of air traffic operations such as Free Flight. First, a baseline is established to determine how controllers operate under the current operation guidelines. Then flight trajectories are developed for different alternatives to the Free Flight operational concept. Finally, a comparison of these Free Flight alternatives with current operational concept is conducted to investigate an impact of Free Flight on Air Traffic Control. With the powerful features of optimization, graphics, and hierarchical modeling, the MATLAB toolboxes proved to be effective in the modeling process involved in this research. / Master of Science

Infants and young children with tracheostomies need better respiratory monitors. Mucus in the tracheostomy tube presents a serious choking hazard.  Current devices indirectly detect respiration, often yielding false or delayed alarms.  A compact ultrasonic time-of-flight (TOF) airflow sensor capable of attaching directly to the tracheostomy tube has been developed to address this need.  The ultrasonic flow sensing principle, also known as transit time ultrasound, is a robust method that correlates the timing of acoustic signals to velocity measurement.  The compact prototype developed here can non-invasively measure all airflow into and out of a patient, so that breath interruption can easily be detected. This paper concerns technical design of the sensor, including the transducers, analog/digital electronics, and embedded systems hardware/software integration.   Inside the sensor's flow chamber, two piezoelectric transducers sequentially transmit and receive ping-like acoustic pulses propagating upstream and downstream of flow.  A microcontroller orchestrates measurement cycles, which consist of the transmission, reception, and signal processing of each acoustic pulse.  The velocity and direction of airflow influence transit time of the acoustic signals.  Combining TOF measurements with the known geometry of the flow chamber, average air velocity and volumetric flow rate can be calculated.  These principles have all been demonstrated successfully by the prototype sensor developed in this research. / Master of Science

Control Allocation as it pertains to aerospace vehicles, describes the way in which control surfaces on the outside of an aircraft are deflected when the pilot moves the control stick inside the cockpit. Previously, control allocation was performed by a series of cables and push rods, which connected the 3 classical control surfaces (ailerons, elevators, and rudder), to the 3 cockpit controls (longitudinal stick, lateral stick, and rudder pedals). In modern tactical aircraft however, it is not uncommon to find as many as 10 or more control surfaces which, instead of being moved by mechanical linkages, are connected together by complex electrical and/or hydraulic circuits. Because of the large number of effectors, there can no longer be a one-to-one correspondence between surface deflections on the outside of the cockpit to pilot controls on the inside. In addition, these exterior control surfaces have limits which restrict the distance that they can move as well as the speed at at which they can move. The purpose of Constrained Control Allocation is to deflect the numerous control surfaces in response to pilot commands in the most efficient combinations, while keeping in mind that they can only move so far and so fast. The implementation issues of Constrained Control Allocation techniques are discussed, and an aerodynamic model of a highly modified F-15 aircraft is used to demonstrate the various aspects of Constrained Control Allocation. This work was conducted under NASA research grant NAG-1-1449 supervised by John Foster of the NASA Langley Research Center / Master of Science

No description available.