继续投资航空维修业?

航空维修业正处在发展的十字路口.一些航空公司将其维修业务剥离出去以增加现金流,独立的航空维修企业正在进行调整以应对不断改变的市场环境,更多的维修企业则在寻求新的投资和合作伙伴.     

V.L.A. observations of flare build-up in coronal loops

Very Large Array (V.L.A.) measurements at 20 cm wavelength map emission from coronal loops with second-of-arc angular resolution at time intervals as short as 3.3 seconds. The total intensity of the 20 cm emission describes the evolution and structure of the hot plasma that is detected by satellite X-ray observations of coronal loops. The circular polarization of the 20 cm emission describes the evolution, strength and structure of the coronal magnetic field. Preburst heating and magnetic changes that precede burst emission on time scales of between 1 and 30 minutes are discussed. Simultaneous 20 cm and soft X-ray observations indicate an electron temperature $\text{T}{}_{\mathrm{e}}\textcolor{red}{}\text{2.5 × 10}{}^7\text{K}$ and electron density $\text{N}{}_{\mathrm{e}}\textcolor{red}{}\text{10}{}^{10}\text{cm}{}^{\mathrm{?3}}$ during preburst heating in a coronal loop that was also associated with twisting of the entire loop in space. We also discuss the successive triggering of bursts from adjacent coronal loops; highly polarized emission from the legs of loops with large intensity changes over a 32 MHz change in observing frequency; and apparent motions of hot plasma within coronal loops at velocities V > 2,000 kilometerspersecond.     

X-ray burst sources — A simple two zone model

With the help of a very simple two zone model, we demonstrate the possibility of periodic thermal relaxation (limit cycle) oscillations in the helium burning envelope of accreting neutron stars. Physically reasonable model parameters can be chosen which yield agreement with the observed features of x-ray bursts and we suggest that this limit cycle is operative in neutron stars which have an accretion rate in a specific range. For hydrogen burning a similar cycle is possible, but it operates at such high temperatures that an unrealistically large accretion rate would be required.     

Computer modeling of test particle acceleration at oblique shocks

We review the basic techniques and results of numerical codes used to model the acceleration of charged particles at oblique, fast-mode, collisionless shocks. The emphasis is upon models in which accelerated particles (ions) are treated as test particles, and particle dynamics is calculated by numerically integrating along exact phase-space orbits. We first review the case where ions are sufficiently energetic so that the shock can be approximated by a planar discontinuity, and where the electromagnetic fields on both sides of the shock are defined at the outset of each computer run. When the fields are uniform and static, particles are accelerated by the scatter-free drift acceleration process at a single shock encounter. We review the characteristics of scatter-free drift acceleration by considering how an incident particle distribution is modified by interacting with a shock. Next we discuss drift acceleration when magnetic fluctuations are introduced on both sides of the shock, and compare these results with those obtained under scatter-free conditions. We describe the modeling of multiple shock encounters, discuss specific applications, and compare the model predictions with theory. Finally, we review some recent numerical simulations that illustrate the importance of shock structure to both the ion injection process and to the acceleration of ions to high energies at quasi-perpendicular shocks.     

Multiple wavelength observations of flaring active regions

We present observations of flaring active regions with the Very Large Array (V.L.A. at 6 cm and 20 cm wavelengths) and the Westerbork Synthesis Radio Telescope (W.S.R.T. at 6 cm wavelength). These are compared with photospheric magnetograms (Meudon) and with Hα and offband Hα photographs (Big Bear and Ottawa River Solar Observatories). The 6 cm radiation of these active regions marks the legs of dipolar loops which have their footpoints in lower-lying sunspots. The intense, million degree radiation at 6 cm lies above sunspot umbrae in coronal regions where the longitudinal magnetic field strength H_? = 600 Gauss and the height above the sunspot umbrae h = 3.5±0.5 × 10⁹ cm. Circularly polarized horseshoe structures at 6 cm ring the sunspot umbrae. The high degree of circular polarization (?_c = 95%) of the horseshoes is attributed to gyroresonant emission above sunspot^? penumbrae. The 20 cm radiation of these active regions exhibits looplike coronal structures which extend across regions of opposite magnetic polarity in the underlying photosphere. The 20 cm loops are the radio wavelength counterparts of the X-ray coronal loops. We infer semilengths L = 5 × 10⁹ cm, maximum electron temperatures T_e(max) = 3 × 10⁶ K, emission measures ∫N_e²d$\text{l}$ = 10²⁸ cm^?5, and electron densities N_e = 10⁹ cm^?3 (or pressures p = 1 dyn cm^?2) for the 20 cm bremsstrahlung. A total of eight solar bursts were observed at 6 cm or 20 cm wavelength with second-of-arc angular resolution. The regions of burst energy were all resolved with angular sizes between 5″ and 30″, brightness temperatures between 2 × 10⁷ K and 2 × 10⁸ K, and degrees of circular polarization between 10% and 90%. The impulsive phase of the radio bursts are located near the magnetic neutral lines of the active regions, and between the flaring Hα kernels which mark the footpoints of magnetic loops. In one case there was preburst heating in the coronal loop in which a burst occurred. Snapshot maps at 10 s intervals reveal interesting burst evolution including rapid changes of circular polarization and an impulsive burst which was physically separated from both the preburst radio emission and the gradual decay phase of the burst.     

Social desirability bias in personality testing: implications for astronaut selection

The assessment of personality is recognized by space agencies as an approach to identify candidates likely to perform optimally during spaceflights. In the use of personality scales for selection, the impact of social desirability (SD) has been cited as a concern. Study 1 addressed the impact of SD on responses to the Personality Characteristic Inventory(PCI) and NEO-FFI. This was achieved by contrasting scores from active astronauts (N=65) with scores of successful astronaut applicants (N=63), and between pilots applicants (N=1271) and pilot research subjects (N=120). Secondly, personality scores were correlated with scores on the Marlow Crown Social Desirability Scale among applicants to managerial positions (N=120). The results indicated that SD inflated scores on PCI scales assessing negative interpersonal characteristics, and impacted on four of five scales in NEO-FFI. Still, the effect sizes were small or moderate. Study 2 addressed performance implications of SD during an assessment of males applying to work as rescue personnel operations in the North Sea (N=22). The results showed that SD correlated negatively with cognitive test performance, and positively with discrepancy in performance ratings between self and two observers. In conclusion, caution is needed in interpreting personality scores in applicant populations. SD maybe a negative predictor for performance under stress.     

The failure of marginal detonations in expanding channels

Critical conditions for detonation failure due to tube expansion have been observed in marginal detonations propagating in a in. (6.35 × 76.2 mm) channel. In these experiments, a well established marginal detonation propagating in the narrow channel entered a test section in which one of the narrow walls was inclined to the central axis at positive angles which ranged from 10° to 45°. Experiments were performed at pressures ranging from 60 to 200 torr (8 to 26.7 kPa) in stoichiometric hydrogen-oxygen mixtures diluted with 20, 50 and 70% argon. Smoke track records obtained on the surface which is the major dimension of the tube, were used to determine failure, incipient failure or self-sustenance of the entering wave.Because of the narrow tube used in the studies the incident waves were marginal in that their velocity was below the expected CJ (Chapman-Jouguet) value, their transverse wave spacing was larger than one would see in a large tube, and the transverse waves were of greater strength than in an ordinary detonation. All of these indicators of marginal behavior became progressively more pronounced as the pressure dropped from 200 torr (26.7 kPa) to the limit pressure of approximately 58 torr (7.73 kPa).The most interesting result of this experimental investigation is that the theoretical analyses predicted that simple one-dimensional opening of the tube should not show a pressure dependence to failure, while the experiments showed a definite decrease in the opening angle required for failure as initial pressure decreased. This behavior is related to the marginality of the incident waves, which is observed to increase smoothly with decreased pressure. It is postulated that detonation failure in the hydrogen-oxygen system occurs when the shock velocity at the end of the cell drops to about 0.60 of the CJ value due either to marginal behavior or to an expansion of the cross section of the tube.     

Critical wake vortex encounter scenarios

A simulation-based method was developed to investigate the severity of Wake Vortex Encounters (WVEs). This paper describes an important part of this method: the determination of worst-case WVE conditions, which is referred to as Worst-Case Search (WCS). The WCS results permit to reduce time and costs of WVE severity related piloted simulator tests and allow the comparison of the hazard that vortices of different generator aircraft exert on a follower aircraft.The WCS is based on a high fidelity, offline simulation of the follower aircraft that includes the interacting wake vortex, a hazard criterion that rates the severity of each WVE, and a pilot model. It can be formulated as an optimisation problem that is solved with the optimisation tool MOPS (Multi Objective Parameter Synthesis). MOPS varies the encounter geometry until the simulation yields maximum values of the WVE hazard criterion.Worst-case encounter conditions for different parameters were investigated and sensitivity studies performed. The influence of the height above ground, the core radius, and the models for the wake vortex velocity profiles on the severity of a WVE was examined. To show the capability of the method, a comparison of the severity of a WVE behind two different heavy transport aircraft for a 20 t aircraft was made. The WCS method demonstrated its applicability and delivered the worst-case encounter geometry.

Zusammenfassung

Zur Untersuchung der Heftigkeit von Wirbelschleppen wurde eine simulationsbasierte Methode entwickelt. Dieser Beitrag beschreibt einen wichtigen Bestandteil dieser Methode: die Bestimmung der ungünstigsten (worst case) Einflugbedingungen in die Wirbelschleppe. Die Kenntnis dieser Bedingungen gestattet eine Zeit- und Kostenreduzierung bei wirbelschleppenbezogenen Simulatorversuchen mit Piloten und ermöglicht gleichzeitig einen Vergleich der vom Wirbel ausgehgehenden Gefährdung für verschiedene Kombinationen voraus- und einfliegender Flugzeuge.Die Worst-Case-Bedingungen werden mit einer Offline-Simulation des Folgeflugzeugs bestimmt, die Modelle für die Wechselwirkung mit der Wirbelschleppe und für das Pilotenverhalten sowie Kriterien für die Gefährdung durch den Wirbel umfasst. Für die Steuerung der Simulation und die Worst-Case-Suche wird die Optimierungssoftware MOPS (Multi Objective Parameter Synthesis) verwendet. MOPS variiert die Geometrie des Wirbelschleppendurchflugs bis die Simulation die maximalen Kriterienwerte für die Gefährdung durch den Wirbel liefert.Die Worst-Case-Bedingungen wurden für unterschiedliche Parameter untersucht. Der Einfluss der Höhe über Grund, des Kernradius' und der unterschiedlichen Modelle für das Wirbelgeschwindigkeitsprofil auf die von den Wirbelschleppen ausgehenden Gefährdung wurde dabei ermittelt. Um die Leistungsfähigkeit der Methode zu demonstrieren, wurde die Gefährdung von Wirbelschleppen zweier generierender Flugzeuge (heavy class) auf ein nachfolgendes 20 t Transportflugzeug verglichen. Die Anwendbarkeit der Methode wurde bestätigt und die ungünstigsten Einflugbedingungen berechnet.