A basin analysis was conducted at the Conway Flat coast (Marlborough Fault Zone, South Island, New Zealand) to investigate the interaction of regional and local structure in a transpressional plate boundary and its control on basin formation. A multi-tiered approach has been employed involving: (i) detailed analysis of sedimentary deposits; (ii) geomorphic mapping of terraces, fault traces and lineaments; (iii) dating of deposits by 14C and OSL and (iv) the integration of data to form a basin-synthesis in a sequence stratigraphy framework. A complex thrust fault zone (the Hawkswood Thrust Fault Zone), originating at the hinge of the thrust-cored Hawkswood anticline, is interpreted to be a result of west-dipping thrust faults joining at depth with the Hundalee Fault and propagating eastwards. The faults uplift and dissect alluvial fans to form terraces along the Conway Flat coast that provide the necessary relief to form the fan deltas. These terrace/fan surfaces are ~9 km long and ~3 km wide, composite features, with their upper parts representing sub-aerial alluvial fans. These grade into delta plains of Quaternary Gilbert-style fan deltas. Uplift and incision have created excellent 3D views of the underlying Gilbert-style fan delta complexes from topsets to prodelta deposits. Erosive contacts between the Medina, Rafa, Ngaroma and modern Conway fan delta deposits, coupled with changes in terrace elevations allow an understanding of the development of multiple inset terraces along the Conway Flat coast. These terraces are divided into five stages of evolution based on variations in sedimentary facies and geomorphic mapping: Stage I involves the uplift of the Hawkswood Range and subsequent increased sedimentation rate such that alluvial fans prograded to the sea to form the Medina fan delta Terrace. Stage II began with a period of incision, from lowering sea level or changes in the uplift and sedimentation rate and continued with the deposition of the Dawn and Upham fan deltas. Stage III starts with the incision of the Rafa Terrace and deposition of aggradational terraces in the upper reaches. Stage IV initiated by a period of incision followed by deposition of estuarine facies at ~8ka and Stage V began with a period of incision and continues today with the infilling of the incised valley by the modern fan delta of the Conway River and its continued progradation. New dates from within the Gilbert-type fan deltas along the Conway Flat coast are presented, using OSL and 14C dating techniques. Faulting at the Conway Flat coast began ~ 94 ka, based on the development of the Medina Terrace fan delta with uplift rates ~1.38~1.42 m/ka. The interplay of tectonics and sea level fluctuations continued as the ~79 ka Rafa Terrace fan deltas were created, with uplift rates calculated at ~1.39 m/ka. Detailed 14C ages from paleoforest (~8.4-~6.4 ka) in the Ngaroma Terrace and from the mouths of smaller streams have established uplift rates during the Holocene ~1-3 m/ka, depending on sea level.

There is currently a great deal of interest within the aviation community in the design of small, slow-flying but manoeuvrable uninhabited vehicles for reconnaissance, surveillance, and search and rescue operations in urban environments. Inspired by observation of birds, insects, fish and cetaceans, flapping wings are being actively studied in the hope that they may provide greater propulsive efficiencies than propellers and rotors at low Reynolds numbers for such Micro-Air Vehicles (MAVs). Researchers have posited the Strouhal number (combining flapping frequency, amplitude and forward speed) as the parameter controlling flapping wing aerodynamics in cruising flight, although there is conflicting evidence. This thesis explores the effect of flapping frequency and amplitude on forces and wake structures, as well as physical mechanisms leading to optimum propulsive efficiency. Two-dimensional rigid airfoils are considered at Reynolds number 2,000 ??? 40,000. A compressible Navier-Stokes simulation is combined with numerical and analytical potential flow techniques to isolate and evaluate the effect of viscosity, leading and trailing edge vortex separation, and wake vortex dynamics. The wake structures of a plunging airfoil are shown to be sensitive to the flapping frequency independent of the Strouhal number. For a given frequency, the wake of the airfoil exhibits ???vortex lock-in??? as the amplitude of motion is increased, in a manner analogous to an oscillating circular cylinder. This is caused by interaction between the flapping frequency and the ???bluff-body??? vortex shedding frequency apparent even for streamlined airfoils at low Reynolds number. The thrust and propulsive efficiency of a plunging airfoil are also shown to be sensitive to the flapping frequency independent of Strouhal number. This dependence is the result of vortex shedding from the leading edge, and an interaction between the flapping frequency and the time for vortex formation, separation and convection over the airfoil surface. The observed propulsive efficiency peak for a pitching and plunging airfoil is shown to be the result of leading edge vortex shedding at low flapping frequencies (low Strouhal numbers), and high power requirements at large flapping amplitudes (high Strouhal numbers). The efficiency peak is governed by flapping frequency and amplitude separately, rather than the Strouhal number directly.

Le perçage vibratoire auto entretenu propose la rupture technologique nécessaire à une augmentation de la performance du perçage profond. Un porte outil spécifique a été conçu pour permettre les vibrations axiales, et se présente sous la forme d'un système masse ressort, dont les caractéristiques sont identifiés par l'utilisation de la théorie des lobes de stabilité. L'identification des caractéristiques géométriques d'un outil optimal passe par la caractérisation des aspects tribologiques, des caractéristiques mécaniques du matériau usiné, ainsi que la définition d'une préparation d'arête adéquate. Enfin, ce procédé étant piloté par l'énergie de la coupe, deux modèles d'effort ont été identifiés. La méthode CAM repose sur la discrétisation de l'effort de perçage lors de la phase de pénétration, alors que l'approche analytique permet de prédire l'effort à partir d'un modèle de coupe analytique identifié à partir d'essais de coupe oblique. / Self-sustained vibration drilling offers the technological breakthrough needed to increase the performance of deep drilling. A special tool holder is designed to allow axial vibration, and comes as a spring mass system, whose characteristics are identified by the use of the theory of stability lobes. Identification of the geometric characteristics of an optimal tool requires the characterization of tribological aspects, mechanical properties of the machined material, and the definition of a proper edge preparation. Finally, this process is driven by the energy of the cut, and two types of effort have been identified. The Edge-Material-Pair Method is based on the discretization of the drilling thrust force during penetration phase, while the analytical approach can predict forces from a cut pattern identified from oblique cutting tests.

Fundação de Amparo a Pesquisa do Estado de Minas Gerais / The aim of this work is to determine the life of twist drills used for dental implantology when drilling bovine tibia bones and to study the influence of the cutting conditions. The inputs variables considered were the cutting tool material, the feed velocity and the spindle speed. The outputs variables monitored were the number of drilled holes, the workpiece temperature, the thrust force and the tool wear. The tests were carried out in a CNC machine center and the cutting parameters were varied following a 23 experimental design. Three types of uncoated tool materials were used, a martensitic stainless steel (M340/Böhler), an austenitic stainless steel (AISI 316L) and a ceramic (zircon stabilized with Y2O3). The tool lives were expressed by the number of drilled holes considering a limit of the workpiece temperature of 47ºC, used as the end of tool life criterion. The temperatures were monitored by using three thermocouples of the type T (cupper-constantan) inserted in the work material samples, positioned very close to the drill wall. The thrust force was measured with a Kistler rotating dynamometer. A data acquisition board and a computer were used for automation of the measurement system. A mixture of 20% of car radiator fluid and water was applied as coolant (irrigation) with a flow rate of 160 ml/min. The results showed that the martensitic stainless steel outperformed the austenitic stainless steel and the ceramic material. The lowest temperatures and a conformity state at the clinic standard for thrust force values were obtained with the highest cutting parameters (45 mm/min and 2500 rpm). It was observed that the higher feed velocity promoted a temperature drop, while the higher spindle speed decreased the thrust force. / O objetivo deste trabalho é determinar a vida de brocas para implantodontia através de furação em tíbia bovina e estudar a influência das condições de corte utilizadas. As variáveis de entrada do trabalho foram o material de ferramenta, a velocidade de avanço e a rotação. E as variáveis de saída monitoradas foram o número de furos realizados, a temperatura próxima à parede óssea, a força de avanço e o desgaste das ferramentas. Os testes foram executados em um Centro de Usinagem variando os parâmetros de corte seguindo um planejamento experimental 23. Três tipos de materiais de ferramenta não revestidos foram utilizados, um aço inoxidável martensítico (M340/Böhler), um aço inoxidável austenítico (AISI 316L) e um cerâmico (zircônia estabilizada com Y2O3). A vida da ferramenta foi expressa pelo número de furos realizados considerando como critério de fim de vida a temperatura na peça igual a 47ºC. As temperaturas foram monitoradas pelo uso de três termopares do tipo T (cobre-constantan) inseridos no corpo-de-prova e posicionados próximo à parede do furo. A força de avanço foi medida com um dinamômetro rotativo Kistler. Uma placa de aquisição de dados e um computador foram utilizados para a automação do sistema de medição. Uma mistura de 20% de líquido de arrefecimento automotivo foi utilizada como refrigerante (irrigação) a uma vazão de 160 ml/min. Os resultados mostraram que o aço inoxidável martensítico superou o aço inoxidável austenítico e o material cerâmico. Menores temperaturas e um estado de conformidade aos padrões clínicos para valores de força de avanço foram obtidos com os maiores parâmetros de corte (45 mm/min e 2500 rpm). Observou-se que velocidade de avanço alta promove principalmente a queda da temperatura, enquanto a rotação elevada à queda na força de avanço. / Mestre em Engenharia Mecânica

In a synchronous machine, radial, tangential, and axial forces are generated. In this thesis, three different technologies to control them are proposed. The first one, involves the utilization of the radial forces that arise between the rotor and the stator. This is achieved by segmenting the rotor field winding into groups of poles and controlling their corresponding magnetization individually. This technology is particularly useful to achieve magnetic balance and to create controllable radial forces. The second technology, involves the control of the rotor field in order to influence the tangential forces that produce torque. This is achieved by inverting the rotor field winding polarity with respect to the stator field. With this technique, breaking and accelerating torques can be created. It is particularly useful to start a synchronous machine. Finally, the application of axial forces with a magnetic thrust bearing is discussed. The main benefits of this technology are higher efficiency and increased reliability. The work presented in this thesis was carried out within the Division of Electricity in the Department of Engineering Sciences at Uppsala University. It is based on original research supported by analytical calculations, computational simulations and extensive experimental work.

Stability is an important criterion in the design and performance of launch vehicles. Present day launch vehicles have become more and more flexible due to the constraints of weight reduction, necessarily imposed for enhanced performance of the vehicle. Due to higher flexibility, the launch vehicle stability becomes a concern. Instability in the launch vehicles has been noticed due to three major sources: thrust, aerodynamic forces and combustion induced instabilities. Instability in the launch vehicles may pose problem to the structural integrity leading to structural failure or it may lead to the deviation in the trajectory of the vehicle. Several structural failures of launch vehicles due to instabilities have been reported in the literature. The prediction of the structural response due to various excitations such as thrust and aerodynamic loading is essential to identify any failure scenarios and to limit the vibrations transmitted to the payload. Therefore, determination of dynamic and stability characteristics of a launch vehicle under the influence of different parameters, is of vital importance. Disciplines such as, flight mechanics (dynamics), structural dynamics, aerodynamics, propulsion, guidance and control are closely related in the design and analysis of launch vehicles. Typically, flight mechanics, guidance and control problems consider a rigid vehicle for modeling and simulation purposes. The disciplines of structural dynamics and aeroelasticity consider a flexible vehicle. In order to bring in the effect of flexibility on the flight dynamics of the launch vehicle, structural dynamics and aeroelasticity aspects need to be effected. The preliminary design of a new launch vehicle requires inputs from different disciplines and parametric studies are required to finalise the vehicle configuration. The study of the effect of different parameters on the dynamics and stability of launch vehicles is required. In this context, there is a need to develop an integrated approach that provides tools for the design and analysis of a launch vehicle. The availability of integrated modeling and simulation tools will reduce the requirement of costly prototype development and testing. In the present thesis, an attempt has been made to develop a numerical tool to conduct parametric studies for launch vehicle dynamics and stability. The developed tool is suitable for prediction of onset of instabilities under the influence of different parameters. The approach developed in this thesis is also well suited for specialized analysis of problems involving vertical launch, stage separation, engine shutdown and internal stress wave propagation related to structural integrity. Stability problems due to thrust and the aerodynamic forces (aeroelastic stability) in the launch vehicles/ missiles have been reported in the literature. Most of these works have modeled the vehicle as a beam or by using discrete degrees of freedom. In these works, the effect of thrust or aerodynamic forces on the flexible body modes is investigated and it is shown that the instability may occur in one of the bending modes due to change in the parameters such as thrust or aerodynamic forces. Traditionally, the dynamic characteristics are obtained in a body-fixed coordinate system, whereas the prediction of trajectory (rigid body dynamics) is carried out in an inertial frame of reference. Only few works have addressed the coupling of the rigid body motion and the flexible body dynamics of a vehicle. But these works also, do not consider the total derivative of displacements with respect to an inertial frame of reference. When the integrated equations of motion are derived in an inertial frame of reference, the rigid body motion and the elastic displacements are highly coupled. In this thesis, the rigid body motion and the flexible body dynamics is studied in an inertial frame of reference. The flexible body dynamics of the moving vehicle is studied in an inertial frame of reference, including velocity induced curvature effects, which have not been considered so far in the published literature. A detailed mechanics based model is developed to analyze the problem of structural instabilities in launch vehicles. Coupling among the rigid-body modes, the longitudinal vibrational modes and the transverse vibrational modes due to asymmetric lifting-body cross-section are considered. The model also incorporates the effects of aerodynamic forces and the propulsive thrust of the vehicle. The propulsive thrust is considered as a follower force. The model is one-dimensional, and it can be employed to idealized slender vehicles with complex shapes. The governing differential equations along with the boundary conditions are derived using Extended Hamilton’s principle. Subsequently, the modeling of the propulsive thrust and the aerodynamic forces are included in the formulation. In the literature, the propulsive thrust has generally been modeled as a follower force applied at the nozzle end. Few of the works in the literature have modeled the combustion process in the solid rocket motor and the liquid propellant engine in detail. This is required to understand the combustion induced instabilities. In the present thesis, the propulsive thrust is considered as a follower force and few of the combustion parameters affecting the thrust are considered. In the literature, the modeling of the aerodynamic forces acting on a launch vehicle has been carried out using general purpose computational fluid dynamics (CFD) codes or by using empirical methods. CFD codes are used to obtain the pressure and the shear stress distribution on the vehicle surface by the solution of Navier Stokes/ Euler equations. The empirical methods have been used to obtain the distributed aerodynamic forces acting on the vehicle. The aerodynamic forces are expressed in terms of distributed aerodynamic coefficients. In the present work, the modeling of the aerodynamic forces has been carried out in two different ways: using a CFD package and by using empirical methods. The stability of a system can be studied by determining the system response with time. Eigenvalue analysis is another tool to investigate the stability of a linear system. To study the stability characteristics of the system using eigenvalue analysis, a computational framework has been developed. For this purpose, the finite element discretization of the system is carried out. Further to that, two different methods are utilized for finite element discretization of the vehicle structure: Fourier Transform based Spectral Finite Element method (SFEM) and an hp Finite Element method (FEM). The conventional FEM is a versatile tool for modeling complicated structures and to obtain the solution of the system of equations for a variety of forcing functions. The SFEM is more suitable for obtaining the solution for simple 1D and 2D structures subjected to shock and transient loads, having high frequency content. In this thesis, the spectral finite element model is developed for a vehicle subjected to the propulsive thrust and the aerodynamic forces. Prediction of instability using SFEM, means solving a nonlinear eigenvalue problem. Standard computer codes or routines are not available for solving a nonlinear eigenvalue problem. A computer code has been written to solve the nonlinear eigenvalue problem using one of the algorithms available in the literature. An hp finite element model is also developed for launch vehicle. The finite element stiffness and damping matrices due to the thrust, the aerodynamic forces and the rigid body velocity and acceleration are derived using Lagrange’s equations of motion. A standard linear eigenvalue problem and a polynomial eigenvalue problem is formulated for determination of instability regimes of the vehicle. It is important to understand the influence of different parameters such as thrust, velocity, angle of attack etc. on the stability of a launch vehicle. Parametric studies are important during the preliminary design phase of a vehicle to identify the instability regimes. The design parameters can be changed to reduce the possibility of instabilities. Numerical simulations are carried out to determine the unstable regimes of a slender launch vehicle for propulsive thrust and velocity as the parameters, neglecting the aerodynamic forces. Comparison between the results based on a Fourier spectral finite element model and a hp finite element model are carried out. Phenomenon of static instability (divergence) and dynamic instability (flutter) are observed. Determination of mode shapes of the vehicle is important for deciding the placement of sensors and actuators on the vehicle. In this context, eigenvectors (mode shapes) for different end thrust and speed are analyzed. Further, numerical simulations are also carried out to determine the instabilities in a slender launch vehicle considering the combined effects of propulsive thrust, aerodynamic forces and mass variation. The finite element model simulation results for aeroelastic effects are compared with the published literature. Stability of a vehicle is analysed for velocity (free stream Mach number) as a parameter, at maximum propulsive thrust, including the effect of aerodynamic forces and mass variation. Phenomenon of static instability (divergence) and dynamic instability (flutter) are observed. With the increase in the Mach number, branching (splitting) and merging of the modes is observed. At higher Mach numbers, divergence and flutter are observed in different modes simultaneously. Numerical simulations are carried out for a typical nosecone launch vehicle configuration to analyse the aeroelastic stability at two different Mach numbers using empirical aerodynamic data. The phenomenon of flow separation and reattachment is observed at the cone-cylinder junction. The stability of a typical vehicle under propulsive thrust and aerodynamic forces is investigated using CFD derived aerodynamic data. The aerodynamic pressure and shear stress distribution for a launch vehicle are obtained from the CFD analysis. The effect of different parameters such as combustion chamber pressure, tip mass and slenderness ratio on the stability of a vehicle is studied. In the later part of the thesis, solution methodology for the time domain response for a coupled axial and transverse motion of a vehicle is developed. The axial responses (displacements and velocities) of a typical vehicle subjected to axial thrust are determined using direct integration of the equations of motion. The axial displacements due to two different thrust histories are compared. The axial velocities with time at different locations are determined. The time domain and the frequency domain responses for a representative vehicle subjected to a transverse shock force are determined using Spectral Finite Element method (SFEM). The system of equations for a coupled axial and transverse motion of a vehicle is developed. Numerical simulations are carried out to determine the coupled axial and transverse response of a vehicle subjected to axial and transverse forces. The coupling of rigid body motion with the elastic displacements is illustrated. The thesis is comprised of seven chapters. The first chapter gives a detailed introduction to launch vehicles and covers literature survey of launch vehicle dynamics and stability. The dynamics and stability related aspects of flexible structures are also discussed. In chapter 2, a detailed mathematical model of a slender launch vehicle is developed to analyze the problem of structural instabilities. Chapter 3 deals with the finite element discretization of the vehicle structure using two different methods: Fourier spectral finite element method and an hp finite element method. In chapters 4 and 5, numerical simulations are carried out to determine the instabilities in a slender launch vehicle considering the effects of propulsive thrust, aerodynamic forces and mass variation. In chapter 6, solution methodology for the time domain response for a coupled axial and transverse motion of a vehicle is developed. The last chapter gives the conclusions and the future scope of work. To summarize, this thesis is a comprehensive document, that not only describes some detailed mathematical models for launch vehicle stability studies, but also presents the effect of aerodynamic, propulsion and structural loads on the launch vehicle stability. Linear stability analysis of a representative vehicle is carried out for prediction of onset of the instabilities under the influence of different parameters such as velocity, thrust, combustion factors etc. The correlation between the stability analysis and the time domain response is established. In short, the matter presented in this thesis can serve as a useful design aide for those working in the launch vehicle design.

Ce travail a pour but d’étudier les paramètres physico-chimiques qui contrôlent les transferts de matière ainsi que la formation et l’évolution des argiles dans des failles chevauchantes en environnement sédimentaire. Deux failles chevauchantes pyrénéennes de faible grade métamorphique ont été étudiées : la faille de Millaris (cf. Mont Perdu) et le chevauchement du Pic-de-Port-Vieux (cf. Gavarnie). Dans la faille de Millaris, la déformation s’accompagne principalement d’une dissolution de la calcite matricielle par pression-solution induisant un changement de volume de la roche de 20 à 40%. Le chevauchement du Pic-de-Port-Vieux enregistre des modifications importantes au coeur de la faille mais aussi dans la zone d’endommagement. Dans les calcaires du mur du chevauchement, une mylonitisation est associée à une dissolution partielle des dolomites en présence de fluides ne dépassant pas 320-340°C. Dans les pélites du toit du chevauchement, la dissolution de l’hématite par un fluide réducteur entraine un changement de l’état redox de la roche (confirmé par spectroscopie Mössbauer) et la précipitation de chlorite dans des veines syncinématiques. Des chlorites à zonations chimiques oscillatoires présentes dans certaines veines révèlent, en combinant cartographie chimique à la microsonde, mesures de l’état redox par μXANES et thermométrie, des variations cycliques de température d’au moins 50°C au cours de la cristallisation. Un processus de valves sismiques pourrait donc être associé à la mise en place du chevauchement du Pic de Port Vieux. / This work aims to study the physical and chemical parameters that control the mass-transfer and the clays formation and evolution in sedimentary environment thrust faults. Two Pyrenean thrust faults in low metamorphic grade were studied: the Millaris fault (related to Mont Perdu) and the Pic-de-Port-Vieux thrust (related to Gavarnie). In the Millaris fault, the deformation is accompanied mainly by dissolution of the matrix calcite by pressure-solution which induces a volume change of the rock from 20 to 40%. The Pic-de-Port-Vieux thrust records significant changes in the fault core-zone, but in the damaged zone also. In the footwall limestone, a mylonitisation is associated with a partial dissolution of dolomite in the presence of not exceeding 320-340°C fluids. In the hanging-wall pelites, the hematite dissolution by a reducing fluid causes a redox state change of the rock (confirmed by Mössbauer spectroscopy) and chlorite precipitation in synkinematic veins. Oscillatory zoning pattern chlorites located in some shearing veins revealed, by combining chemical mapping microprobe, redox state measurements with μ-XANES and thermometry, cyclic temperature variations of at least 50°C during the crystallization. A seismic valves process could be associated to Pic-de-Port-Vieux thrusting.

This diploma thesis deal with project of service lift. The service lift is drive by special mechanism using thrust chain. The chain is led from chain accumulator over sprocket gear to vertical guiding groove. Lift car is connected to the end of chain. There are designed and described the most important constructional unit of service lift in this thesis. But the most attention is pay to drive, including break system and chain accumulator. The drive is consist of electric motor, clutch, break, planetary gearbox and sprocket gear.

Diplomová práce se zabývá analýzou technologie vysoceproduktivního vystružování. V rámci práce byly provedeny testy vystružování za různých technologických podmínek (vc=40, 60, 80, 100 m/min; f=0.2, 0.4, 0.6, 0.8 mm) na materiálu austenitické oceli DIN 1.4404 při použití vystružovací hlavicí MT3. Jednotlivé operace vystružování byly porovnány z hlediska parametrů jako tlačná síla, krouticí moment, výsledná drsnost obrobeného povrchu a dále z hlediska tvaru třísky. Následně byly vypočítány průměrné hodnoty a směrodatná odchylka naměřených parametrů. Dále bylo provedeno porovnání pomocí diagramů. Výsledky ukazují lepší kvalitu, nižší drsnost povrchu (Ra 0,37 µm) a méně zdeformovanou třísku při pomalejších řezných rychlostech (40 m/min) a menším posuvu na otáčku (0,2 mm). Výsledky také ukazují nárůst tlačné síly a krouticího momentu za uvedených technologických podmínek. Při zvyšující se řezné rychlosti vystružování tyto silové účinky klesají.

For performance optimisation of modern liquid cryogenic bipropellant rocket combustion chambers, one component which plays an important role in reducing the wall side heat flux, is the behaviour of the cooling film. At the Institute of Space Propulsion of the German Aerospace Center (DLR) in Lampoldshausen, hot test runs have been performed using the experimental combustion chamber BKM, to investigate the wall side heat flux which is -- among other factors -- dependent on cooling film properties. To gain more insight into the film behaviour under real rocket-like conditions, optical diagnostics have been applied. The chosen methods were shadowgraphy and OH* imaging producing optical data sets which are analysed in this study. In this context, a description of the necessary background information is given, concerning rocket combustion chambers, film cooling and optical diagnostics of O2/H2 combustion. The applied methodology for optical analysis is described, followed by a presentation of the results. During the test campaign, it became clear that the optical setup was not optimised for creating meaningful shadowgraphy recordings which is why the shadowgraphy data has to be treated as flame emission imaging. The behaviour of the gas layer adjacent to the chamber wall could be characterised based on qualitative (luminosity, LOx shadow, reflection, recirculation zone and flame shape) and quantitative (layer thickness, layer length, pressure conditions) analysis. The thickness could be identified for each load step and an average length of the layer was found as well. OH* imaging has been used supplementary to support the observations from the flame emission images. An in depth frame by frame analysis was not possible due to time constraints. However, the time averaged images yielded results in accordance to the flame emission and could give a relative figure for the temperature distribution in the combustion volume. An artefact in the data was found, stemming presumably from the image intensifier. This artefact needs to be researched for a future error reduction in the data of this and other campaigns. Additionally, the thickness of the layer suggested a correlation to the models for film cooling efficiency. Such a correlation could not be established. Nevertheless, the film cooling models show the same behaviour as the data obtained from the flame emission imaging. Finally, suggestions are given how the data analysis and the optical setup could be improved for future, similar campaigns.