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  • Life and Medical Sciences  (5,386)
  • Aircraft Stability and Control
  • 1995-1999  (4,131)
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  • 1
    Publication Date: 2011-09-23
    Description: This paper highlights some of the results and issues associated with estimating models to evaluate control law design methods and design criteria for advanced high performance aircraft. Experimental fighter aircraft such as the NASA High Alpha Research Vehicle (HARV) have the capability to maneuver at very high angles of attack where nonlinear aerodynamics often predominate. HARV is an experimental F/A-18, configured with thrust vectoring and conformal actuated nose strakes. Identifying closed-loop models for this type of aircraft can be made difficult by nonlinearities and high-order characteristics of the system. In this paper only lateral-directional axes are considered since the lateral-directional control law was specifically designed to produce classical airplane responses normally expected with low-order, rigid-body systems. Evaluation of the control design methodology was made using low-order equivalent systems determined from flight and simulation. This allowed comparison of the closed-loop rigid-body dynamics achieved in flight with that designed in simulation. In flight, the On Board Excitation System was used to apply optimal inputs to lateral stick and pedals at five angles of attack: 5, 20, 30, 45, and 60 degrees. Data analysis and closed-loop model identification were done using frequency domain maximum likelihood. The structure of the identified models was a linear state-space model reflecting classical 4th-order airplane dynamics. Input time delays associated with the high-order controller and aircraft system were accounted for in data preprocessing. A comparison of flight estimated models with small perturbation linear design models highlighted nonlinearities in the system and indicated that the estimated closed-loop rigid-body dynamics were sensitive to input amplitudes at 20 and 30 degrees angle of attack.
    Keywords: Aircraft Stability and Control
    Type: System Identification for Integrated Aircraft Development and Flight Testing; 16-1 - 16-13; RTO-MP-11
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  • 2
    Publication Date: 2004-12-03
    Description: Two wind tunnel tests during 1995 in the National Transonic Facility (NTF 070 and 073) served to define Reynolds number effects on longitudinal and lateral-directional stability and control. Testing was completed at both high lift and transonic conditions. The effect of Reynolds number on the total airplane configuration, horizontal and vertical tail effectiveness, forebody chine performance, rudder control and model aeroelastics was investigated. This paper will present pertinent stability and control results from these two test entries. Note that while model aeroelastic effects are examined in this presentation, no corrections for these effects have been made to the data.
    Keywords: Aircraft Stability and Control
    Type: First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop; Part 3; 1253-1284; NASA/CP-1999-209690/PT3
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  • 3
    Publication Date: 2004-12-03
    Description: Buffeting is an aeroelastic phenomenon occurring at high angles of attack that plagues high performance aircraft, especially those with twin vertical tails. Previous wind-tunnel and flight tests were conducted to characterize the buffet loads on the vertical tails by measuring surface pressures, bending moments, and accelerations. Following these tests, buffeting responses were computed using the measured buffet pressures and compared to the measured buffeting responses. The calculated results did not match the measured data because the assumed spatial correlation of the buffet pressures was not correct. A better understanding of the partial (spatial) correlation of the differential buffet pressures on the tail was necessary to improve the buffeting predictions. Several wind-tunnel investigations were conducted for this purpose. When compared, the results of these tests show that the partial correlation scales with flight conditions. One of the remaining questions is whether the wind-tunnel data is consistent with flight data. Presented herein, cross-spectra and coherence functions calculated from pressures that were measured on the High Alpha Research Vehicle indicate that the partial correlation of the buffet pressures in flight agrees with the partial correlation observed in the wind tunnel.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 2; 615-626; NASA/CP-1999-209136/PT2
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  • 4
    Publication Date: 2004-12-03
    Description: The objective was to experimentally evaluate the longitudinal and lateral-directional stability and control characteristics of the Reference H configuration at supersonic and transonic speeds. A series of conventional and alternate control devices were also evaluated at supersonic and transonic speeds. A database on the conventional and alternate control devices was to be created for use in the HSR program.
    Keywords: Aircraft Stability and Control
    Type: First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop; Part 3; 1233-1251; NASA/CP-1999-209690/PT3
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  • 5
    Publication Date: 2004-12-03
    Description: The stability and control issues in high speed aerodynamics of most significance for the development of a viable HSCT are identified, and the status of the Ref. H configuration with respect to these issues is discussed. The interdependence between aerodynamic requirements and assumptions about airplane system functions such as Envelope Protection and Integrated Flight/Propulsion Control is highlighted. The conclusions presented draw on results from the Ref. H Assessment and Alternate Control Concepts Assessment performed under Configuration Aerodynamics Subtask 5 during 1995.
    Keywords: Aircraft Stability and Control
    Type: First NASA/Industry High-Speed Research Configuration Aerodynamics Workshop; Part 3; 1215-1231; NASA/CP-1999-209690/PT3
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  • 6
    Publication Date: 2004-12-03
    Description: Several analytical and experimental studies clearly demonstrate that piezoelectric materials (piezoelectrics) can be used as actuators to actively control vibratory response, including aeroelastic response. However, two important issues in using piezoelectrics as actuators for active control are: 1) the potentially large amount of power required to operate the actuators, and 2) the complexities involved with active control (added hardware, control law design, and implementation). Active or passive damping augmentation using shunted piezoelectrics may provide a viable alternative. This approach requires only simple electrical circuitry and very little or no electrical power. The current study examines the feasibility of using shunted piezoelectrics to reduce aeroelastic response using a typical-section representation of a wing and piezoelectrics shunted with a parallel resistor and inductor. The aeroelastic analysis shows that shunted piezoelectrics can effectively reduce aeroelastic response below flutter and may provide a simple, low-power method of subcritical aeroelastic control.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 2; 553-572; NASA/CP-1999-209136/PT2
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  • 7
    Publication Date: 2011-08-23
    Description: The F/A-18 Active Aeroelastic Wing research aircraft will demonstrate technologies related to aeroservoelastic effects such as wing twist and load minimization. This program presents several challenges for control design that are often not considered for traditional aircraft. This paper presents a control design based on H(sub infinity) synthesis that simultaneously considers the multiple objectives associated with handling qualities, actuator limitations, and loads. A point design is presented to demonstrate a controller and the resulting closed-loop properties.
    Keywords: Aircraft Stability and Control
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  • 8
    Publication Date: 2016-06-07
    Description: The requirements for increased speed and productivity for tiltrotors has spawned several investigations associated with proprotor aeroelastic stability augmentation and aerodynamic performance enhancements. Included among these investigations is a focus on passive aeroelastic tailoring concepts which exploit the anisotropic capabilities of fiber composite materials. Researchers at Langley Research Center and Bell Helicopter have devoted considerable effort to assess the potential for using these materials to obtain aeroelastic responses which are beneficial to the important stability and performance considerations of tiltrotors. Both experimental and analytical studies have been completed to examine aeroelastic tailoring concepts for the tiltrotor, applied either to the wing or to the rotor blades. This paper reviews some of the results obtained in these aeroelastic tailoring investigations and discusses the relative merits associated with these approaches.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 1; 121-138; NASA/CP-1999-209136/PT1
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  • 9
    Publication Date: 2016-06-07
    Description: The F/A-18 Active Aeroelastic Wing research aircraft will demonstrate technologies related to aeroservoelastic effects such as wing twist and load minimization. This program presents several challenges for control design that are often not considered for traditional aircraft. This paper presents a control design based on H-infinity synthesis that simultaneously considers the multiple objectives associated with handling qualities, actuator limitations, and loads. A point design is presented to demonstrate a controller and the resulting closed-loop properties.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 1; 23-32; NASA/CP-1999-209136/PT1
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  • 10
    Publication Date: 2016-06-07
    Description: Wavelets present a method for signal processing that may be useful for analyzing responses of dynamical systems. This paper describes several wavelet-based tools that have been developed to improve the efficiency of flight flutter testing. One of the tools uses correlation filtering to identify properties of several modes throughout a flight test for envelope expansion. Another tool uses features in time-frequency representations of responses to characterize nonlinearities in the system dynamics. A third tool uses modulus and phase information from a wavelet transform to estimate modal parameters that can be used to update a linear model and reduce conservatism in robust stability margins.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 1; 393-402; NASA/CP-1999-209136/PT1
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  • 11
    Publication Date: 2016-06-07
    Description: The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using (1) classical, (2) linear quadratic Gaussian (LQG), and (3) minimax techniques are described. A unified general formulation and solution for the LQG and minimax approaches, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 1; 381-392; NASA/CP-1999-209136/PT1
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  • 12
    Publication Date: 2018-06-05
    Description: Electronic time-average holograms are convenient for comparing the measured vibration modes of fan blades with those calculated by finite-element models. At the NASA Lewis Research Center, neural networks recently were trained to perform what had been a simple visual comparison of the predictions of the design models with the measurements. Finite-element models were used to train neural networks to recognize damage and strain information encoded in subtle changes in the time-average patterns of cantilevers. But the design-grade finite element models were unable to train the neural networks to detect damage in complex blade shapes. The design-model-generated patterns simply did not agree well enough with the measured patterns. Instead, hybrid-training records, with measured time-average patterns as the input and model-generated strain information as the output, were used to effect successful training.
    Keywords: Aircraft Stability and Control
    Type: Research and Technology 1998; NASA/TM-1999-208815
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  • 13
    Publication Date: 2019-07-13
    Description: An experimental investigation was performed in the NASA Langley 16-Foot Transonic Tunnel to determine the aerodynamic effects of external convolutions, placed on the boattail of a nonaxisymmetric nozzle for drag reduction. Boattail angles of 15 and 22 were tested with convolutions placed at a forward location upstream of the boattail curvature, at a mid location along the curvature and at a full location that spanned the entire boattail flap. Each of the baseline nozzle afterbodies (no convolutions) had a parabolic, converging contour with a parabolically decreasing corner radius. Data were obtained at several Mach numbers from static conditions to 1.2 for a range of nozzle pressure ratios and angles of attack. An oil paint flow visualization technique was used to qualitatively assess the effect of the convolutions. Results indicate that afterbody drag reduction by convoluted contouring is convolution location, Mach number, boattail angle, and NPR dependent. The forward convolution location was the most effective contouring geometry for drag reduction on the 22 afterbody, but was only effective for M 〈 0.95. At M = 0.8, drag was reduced 20 and 36 percent at NPRs of 5.4 and 7, respectively, but drag was increased 10 percent for M = 0.95 at NPR = 7. Convoluted contouring along the 15 boattail angle afterbody was not effective at reducing drag because the flow was minimally separated from the baseline afterbody, unlike the massive separation along the 22 boattail angle baseline afterbody.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-2670 , 35th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit; Jun 20, 1999 - Jun 24, 1999; Los Angeles, CA; United States
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  • 14
    Publication Date: 2019-07-13
    Description: The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using (1) classical, (2) linear quadratic Gaussian (LQG), and (3) minimax techniques are described. A unified general formulation and solution for the LQG and minimax approaches, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf. The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-1396 , 40th AIAA/ASME/ASCE/AHS/ASC Structures, Structural Dynamics and Materials (SDM) Conference; Apr 12, 1999 - Apr 15, 1999; Saint Louis, MO; United States
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  • 15
    Publication Date: 2019-07-13
    Description: A three-dimensional large-eddy simulation model, TASS, is used to simulate the behavior of aircraft wake vortices in a real atmosphere. The purpose for this study is to validate the use of TASS for simulating the decay and transport of wake vortices. Three simulations are performed and the results are compared with the observed data from the 1994-1995 Memphis field experiments. The selected cases have an atmospheric environment of weak turbulence and stable stratification. The model simulations are initialized with appropriate meteorological conditions and a post roll-up vortex system. The behavior of wake vortices as they descend within the atmospheric boundary layer and interact with the ground is discussed.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-0755 , 37th AIAA Aerospace Sciences Meeting and Exhibit; Jan 11, 1999 - Jan 14, 1999; Reno, NV; United States
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  • 16
    Publication Date: 2019-07-13
    Description: The effect of dynamic rolling oscillations of delta-wing/twin-tail configuration on twin-tail buffet response is investigated. The computational model consists of a sharp-edged delta wing of aspect ratio one and swept-back flexible twin tail with taper ratio of 0.23. The configuration model is statically pitched at 30 deg. angle of attack and then forced to oscillate in roll around the symmetry axis at a constant amplitude of 4 deg. and reduced frequency of pi and 2(pi). The freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. This multidisciplinary problem is solved using three sets of equations on a dynamic multi-block grid structure. The first set is the unsteady, full Navier-Stokes equations, the second set is the aeroelastic equations for coupled bending and torsion vibrations of the tails, and the third set is the grid-displacement equations. The configuration is investigated for inboard position of the twin tails which corresponds to a separation distance between the twin tails of 33% wing span. The computed results are compared with the results of stationary configuration, which previously have been validated using experimental data. The results conclusively showed that the rolling oscillations of the configuration have led to higher loads, higher deflections, and higher excitation peaks than those of the stationary configuration. Moreover, increasing the reduced frequency has led to higher loads and excitation peaks and lower bending and torsion deflections and acceleration.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-0792 , Aerospace Sciences; Jan 11, 1999 - Jan 14, 1999; Reno, NV; United States
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  • 17
    Publication Date: 2019-08-16
    Description: The flight control of X-33 poses a challenge to conventional gain-scheduled flight controllers due to its large attitude maneuvers from liftoff to orbit and reentry. In addition, a wide range of uncertainties in vehicle handling qualities and disturbances must be accommodated by the attitude control system. Nonlinear tracking and decoupling control by trajectory linearization can be viewed as the ideal gain-scheduling controller designed at every point on the flight trajectory. Therefore it provides robust stability and performance at all stages of flight without interpolation of controller gains, and eliminates costly controller redesigns due to minor airframe alteration or mission reconfiguration. A prototype trajectory linearization design for X-33 ascent flight controller was designed and tested with 3-DOF and 6-DOF simulations during the 10 weeks SFFP. It is noted that the 6-DOF results were obtained from the 3-DOF design with only a few hours of tuning, which demonstrates the inherent robustness of the design technique. It is this "plug-and-play" feature that is much needed by NASA for the development, test and routine operations of the RLVs. Plans for further research are also presented.
    Keywords: Aircraft Stability and Control
    Type: 1999 NASA/ASEE Summer Faculty Fellowship Program; D-53
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  • 18
    Publication Date: 2019-07-10
    Description: With the recent interest in novel control effectors there is a need to determine the stability and control derivatives of new aircraft configurations early in the design process. These derivatives are central to most control law design methods and would allow the determination of closed-loop control performance of the vehicle. Early determination of the static and dynamic behavior of an aircraft may permit significant improvement in configuration weight, cost, stealth, and performance through multidisciplinary design. The classical method of determining static stability and control derivatives - constructing and testing wind tunnel models - is expensive and requires a long lead time for the resultant data. Wind tunnel tests are also limited to the preselected control effectors of the model. To overcome these shortcomings, computational fluid dynamics (CFD) solvers are augmented via automatic differentiation, to directly calculate the stability and control derivatives. The CFD forces and moments are differentiated with respect to angle of attack, angle of sideslip, and aircraft shape parameters to form these derivatives. A subset of static stability and control derivatives of a tailless aircraft concept have been computed by two differentiated inviscid CFD codes and verified for accuracy with central finite-difference approximations and favorable comparisons to a simulation database.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-3136
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  • 19
    Publication Date: 2019-07-10
    Description: A brief overview of a cooperative NASA/Boeing research effort, Strake Technology Research Application to Transport Aircraft (STRATA), intended to explore the potential of applying forebody strake technology to transport aircraft configurations for directional stability and control at low angles of attack, is presented. As an initial step in the STRATA program, an exploratory wind-tunnel investigation of the effect of fixed forebody strakes on the directional stability and control characteristics of a generic transport configuration was conducted in the NASA Langley 12-Foot Low-Speed Wind Tunnel. Results of parametric variations in strake chord and span, as well as the effect of strake incidence, are presented. The use of strakes for yaw control is also discussed. Results emphasize the importance of forebody/fuselage crossflow in influencing strake effectiveness. Strake effectiveness is also seen to be directly related to its span, but less sensitive to chord; a very short-chord strake with sufficient span can have a significant effect.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 98-4448
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  • 20
    Publication Date: 2019-07-10
    Description: In the present investigation, the results obtained during the ground test of a closed-loop control system conducted on a full-scale fighter to attenuate vertical fin buffeting response using strain actuation are presented. Two groups of actuators consisting of piezoelectric elements distributed over the structure were designed to achieve authority over the first and second modes of the vertical fin. The control laws were synthesized using the Linear Quadratic Gaussian (LQG) method for a time-invariant control system. Three different pairs of sensors including strain gauges and accelerometers at different locations were used to close the feedback loop. The results demonstrated that measurable reductions in the root-mean-square (RMS) values of the fin dynamic response identified by the strain transducer at the critical point for fatigue at the root were achieved under the most severe buffet condition. For less severe buffet conditions, reductions of up to 58% were achieved.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-1317
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  • 21
    Publication Date: 2019-07-13
    Description: A detailed analysis of two of the dynamic maneuvers, the pushover and elevator doublet, from the NASA/FAA Tailplane Icing Program are discussed. For this series of flight tests, artificial ice shapes were attached to the leading edge of the horizontal stabilizer of the NASA Lewis Research Center icing aircraft, a DHC-6 Twin Otter. The purpose of these tests was to learn more about ice-contaminated tailplane stall (ICTS), the known cause of 16 accidents resulting in 139 fatalities. The pushover has been employed by the FAA, JAA and Transport Canada for tailplane icing certification. This research analyzes the pushover and reports on the maneuver performance degradation due to ice shape severity and flap deflection. A repeatability analysis suggests tolerances for meeting the required targets of the maneuver. A second maneuver, the elevator doublet, is also studied.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-208849 , E-11470 , NAS 1.15:208849 , AIAA Paper 99-0371 , Aerospace Sciences; Jan 11, 1999 - Jan 14, 1999; Reno, NV; United States
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  • 22
    Publication Date: 2019-07-13
    Description: This work is an update of the assessment completed in February of 1996, when a preliminary assessment report was issued for the Cycle 2B simulation model. The primary purpose of the final assessment was to re-evaluate each assessment against the flight control system (FCS) requirements document using the updated model. Only a limited number of final assessments were completed due to the close proximity of the release of the Langley model and the assessment deliverable date. The assessment used the nonlinear Cycle 3 simulation model because it combines nonlinear aeroelastic (quasi-static) aerodynamic with hinge moment and rate limited control surface deflections. Both Configuration Aerodynamics (Task 32) and Flight Controls (Task 36) were funded in 1996 to conduct the final stability and control assessments of the unaugmented Reference H configuration in FY96. Because the two tasks had similar output requirements, the work was divided such that Flight Controls would be responsible for the implementation and checkout of the simulation model and Configuration Aerodynamics for writing Madab "script' files, conducting the batch assessments and writing the assessment report. Additionally, Flight Controls was to investigate control surface allocations schemes different from the baseline Reference H in an effort to fulfill flying qualities criteria.
    Keywords: Aircraft Stability and Control
    Type: 1997 NASA High-Speed Research Program Aerodynamic Performance Workshop; 1; Part 1; 441-476; NASA/CP-1999-209691/VOL1/PT1
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  • 23
    Publication Date: 2019-07-13
    Description: The initial design and demonstration of an Intelligent Flight Propulsion and Control System (IFPCS) is documented. The design is based on the implementation of a nonlinear adaptive flight control architecture. This initial design of the IFPCS enhances flight safety by using propulsion sources to provide redundancy in flight control. The IFPCS enhances the conventional gain scheduled approach in significant ways: (1) The IFPCS provides a back up flight control system that results in consistent responses over a wide range of unanticipated failures. (2) The IFPCS is applicable to a variety of aircraft models without redesign and,(3) significantly reduces the laborious research and design necessary in a gain scheduled approach. The control augmentation is detailed within an approximate Input-Output Linearization setting. The availability of propulsion only provides two control inputs, symmetric and differential thrust. Earlier Propulsion Control Augmentation (PCA) work performed by NASA provided for a trajectory controller with pilot command input of glidepath and heading. This work is aimed at demonstrating the flexibility of the IFPCS in providing consistency in flying qualities under a variety of failure scenarios. This report documents the initial design phase where propulsion only is used. Results confirm that the engine dynamics and associated hard nonlineaaities result in poor handling qualities at best. However, as demonstrated in simulation, the IFPCS is capable of results similar to the gain scheduled designs of the NASA PCA work. The IFPCS design uses crude estimates of aircraft behaviour. The adaptive control architecture demonstrates robust stability and provides robust performance. In this work, robust stability means that all states, errors, and adaptive parameters remain bounded under a wide class of uncertainties and input and output disturbances. Robust performance is measured in the quality of the tracking. The results demonstrate the flexibility of the IFPCS architecture and the ability to provide robust performance under a broad range of uncertainty. Robust stability is proved using Lyapunov like analysis. Future development of the IFPCS will include integration of conventional control surfaces with the use of propulsion augmentation, and utilization of available lift and drag devices, to demonstrate adaptive control capability under a greater variety of failure scenarios. Further work will specifically address the effects of actuator saturation.
    Keywords: Aircraft Stability and Control
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  • 24
    Publication Date: 2019-07-13
    Description: Two methods for control system reconfiguration have been investigated. The first method is a robust servomechanism control approach (optimal tracking problem) that is a generalization of the classical proportional-plus-integral control to multiple input-multiple output systems. The second method is a control-allocation approach based on a quadratic programming formulation. A globally convergent fixed-point iteration algorithm has been developed to make onboard implementation of this method feasible. These methods have been applied to reconfigurable entry flight control design for the X-33 vehicle. Examples presented demonstrate simultaneous tracking of angle-of-attack and roll angle commands during failures of the right body flap actuator. Although simulations demonstrate success of the first method in most cases, the control-allocation method appears to provide uniformly better performance in all cases.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-206582 , H-2345 , NAS 1.15:206582 , AIAA Paper 99-4134 , Guidance Navigation and Control; Aug 09, 1999 - Aug 11, 1999; Portland, OR; United States
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  • 25
    Publication Date: 2019-07-13
    Description: A 1990 research program that focused on the development of advanced aerodynamic control effectors (AACE) for military aircraft has been reviewed and summarized. Data are presented for advanced planform, flow control, and surface contouring technologies. The data show significant increases in lift, reductions in drag, and increased control power, compared to typical aerodynamic designs. The results presented also highlighted the importance of planform selection in the design of a control effector suite. Planform data showed that dramatic increases in lift (greater than 25%) can be achieved with multiple wings and a sawtooth forebody. Passive porosity and micro drag generator control effector data showed control power levels exceeding that available from typical effectors (moving surfaces). Application of an advanced planform to a tailless concept showed benefits of similar magnitude as those observed in the generic studies.
    Keywords: Aircraft Stability and Control
    Type: SAE-1999-01-5619 , 1999 World Aviation Congress; Oct 19, 1999 - Oct 21, 1999; San Francisco, CA; United States
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  • 26
    Publication Date: 2019-07-13
    Description: Wavelets present a method for signal processing that may be useful for analyzing responses of dynamical systems. This paper describes several wavelet-based tools that have been developed to improve the efficiency of flight flutter testing. One of the tools uses correlation filtering to identify properties of several modes throughout a flight test for envelope expansion. Another tool uses features in time-frequency representations of responses to characterize nonlinearities in the system dynamics. A third tool uses modulus and phase information from a wavelet transform to estimate modal parameters that can be used to update a linear model and reduce conservatism in robust stability margins.
    Keywords: Aircraft Stability and Control
    Type: H-2364 , International Forum on Aeroelasticity and Structural Dynamics; Jun 22, 1999 - Jun 25, 1999; Williamsburg, VA; United States
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  • 27
    Publication Date: 2019-07-13
    Description: The NASA Dryden Flight Research Center has completed the initial flight test of a modified set of F/A-18 flight control computers that gives the aircraft a research control law capability. The production support flight control computers (PSFCC) provide an increased capability for flight research in the control law, handling qualities, and flight systems areas. The PSFCC feature a research flight control processor that is "piggybacked" onto the baseline F/A-18 flight control system. This research processor allows for pilot selection of research control law operation in flight. To validate flight operation, a replication of a standard F/A-18 control law was programmed into the research processor and flight-tested over a limited envelope. This paper provides a brief description of the system, summarizes the initial flight test of the PSFCC, and describes future experiments for the PSFCC.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-206581 , H-2343 , NAS 1.15:206581 , AIAA Paper 99-4203 , Guidance, Navigation, and Control; Aug 09, 1999 - Aug 11, 1999; Portland, OR; United States
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  • 28
    Publication Date: 2019-07-13
    Description: The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using (1) classical, (2) linear quadratic Gaussian (LQG), and (3) minimax techniques are described. A unified general formulation and solution for the LQG and minimax approaches, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf. The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.
    Keywords: Aircraft Stability and Control
    Type: IFA-1999 , Aeroelasticity and Structural Dynamics 1999; Jun 22, 1999 - Jun 25, 1999; Williamsburg, VA; United States
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  • 29
    Publication Date: 2019-07-13
    Description: This final report documents the activities performed during the research period from April 1, 1996 to September 30, 1997. It contains three papers: Carrier Phase GPS and Computer Vision for Control of an Autonomous Helicopter; A Contestant in the 1997 International Aerospace Robotics Laboratory Stanford University; and Combined CDGPS and Vision-Based Control of a Small Autonomous Helicopter.
    Keywords: Aircraft Stability and Control
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  • 30
    Publication Date: 2019-07-13
    Description: The benchmark active controls technology and wind tunnel test program at NASA Langley Research Center was started with the objective to investigate the nonlinear, unsteady aerodynamics and active flutter suppression of wings in transonic flow. The paper will present the flutter suppression control law design process, numerical nonlinear simulation and wind tunnel test results for the NACA 0012 benchmark active control wing model. The flutter suppression control law design processes using (1) classical, (2) linear quadratic Gaussian (LQG), and (3) minimax techniques are described. A unified general formulation and solution for the LQG and minimax approaches, based on the steady state differential game theory is presented. Design considerations for improving the control law robustness and digital implementation are outlined. It was shown that simple control laws when properly designed based on physical principles, can suppress flutter with limited control power even in the presence of transonic shocks and flow separation. In wind tunnel tests in air and heavy gas medium, the closed-loop flutter dynamic pressure was increased to the tunnel upper limit of 200 psf. The control law robustness and performance predictions were verified in highly nonlinear flow conditions, gain and phase perturbations, and spoiler deployment. A non-design plunge instability condition was also successfully suppressed.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-1396 , Structures, Structural Dynamics and Materials; Apr 12, 1999 - Apr 15, 1999; Saint Louis, MO; United States
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  • 31
    Publication Date: 2019-07-13
    Description: A NASA Dryden Flight Research Center program explores the practical application of real-time adaptive configuration optimization for enhanced transport performance on an L-1011 aircraft. This approach is based on calculation of incremental drag from forced-response, symmetric, outboard aileron maneuvers. In real-time operation, the symmetric outboard aileron deflection is directly optimized, and the horizontal stabilator and angle of attack are indirectly optimized. A flight experiment has been conducted from an onboard research engineering test station, and flight research results are presented herein. The optimization system has demonstrated the capability of determining the minimum drag configuration of the aircraft in real time. The drag-minimization algorithm is capable of identifying drag to approximately a one-drag-count level. Optimizing the symmetric outboard aileron position realizes a drag reduction of 2-3 drag counts (approximately 1 percent). Algorithm analysis of maneuvers indicate that two-sided raised-cosine maneuvers improve definition of the symmetric outboard aileron drag effect, thereby improving analysis results and consistency. Ramp maneuvers provide a more even distribution of data collection as a function of excitation deflection than raised-cosine maneuvers provide. A commercial operational system would require airdata calculations and normal output of current inertial navigation systems; engine pressure ratio measurements would be optional.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-206569 , NAS 1.15:206569 , H-2284 , AIAA Paper 99-0831 , Aerospace Sciences; Jan 11, 1999 - Jan 14, 1999; Reno, NV; United States
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  • 32
    Publication Date: 2019-07-10
    Description: A high fidelity parallel static structural analysis capability is created and interfaced to the multidisciplinary analysis package ENSAERO-MPI of Ames Research Center. This new module replaces ENSAERO's lower fidelity simple finite element and modal modules. Full aircraft structures may be more accurately modeled using the new finite element capability. Parallel computation is performed by breaking the full structure into multiple substructures. This approach is conceptually similar to ENSAERO's multizonal fluid analysis capability. The new substructure code is used to solve the structural finite element equations for each substructure in parallel. NASTRANKOSMIC is utilized as a front end for this code. Its full library of elements can be used to create an accurate and realistic aircraft model. It is used to create the stiffness matrices for each substructure. The new parallel code then uses an iterative preconditioned conjugate gradient method to solve the global structural equations for the substructure boundary nodes.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-208781 , A-99V0021
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  • 33
    Publication Date: 2019-07-10
    Description: This document describes the purpose of and method by which an assessment of the Boeing Reference H High-Speed Civil Transport design was evaluated in the NASA Langley Research Center's Visual/Motion Simulator in January 1997. Six pilots were invited to perform approximately 60 different Mission Task Elements that represent most normal and emergency flight operations of concern to the High Speed Research program. The Reference H design represents a candidate configuration for a High-Speed Civil Transport, a second generation supersonic civilian transport aircraft. The High-Speed Civil Transport is intended to be economically sound and environmentally safe while carrying passengers and cargo at supersonic speeds with a trans-Pacific range. This simulation study was designated "LaRC. 1" for the purposes of planning, scheduling and reporting within the Guidance and Flight Controls super-element of the High-Speed Research program. The study was based upon Cycle 3 release of the Reference H simulation model.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-209533 , L-17903 , NAS 1.15:209533
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  • 34
    Publication Date: 2019-07-10
    Description: This report contains a description of the test facilities and software utilized during a joint NASA/aerospace industry study of improved control laws and desired inceptor characteristics for a candidate supersonic transport air-craft design. Details concerning the characteristics of the simulation cockpit, image generator and display systems, and motion platform are described. Depictions of the various display formats are included. The test schedule, session log, and flight cards describing the maneuvers performed is included. A brief summary of high-lights of the study is given. Modifications made to the industry-provided simulation model are described. This report is intended to serve as a reference document for industry researchers.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-209557 , NAS 1.15:209557
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  • 35
    Publication Date: 2019-07-10
    Description: From the first airplanes steered by handles, wheels, and pedals to today's advanced aircraft, there has been a century of revolutionary inventions, all of them contributing to flight quality. The stability and controllability of aircraft as they appear to a pilot are called flying or handling qualities. Many years after the first airplanes flew, flying qualities were identified and ranked from desirable to unsatisfactory. Later on engineers developed design methods to satisfy these practical criteria. CONDUIT, which stands for Control Designer's Unified Interface, is a modern software package that provides a methodology for optimization of flight control systems in order to improve the flying qualities. CONDUIT is dependent on an the optimization engine called CONSOL-OPTCAD (C-O). C-O performs multicriterion parametric optimization. C-O was successfully tested on a variety of control problems. The optimization-based computational system, C-O, requires a particular control system description as a MATLAB file and possesses the ability to modify the vector of design parameters in an attempt to satisfy performance objectives and constraints specified by the designer, in a C-type file. After the first optimization attempts on the UH-60A control system, an early interface system, named GIFCORCODE (Graphical Interface for CONSOL-OPTCAD for Rotorcraft Controller Design) was created.
    Keywords: Aircraft Stability and Control
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  • 36
    Publication Date: 2019-07-10
    Description: The Active Aeroelastic Wing will demonstrate technologies related to aeroservoelastic effects such as wing twist and load minimization. This paper presents a control design based on H-infinity synthesis that simultaneously considers the multiple objectives associated with handling qualities, actuator limitations, and loads. The controller is realized as a filter and gain set approximation to a state-space H-infinity controller. This approximation allows scheduling of the controller over a flight envelope.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-4205
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  • 37
    Publication Date: 2019-07-10
    Description: Adaptive active flow control for twin-tail buffet alleviation is investigated. The concept behind this technique is to place control ports on the tail outer and inner surfaces with flow suction or blowing applied through these ports in order to minimize the pressure difference across the tail. The suction or blowing volume flow rate from each port is proportional to the pressure difference across the tail at this location. A parametric study of the effects of the number and location of these ports on the buffet response is carried out. The computational model consists of a sharp-edged delta wing of aspect ratio one and swept-back flexible twin tail with taper ratio of 0.23. This complex multidisciplinary problem is solved sequentially using three sets of equations for the fluid flow, aeroelastic response and grid deformation, using a dynamic multi-block grid structure. The computational model is pitched at 30 deg angle of attack. The freestream Mach number and Reynolds number are 0.3 and 1.25 million, respectively. The model is investigated for the inboard position of the twin tails, which corresponds to a separation distance between the twin tails of 33% of the wing span. Comparison of the time history and power spectral density responses of the tails for various distributions of the control ports are presented and discussed.
    Keywords: Aircraft Stability and Control
    Type: CEAS/AIAA/ICASE/NASA Langley International Forum on Aeroelasticity and Structural Dynamics 1999; Pt. 2; 639-648; NASA/CP-1999-209136/PT2
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  • 38
    Publication Date: 2019-07-10
    Description: With the advent of digital engine control systems, considering the use of engine thrust for emergency flight control has become feasible. Many incidents have occurred in which engine thrust supplemented or replaced normal aircraft flight controls. In most of these cases, a crash has resulted, and more than 1100 lives have been lost. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control capability. Using this PCA system, an F-15 and an MD-11 airplane have been landed without using any flight controls. In simulations, C-17, B-757, and B-747 PCA systems have also been evaluated successfully. These tests used full-authority digital electronic control systems on the engines. Developing simpler PCA systems that can operate without full-authority engine control, thus allowing PCA technology to be installed on less capable airplanes or at lower cost, is also a desire. Studies have examined simplified ?PCA Ultralite? concepts in which thrust control is provided using an autothrottle system supplemented by manual differential throttle control. Some of these concepts have worked well. The PCA Ultralite study results are presented for simulation tests of MD-11, B-757, C-17, and B-747 aircraft.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-206578 , NAS 1.15:206578 , H-2331
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  • 39
    Publication Date: 2019-07-10
    Description: The mathematical model and associated code to simulate a high speed civil transport aircraft - the Boeing Reference H configuration - are described. The simulation was constructed in support of advanced control law research. In addition to providing time histories of the dynamic response, the code includes the capabilities for calculating trim solutions and for generating linear models. The simulation relies on the nonlinear, six-degree-of-freedom equations which govern the motion of a rigid aircraft in atmospheric flight. The 1962 Standard Atmosphere Tables are used along with a turbulence model to simulate the Earth atmosphere. The aircraft model has three parts - an aerodynamic model, an engine model, and a mass model. These models use the data from the Boeing Reference H cycle 1 simulation data base. Models for the actuator dynamics, landing gear, and flight control system are not included in this aircraft model. Dynamic responses generated by the nonlinear simulation are presented and compared with results generated from alternate simulations at Boeing Commercial Aircraft Company and NASA Langley Research Center. Also, dynamic responses generated using linear models are presented and compared with dynamic responses generated using the nonlinear simulation.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-209530 , NAS 1.15:209530 , E-17900
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  • 40
    Publication Date: 2019-07-10
    Description: A comparison is made between the results of trimming a High Speed Civil Transport (HSCT) concept along a reference mission profile using two trim modes. One mode uses the stabilator. The other mode uses fore and aft placement of the center of gravity. A comparison is make of the throttle settings (cruise segments) or the total acceleration (ascent and descent segments) and of the drag coefficient. The comparative stability of trimming using the two modes is also assessed by comparing the stability margins and the placement of the lateral and longitudinal eigenvalues.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209527 , NAS 1.26:209527
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  • 41
    Publication Date: 2019-07-10
    Description: This report describes the activities and findings conducted under contract with NASA Langley Research Center. Subject matter is the investigation of suitable multivariable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Design and analysis techniques considered in this body of work are both conventional-based and contemporary-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include: (1) control architectures based on aft tail only are not well suited for highly flexible, high-speed vehicles, (2) theoretical underpinnings of the Wykes structural mode control logic is based on several assumptions concerning vehicle dynamic characteristics, and if not satisfied, the control logic can break down leading to mode destabilization, (3) two-loop control architectures that utilize small forward vanes with the aft tail provide highly attractive and feasible solutions to the longitudinal axis control challenges, and (4) closed-loop simulation sizing analyses indicate the baseline vane model utilized in this report is most likely oversized for normal loading conditions.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209528 , NAS 1.26:209528
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  • 42
    Publication Date: 2019-07-10
    Description: An initial assessment of a proposed High-Speed Civil Transport (HSCT) was conducted in the fall of 1995 at the NASA Langley Research Center. This configuration, known as the Industry Reference-H (Ref.-H), was designed by the Boeing Aircraft Company as part of their work in the High Speed Research program. It included a conventional tail, a cranked-arrow wing, four mixed-flow turbofan engines, and capacity for transporting approximately 300 passengers. The purpose of this assessment was to evaluate and quantify operational aspects of the Reference-H configuration from a pilot's perspective with the additional goal of identifying design strengths as well as any potential configuration deficiencies. This study was aimed at evaluating the Ref.-H configuration at many points of the aircraft's envelope to determine the suitability of the vehicle to accomplish typical mission profiles as well as emergency or envelope-limit conditions. Pilot-provided Cooper-Harper ratings and comments constituted the primary vehicle evaluation metric. The analysis included simulated real-time piloted evaluations, performed in a 6 degree of freedom motion base NASA Langley Visual-Motion Simulator, combined with extensive bath analysis. The assessment was performed using the third major release of the simulation data base (known as Ref.-H cycle 2B).
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209523 , NAS 1.26:209523
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  • 43
    facet.materialart.
    Unknown
    In:  Other Sources
    Publication Date: 2019-07-10
    Description: Live footage of a preflight interview with Mission Specialist Claude Nicollier is seen. The interview addresses many different questions including why Nicollier became an astronaut, the events that led to his interest, any role models that he had, and his inspiration. Other interesting information that this one-on-one interview discusses is an explanation of the why this required mission to service the Hubble Space Telescope must take place at such an early date, replacement of the gyroscopes, transistors, and computers. Also discussed are the Chandra X-Ray Astrophysics Facility, and a brief touch on Nicollier's responsibility during any of the given four space walks scheduled for this mission.
    Keywords: Aircraft Stability and Control
    Type: NONP-NASA-VT-1999213443 , JSC-1802G
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  • 44
    Publication Date: 2019-07-10
    Description: The work in this research project has been focused on the construction of a hierarchical hybrid control theory which is applicable to flight management systems. The motivation and underlying philosophical position for this work has been that the scale, inherent complexity and the large number of agents (aircraft) involved in an air traffic system imply that a hierarchical modelling and control methodology is required for its management and real time control. In the current work the complex discrete or continuous state space of a system with a small number of agents is aggregated in such a way that discrete (finite state machine or supervisory automaton) controlled dynamics are abstracted from the system's behaviour. High level control may then be either directly applied at this abstracted level, or, if this is in itself of significant complexity, further layers of abstractions may be created to produce a system with an acceptable degree of complexity at each level. By the nature of this construction, high level commands are necessarily realizable at lower levels in the system.
    Keywords: Aircraft Stability and Control
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  • 45
    Publication Date: 2019-07-10
    Description: In the event of a control surface failure, the purpose of a reconfigurable control system is to redistribute the control effort among the remaining working surfaces such that satisfactory stability and performance are retained. An Off-line Nonlinear General Constrained Optimization approach was used for the reconfigurable X-33 control design method. Three examples of failure are shown using a high fidelity 6 DOF simulation (case 1: ascent with a left body flap jammed at 25 deg.; case 2: entry with a right inboard elevon jam at 25 deg. and case 3: landing (TAEM) (Terminal Area Energy Management) with a left rudder jam at -30 deg.) Failure comparisons between responses with the nominal controller and reconfigurable controllers show the benefits of reconfiguration. Single jam aerosurface failures were considered, and failure detection and identification is considered accomplished in the actuator controller. The X-33 flight control system will incorporate reconfigurable flight control in the baseline system.
    Keywords: Aircraft Stability and Control
    Type: AIAA Paper 99-2934
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  • 46
    Publication Date: 2019-07-10
    Description: This report details the development and use of CONDUIT (Control Designer's Unified Interface). CONDUIT is a design tool created at Ames Research Center for the purpose of evaluating and optimizing aircraft control systems against handling qualities. Three detailed design problems addressing the RASCAL UH-60A Black Hawk are included in this report to show the application of CONDUIT to helicopter control system design.
    Keywords: Aircraft Stability and Control
    Type: NASA/TM-1999-208763 , NAS 1.15:208763 , AFDD/TR-99-A-005 , A-99V-001
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  • 47
    Publication Date: 2019-07-10
    Description: The subsonic, lateral-directional, stability and control derivatives of the thrust-vectoring F-1 8 High Angle of Attack Research Vehicle (HARV) are extracted from flight data using a maximum likelihood parameter identification technique. State noise is accounted for in the identification formulation and is used to model the uncommanded forcing functions caused by unsteady aerodynamics. Preprogrammed maneuvers provided independent control surface inputs, eliminating problems of identifiability related to correlations between the aircraft controls and states. The HARV derivatives are plotted as functions of angles of attack between 10deg and 70deg and compared to flight estimates from the basic F-18 aircraft and to predictions from ground and wind tunnel tests. Unlike maneuvers of the basic F-18 aircraft, the HARV maneuvers were very precise and repeatable, resulting in tightly clustered estimates with small uncertainty levels. Significant differences were found between flight and prediction; however, some of these differences may be attributed to differences in the range of sideslip or input amplitude over which a given derivative was evaluated, and to differences between the HARV external configuration and that of the basic F-18 aircraft, upon which most of the prediction was based. Some HARV derivative fairings have been adjusted using basic F-18 derivatives (with low uncertainties) to help account for differences in variable ranges and the lack of HARV maneuvers at certain angles of attack.
    Keywords: Aircraft Stability and Control
    Type: NASA/TP-1999-206573 , NAS 1.60:206573 , H-2252
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  • 48
    Publication Date: 2019-07-10
    Description: Wind tunnel oscillatory tests in pitch, roll, and yaw were performed on a 19%-scale model of the X-31A aircraft. These tests were used to study the aerodynamic characteristics of the X-31A in response to harmonic oscillations at six frequencies. In-phase and out-of-phase components of the aerodynamic coefficients were obtained over a range of angles of attack from 0 to 90 deg. To account for the effect of frequency on the data, mathematical models with unsteady terms were formulated by use of two different indicial functions. Data from a reduced set of frequencies were used to estimate model parameters, including steady-state static and dynamic stability derivatives. Both models showed good prediction capability and the ability to accurately fit the measured data. Estimated static stability derivatives compared well with those obtained from static wind tunnel tests. The roll and yaw rate derivative estimates were compared with rotary-balanced wind tunnel data and theoretical predictions. The estimates and theoretical predictions were in agreement at small angles of attack. The rotary-balance data showed, in general, acceptable agreement with the steady-state derivative estimates.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-208725 , NAS 1.26:208725
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  • 49
    Publication Date: 2019-07-12
    Description: The HSCT Flight Controls Group has developed longitudinal control laws, utilizing PTC aeroelastic flexible models to minimize aeroservoelastic interaction effects, for a number of flight conditions. The control law design process resulted in a higher order controller and utilized a large number of sensors distributed along the body for minimizing the flexibility effects. Processes were developed to implement these higher order control laws for performing the dynamic gust loads and flutter analyses. The processes and its validation were documented in Reference 2, for selected flight condition. The analytical results for additional flight conditions are presented in this document for further validation.
    Keywords: Aircraft Stability and Control
    Type: NF1676L-11122
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  • 50
    Publication Date: 2019-07-10
    Description: The data for longitudinal non-dimensional, aerodynamic coefficients in the High Speed Research Cycle 2B aerodynamic database were modeled using polynomial expressions identified with an orthogonal function modeling technique. The discrepancy between the tabular aerodynamic data and the polynomial models was tested and shown to be less than 15 percent for drag, lift, and pitching moment coefficients over the entire flight envelope. Most of this discrepancy was traced to smoothing local measurement noise and to the omission of mass case 5 data in the modeling process. A simulation check case showed that the polynomial models provided a compact and accurate representation of the nonlinear aerodynamic dependencies contained in the HSR Cycle 2B tabular aerodynamic database.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209525 , NAS 1.26:209525
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  • 51
    Publication Date: 2019-07-10
    Description: This report describes the activities and findings conducted under contract NAS1-19858 with NASA Langley Research Center. Subject matter is the investigation of suitable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Techniques considered in this body of work are primarily conventional-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include 1) current aeroelastic vehicle modeling procedures require further emphasis and refinement, 2) traditional and nontraditional inner loop flight control strategies employing a single feedback loop do not appear sufficient for highly flexible HSCT class vehicles, 3) inner loop flight control systems will, in all likelihood, require multiple interacting feedback loops, and 4) Ref. H HSCT configuration presents major challenges to designing acceptable closed-loop flight dynamics.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209522 , NAS 1.26:209522
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  • 52
    Publication Date: 2019-07-10
    Description: Aerodynamic equations for the longitudinal motion of an aircraft with a horizontal tail were developed. In this development emphasis was given on obtaining model structure suitable for model identification from experimental data. The resulting aerodynamic models included unsteady effects in the form of linear indicial functions. These functions represented responses in the lift on the wing and tail alone, and interference between those two lifting surfaces. The effect of the wing on the tail was formulated for two different expressions concerning the downwash angle at the tail. The first expression used the Cowley-Glauert approximation known-as "lag-in-downwash," the second took into account growth of the wing circulation and delay in the development of the lift on the tail. Both approaches were demonstrated in two examples using the geometry of a fighter aircraft and a large transport. It was shown that the differences in the two downwash formulations would increase for an aircraft with long tail arm performing low-speed, rapid maneuvers.
    Keywords: Aircraft Stability and Control
    Type: NASA/CR-1999-209547 , NAS 1.26:209547
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  • 53
    facet.materialart.
    Unknown
    In:  CASI
    Publication Date: 2019-07-10
    Description: Research on a new design of flutter exciter vane using adaptive materials was conducted. This novel design is based on all-moving aerodynamic surface technology and consists of a structurally stiff main spar, a series of piezoelectric actuator elements and an aerodynamic shell which is pivoted around the main spar. The work was built upon the current missile-type all-moving surface designs and change them so they are better suited for flutter excitation through the transonic flight regime. The first portion of research will be centered on aerodynamic and structural modeling of the system. USAF DatCom and vortex lattice codes was used to capture the fundamental aerodynamics of the vane. Finite element codes and laminated plate theory and virtual work analyses will be used to structurally model the aerodynamic vane and wing tip. Following the basic modeling, a flutter test vane was designed. Each component within the structure was designed to meet the design loads. After the design loads are met, then the deflections will be maximized and the internal structure will be laid out. In addition to the structure, a basic electrical control network will be designed which will be capable of driving a scaled exciter vane. The third and final stage of main investigation involved the fabrication of a 1/4 scale vane. This scaled vane was used to verify kinematics and structural mechanics theories on all-moving actuation. Following assembly, a series of bench tests was conducted to determine frequency response, electrical characteristics, mechanical and kinematic properties. Test results indicate peak-to-peak deflections of 1.1 deg with a corner frequency of just over 130 Hz.
    Keywords: Aircraft Stability and Control
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  • 54
    facet.materialart.
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    In:  Other Sources
    Publication Date: 2019-07-17
    Description: Developments are being made that allow pilots to have more flexibility over the control of their aircraft. This new concept is called Free Flight. Free Flight strives to move the current air traffic system into an age where space technology is used to its fullest potential. Self-separation is one part of the Free Flight system. Self-separation provides pilots the opportunity to choose their own route to reach a specified destination provided that they maintain the 'minimum required separation distance between airplanes. In the event that pilots are unable to maintain separation, controllers will need to have the aircraft separation authority passed back to them. This situation is known as a procedural intervention point. This project attempted to examine and diagnose those particular situations in an effort to avoid reaching a procedural intervention point in the near future. Crews that reached procedural intervention points were compared with crews that made similar maneuver types in the same scenario, but did not reach procedural intervention points. Results showed that there were no significant differences between crews in a high-density acute angle flight conditions. However, significant differences in maneuver times, following the detection of an intruder aircraft and following the time the intruder aircraft came into view, were found in a low-density, acute angle scenario.
    Keywords: Aircraft Stability and Control
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  • 55
    Publication Date: 2019-07-17
    Description: The Vehicle Control Systems Team at Marshall Space Flight Center, Structures and Dynamics Laboratory, Guidance and Control Systems Division is designing, under a cooperative agreement with Lockheed Martin Skunkworks, the Ascent, Transition, and Entry flight attitude control systems for the X-33 experimental vehicle. Test flights, while suborbital, will achieve sufficient altitudes and Mach numbers to test Single Stage To Orbit, Reusable Launch Vehicle technologies. Ascent flight control phase, the focus of this paper, begins at liftoff and ends at linear aerospike main engine cutoff (MECO). The X-33 attitude control system design is confronted by a myriad of design challenges: a short design cycle, the X-33 incremental test philosophy, the concurrent design philosophy chosen for the X-33 program, and the fact that the attitude control system design is, as usual, closely linked to many other subsystems and must deal with constraints and requirements from these subsystems. Additionally, however, and of special interest, the use of the linear aerospike engine is a departure from the gimbaled engines traditionally used for thrust vector control (TVC) in launch vehicles and poses certain design challenges. This paper discusses the unique problem of designing the X-33 attitude control system with the linear aerospike engine, requirements development, modeling and analyses that verify the design.
    Keywords: Aircraft Stability and Control
    Type: Joint Propulsion; Jun 20, 1999 - Jun 24, 1999; Los Angeles, CA; United States
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  • 56
    Electronic Resource
    Electronic Resource
    Weinheim : Wiley-Blackwell
    Biologie in unserer Zeit 29 (1999), S. 60-60 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Type of Medium: Electronic Resource
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    Biologie in unserer Zeit 29 (1999), S. 98-109 
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    Notes: Seen mit Wasser, so sauer wie verdünnte Essigsäure, so sauer wie manche Kraterseen, gibt es solche Seen in Deutschland? Ja, sie gibt es, und zwar sogar recht zahlreich in den alten und vor allem in den neuen Bundesländern. Alle diese Seen sind künstlicher Natur und treten im Zusammenhang mit dem Abbau von Bodenschätzen auf. Durch diesen Vorgang werden tiefere Schichten des Deckgebirges belüftet und mit Wasser versorgt, so daß eine chemische und vor allem mikrobiologische Oxidation von reduzierten Schwefelkver bindungen (Sulfiden) einsetzen kann. Dieselben Vorgänge laufe auch auf und in den Abraumhalden ab. Sulfide sind sehr häufige Begleiter von Braun- oder Steinkohlevorkommen. Ein wesentlicher Teil der Wasserkontaminationen im mitteldeutschen und Lausitzer Raum ist in der Tat mit der Braunkohleförderung verbunden. Ferner sind die meisten, abbauwürdigen Metallvorkommen ebenfalls in sulfidischen Erzen zu finden, so daß deren Abbau zu denselben Oxidation führt, die international als Als Mine Drainage bezeichnet werden.
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    Biologie in unserer Zeit 29 (1999), S. 117-117 
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    Biologie in unserer Zeit 29 (1999), S. 118-120 
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    Notes: Die Vielfalt des Lebens zu beschreiben, zu verstehen und zu bewahren gehört zu den wichtigsten Herausforderungen des 21. Jahrhunderts. Dies ist mittlerweile auch auf allen Ebenen, regional, national wie international, erkannt und wird prioritär behandelt. Senckenberg ist in Deutschland eines der größten Institute, das diese Aufgabe mit neuem Schwung angeht. Die dabei entwickelte Infrastruktur steht getreu den Grundsätzen der “Blaue-Liste-Finanzierung” dem ganzen Land zur Verfügung.
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    Biologie in unserer Zeit 29 (1999), S. 110-116 
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    Notes: Als Fertilitätsrate bezeichnet man die Zahl der Geburten pro Frau in ihrer Lebensspanne. Wenn Zu- Oder Abwanderung in einer Population gering sind, läßt eine Fertilitätsrate von 2,0 eine konstante Bevölkerungszahl erwarten. Bei der Entwicklung der Erdbevölkerung beobachtet man in den industrialisierten Ländern derzeit keinen Anstieg. Die Fertilitätsrate liegt in den USA bei 2,1 und in Europa durchschnittlich bei 1,4. Mit 1,2 und 1,15 haben Italien und Spanien dabei die weltweit niedrigsten Fertilitätsraten. Somit ist örtlich sogar ein Bevölkerungsrücksgang zu erwarten. Auch in ostasiatischen Ländern wie China und Korea hat sich der Bevölkerungszuwachs verlangsamt. In Südasien und in afrikanischen Ländern wie China und Korea hat sich der Bevölkerungszuwachs verlangsamt. In Südlich der Sahara finden wir jedoch nach wie vor relativ hohe Gebeurtenraten. Im westafrikanischen Nigeria liegt die Fertilitätsrate bei 6,3. Für Indien und Pakistan werden Werte von 3,5 und 5,6 angegeben. Es gibt also noch viele Regionen mit einer hohen Fertilitätsrate. Manche Wissenschaftler gehen sogar davon aus, daß sich die Zahl entsprechender Staaten eher noch erhöhen wird ‘7’. Deshalb weichen auch die Schätzungen voneinander ab, bei welcher Bevölkerungszahl Wachstumsstillstand eintreten wird. Viele Demographen gehen davon aus, daß sich die Erdbevölkerung bis zum Jahr 2050 bei 10 Milliarden stabilisieren wird ‘9’. Andere schätzen, daß danach ein weiterer Ansteig auf etwa 12 Milliarden menschen zu erwarten ist ‘7’. Der Rückgang der Geburtenzahlen in den industrialisierten Ländern wurde mit kontrazeptiven Maßnahmen erzielt, die uns schon lange zur Verfügung stehen und die gut eingeführt sind. Auf den ersten Blick Sch eint es somit aus bevölkerungspolitischer Sicht auf dem Gebiet der Kontrazeption keinen zwingenden Bedarf für Neuentwicklungen zu geben. Dennoch sind Forschungsaktivitäten im Gang, die auf eine pharmakologische Kontrazeption beim Mann gerichtet sind. Im vorliegenden Artikel werden neben den traditionellen Möglichkeiten, die dem Mann zur Kontrazeption offenstehen, der wissenschaftliche Hintergrund und der Entwicklungsstand einer “Pille für den Mann” vorgestellt.
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    Biologie in unserer Zeit 29 (1999), S. V 
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    Biologie in unserer Zeit 29 (1999), S. X 
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    Biologie in unserer Zeit 29 (1999), S. XIII 
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    Biologie in unserer Zeit 29 (1999), S. 130-130 
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    Biologie in unserer Zeit 29 (1999), S. 151-157 
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    Notes: Generell ist der Markt für gentechnisch veränderte Pflanzen und daraus hergestellte Produkte in den letzten Jahren gewachsen. In Deutschland zeigen sich indessen eher verhaltene Auswirkungen dieser Entwicklung ‘3’. Die wirtschaftliche Entfaltung der Gentechnik und Biotechnologie ist in Deutschland noch gering. Als ein Maß für den Entwicklungsstand der Gentechnik in der Pflanzenzüchtung ‘2’ und damit unter anderem auch deren Auswirkung auf die Futter- und Lebensmittelproduktion kann die Anzahl von Freisetzungsvorhaben mit gentechnisch veränderten Organismen (GVO) gelten. Von den rund 1300 Freisetzungsvorhaben im Bereich der EU entfallen 90 auf Deutschland. Im Vergleich zu den anderen EU-Mitgliedsstaaten rangiert Deutschland damit auf dem siebenten Platz.
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    Biologie in unserer Zeit 29 (1999), S. 247-249 
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    Notes: Goethes eigenständige Untersuchungen zur Pflanzenchemie verknüspfen seine botanischen Studien mit seinen Arbeiten zur Farbenlehre. Bereits im Sommer 1796 begann er unter dem Einfluß von Alexander von Humboldt, die Wirkung des Lichts auf Pflan zen zu untersuchen. Zwanzig Jahre später protokollierte er die Experimente mit Pflanzenextrakten in seinem Notizbuch. Ergebnisse dieser Untersuchungen wurden erst als nachgelassene Schriften 1906 veröffentlicht.
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    Biologie in unserer Zeit 29 (1999), S. 255-255 
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    Biologie in unserer Zeit 29 (1999), S. 256-256 
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    Biologie in unserer Zeit 29 (1999) 
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    Biologie in unserer Zeit 29 (1999), S. 12-17 
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    Notes: Die heutigen Wälder, die man in Europa vorfindet, waren nicht immer dort. VOr 22000 Jahren - im Hochglazial - gab es nur im Mittelmeergebiet die klimatischen Voraussetzungen für das Wachstum von Bäumen. Allerdings waren dies meist keine dichten Wälder, sondern Steppen mit einzelnen Baumgruppen. Das bedeutet jedoch, daß die heute in Europa wachasenden Bäume während der letzten 12000 Jahre - also seit dem Ende der letzten Eiszeit - nach Mittel- und Nordeuropa eingewandert sein müssen. Am Beispiel der Waldbäume Eiche (Quercus), Hainbuche (Carpinus), Fichtet (Picea) und Tanne (Abies) soll diese Einwanderung aufgezeigt werden.
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    Biologie in unserer Zeit 29 (1999), S. 55-55 
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    Biologie in unserer Zeit 29 (1999), S. 44-53 
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    Notes: Quecksilber und seine Verbindungen haben trotz ihrer Giftigkeit vielfältige medizinische und industrielle Anwendungen. Die Nutzung des Quecksilbers durch den Menschen hat jedoch erhebliche Umweltbelastungen, insbesondere quecksilberbelastete Abwässer und Böden, zur Folge, die auch mit physikalisch-chemischen Sanierungsverfahren nicht befriedigend beseitigt werden können, da die Verfahren häufig teuer oder nicht spezifisch genug sind. Mikroorganismen haben im Laufe ihrer Evolution einen Mechanismus entwickelt, um Quecksilberverbindungen zu entgiften. Er beruht auf den Aktivitäten von zwei durch das mikrobielle mer-Operon codierten Enzymen, Quecksilberreduktase und Quecksilberlyase, die in der Lage sind, Organoquecksilberverbindungen und ionuisches Quecksilber in metallisches Quecksilber zu überführen. Die mikrobielle Quecksilberreisistenz kann eingesetzt werden, um quecksilberhaltige Abwasserströme mittels eines einfachen, umweltfreundlichen Verfahrens zu reinigen.Innenansicht einer Chlor-Alkali-Elektrolyseanlage zur Gewinnung von Chlor und Natronlauge nach dem Amalgamverfahren. Bei diesem Prozeß wird auch heute noch in großem Umfang Quecksilber eingesetzt. In den Elektrolysezellen dieser Halle befinden sich insgesamt etwa 50 Tonnen Quecksilber.
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    Biologie in unserer Zeit 29 (1999), S. 58-58 
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    Biologie in unserer Zeit 29 (1999), S. 59-60 
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    Biologie in unserer Zeit 29 (1999), S. 61-61 
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    Biologie in unserer Zeit 29 (1999), S. 153-153 
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    Biologie in unserer Zeit 29 (1999), S. 90-97 
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    Notes: Die fossile Überlieferung aus den letzten präkambrischen Jahrmillionen deutet darauf hin, daß gelatinös organisierte Formenj, also quallenähnlich gebaute Organismen, die das marine Pelagial (den freien Wasserkörper des Meeres) besiedelten ‘3’. Was sie dort vorfanden war jedoch wenig labensfreundlich. Zwar wimmelte das Meer von bakterien und Protozoen, aber im wesentlichen waren die riesigen Wasserräume leer und unbesiedelt. Crustaceen und andere Organisationsformen waren - wenn die Befunde stimmen - noch in der Entwicklungsphase beziehungsweise noch nicht zu der pelagischen Lebensweise übergegangen. Wie überlebten die quallenförmigen Organismen in dieser Umwelt, und warum leben sie noch heute in allen Bereichen des Meeres, von der Flach- bis in die Tiefsee, von den Polen bis zu den Tropen? Der pelagische Lebensraum beinhaltet Tausende von Arten, die viel “höher” organisierten Gruppen angehören, die schneller und kräftiger sind. Wieso wurden die gelatinösen Plankter nicht in irgendeine skurrile Nische gedrängt oder über die Konkurrenz völlig ausgeschaltet? Mögliche Antworten auf diese Fragen finden wir in der Gegenwart.
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    Biologie in unserer Zeit 29 (1999), S. 79-89 
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    Notes: Nach dem Grundsatz “Vermeiden geht vor Wiederverwertung oder Recycling und letzteres vor Ablagerung auf einer Deponie”, schreibt das Kreislaufwirtschafts- und Abfallgesetz 3 zwingend die Wiederverwertung von Wertstoffen vor. Schlacke aus Müllheizkraftwerken (MHKWs) wird vom Gesetzgeber als ein Wertstoff klassifiziert und unterliegt damit dem Wiederverwertungszwang. Verwendung findet die MHKW-Schlacke im Straßenbau als Ersatz für Sand und als Versatzmaterial in au fgelassenen Bergwerken. Während der letztere Verwendungszweck relativ unumstritten, wenn auch sehr teuer ist, stößt der erstere auf herbe Kritik seitens ökologisch orientierter Gruppen, insbesondere wegen des hohen Schwermetallgehalts der MHKW-Schlacke. Dieses geschieht unbeschadet der Tatsache, daß der Einsatz von Schlacke als Baumaterial starken Einschränkungen unterliegt, die insbesondere einen Kontakt der Schlacke mit Grundwasser und Niederschlägen und damit eine Elution ausschließen ‘6’. In Zukunft dürfte die Schlackeproblematik noch mehr als bisher Gegenstand umweltpolitischer Disku ssion sein, da ab dem Jahre 2005 alle herkömmlichen Hausmülldeponien für unverbrannten Restmüll de facto geschlossen werden. Dieses wird zwangsweise zu einer vermehrten Verbrennung von Restmüll und somit zu einer verstärkten Schlackeproduktion führen. Damit erhebt sich erneut die Frage nach der Wiederverwendung von Schlacke und damit nach ihrer Umweltverträglichkeit. Als sowohl ökonomisch als auch ökologisch vertretbare Alternativen stehen bislang nur neue kostengünstige Formen der Deponierung im Raum. Der folgende Artikel befaßt sich mit dem Pro und Contra der Wiederverwendung von MHKW-Schlacke aus Sicht der Pflanzenphysiologie und gibt eine Übersicht über die Streßfaktoren, denen Pflanzen bei der Kultur auf Schlacke ausgesetzt sind.
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    Biologie in unserer Zeit 29 (1999), S. 121-124 
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    Biologie in unserer Zeit 29 (1999), S. 125-125 
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    Biologie in unserer Zeit 29 (1999), S. 126-126 
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    Biologie in unserer Zeit 29 (1999), S. VIII 
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    Biologie in unserer Zeit 29 (1999), S. XI 
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    Biologie in unserer Zeit 29 (1999), S. 132-141 
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    Notes: Für einen landwirtschaftlichen Anbau in Deutschland ist die Entwicklung von traansgenen Sorten beim Winterraps zur Zeit am weitesten gediehen, weshalb das Thema Gentechnik für diese Pflanzenart besondere Aktualität besitzt. Überdies erfolgt die züchterische Sortenentwicklung bei jeder Kulturpflanze prinzipiell in denselben Schritten. Es erscheint hilfreich, sich diese an einem erfolgreichen Beisiel zu vergegenwärtigen, will man die neuen Methoden der Biotechnologie mit den bisher in der Pflanzenzüchtung gebräuchlichen vergleichen und sachgerecht bewerten.
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    Biologie in unserer Zeit 29 (1999), S. 158-166 
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    Notes: Gentechnikspezifische rechtliche Vorgaben sind beim Herstellen von gentechnisch veränderten Pflanzen (GVP), Arbeiten mit GVP und dem Vermarkten von GVP einzuhalten. Diese reichen von der Anmeldung oder Genehmigung der gentechnischen Arbeit in einer gentechnischen Anlage, der Dokumentation der Arbeiten, bis zu den erforderlichen Genehmigungen von Freisetzungen oder des Inverkehrbringens der GVP.Die Einhaltung der gesetzlichen Vorgaben erfordert ebenso wie die praktische Überwachung geeignete Nachweisverfahren. Nach einer kurzen Darstellung der gesetzlichen Etikettierungsvorschriften für gentechnisch veränderte Organismen sollen diese Verfahren hier vorgestellt werden.
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    Biologie in unserer Zeit 29 (1999), S. 184-187 
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    Biologie in unserer Zeit 29 (1999), S. 189-191 
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    Biologie in unserer Zeit 29 (1999), S. 192-192 
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    Biologie in unserer Zeit 29 (1999), S. 177-183 
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    Notes: Vielfalt in allen Erscheinungsformen kennzeichnet schon die unbelebte und in noch stärkerem Maße die belebte Natur. Dagegen drängt die Nutzung von Naturkräften durch den Menschen, insbesondere in ihren weiter entwickelten und technisierten Formen stets auf Vereinfachung. So werden landwirtschaftliche Kulturpflanzen bei ein- bis mehrjähriger Nutzung im Regelfall in Reinkultur angebaut, ganz im Gegensatz zur standorttypischen Artenvielfalt eines natürlichen Pflanzenbestandes. Lediglich die verbliebene Unkrautflora erinnert dann and die ursprüngliche Artenvielfalt einer Pflanzengesellschaft. Es kommt hinzu, daß sich landwirtschaftlicher Pflanzenbau auf nur wenige anbauwürdige Kulturpflanzenarten konzentriert. Weltweit nimmt das Ackerland etwa 10 % der Landoberfläche der Erde ein, die mit nur etwa 30 Kulturpflanzenarten von überregionaler Bedeutung bestellt werden. Allein 37,4% davon sind dem Anbau von nur dreif für die Ernährung der Menschheit besonders bedeutsamen Arten (Weizen, Resi und Mais) gewidmet. In Deutschland werden gegenwärtig sogar 33% der Landoberfläche als Ackerland genutzt. Von den insgesamt etwa 14 bei uns häufiger anzutreffenden Kulturpflanzenarten besetzen die drei dominierenden Arten (Winterweizen, Mais und Wintergerste) dabei 48% der Anbaufläche. Landwirtschaftlicher Pflanzenbau wird also generell artenarm betrieben.Die zweite Ebene bilogischer Vielfalt im landwirtschaftlichen Pflanzenbau stützt sich auf die mehr oder weniger regelmäßige Folge verschiedener in Reinkultur angebauter Kulturpflanzenarten. Bozogen auf die Gesamtfläche eines Betriebes order die Feldflur einer Gemeinde ergibt sich dann noch immer ein abwechslungsreiches Gesamtbild verschiedener Aussaat-, Blühund Erntezeiten. Für artenreiche Fruchtfolgen lassen sich darüber hinaus viele, für die Bodenbewirtschaftung vorteilhafte Argumente anführen. Die hohe Schlagkraft der vollmechanisierten Betriebe und die beliebige Verfügbarkeit von Dünge- und Pflanzenschutzmitteln in Verbindung mit artunterschiedlichen Ertrags- und Preisrelationen haben jedoch auf intensive bewirtschafteten Betrieben in günstigen Lagen zu einer oft drastischen Reduktion der Pflanzenproduktion (auf den Anbau von nur noch drei, manchmal sogar nur zwei Arten) geführt, von denen der jeweils höchste Beitrag zur Deckung der Betriebskosten erwartet werden kann.Inzwischen hat sich jedoch die Erkenntnis durchgesetzt, daß die Aufrechterhaltung “biologischer Diversität” ein wesentliches Element zur Sicherung der “Nachhaltigkeit” der landwirtschaftlichen Pflanzenproduktion darstellt. Dies hat in der Konferenz von Rio (1992) im Rahmen der Agenda 21 zum Abschluß einer “Konvention über Biologische Vielfatl” geführt, der auch die Bundesrepublik Deutschland beigetreten ist.Mit dem Begriff biologische Vielfalt werden in dieser Konvention nicht nur Naturschutzverpflichtungen zur Sicherung des Erhalts bedrohter Tier- und Pflanzenarten übernommen, sondern es geht zu einem wesentlichen Teil auch um die 3. Ebene der biologischen Vielfalt in Form der genetischen Vielfalt innerhalb der für die Welternährung grundlegend bedeutsamen Kulturpflanzenarten. In diesem Zusammenhang soll hier gefragt werden, ob mit der Einführung transgener Nutzpflanzen neben ihrem wirtschaftlichem Nutzen auch Risiken für die biologische Vielfatl verbuden sind.
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    Biologie in unserer Zeit 29 (1999), S. 200-207 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Es ist schon erstaunlich: Man setzt sich eine einfache Brille auf, die als “Gläser” zwei farblose Folien enthält, und schon spielt die räumliche Sehwelt verrückt. Farbige Felder in bunt gemusterten Flächen springen in der Wahrenhmung auf uns zu, und andere weichen zurück. Betrachtet man eine Person vor dunklem Hintergrund, die einen roten Pullover and eine blause Hose anhat, so sieht man die obere Hälfte viel näher als die untere. Und noch verrückter: Ähnlich wei bei Michael Endes “Scheinriese” Tur-Tur ‘1’ nimmt der Tiefeneindruck zu, je weiter man sich von dem betrachteten Objekt entfernt. Wie kommt dieser Effekt zustande?Das Grundprinzip der ChromaDepth-Brille (C3DTM glasses), die von der Firma Chromatek in Georgia/USA hergestellt wird, ist die Farbdispersion: Rotes Licht wird durch das Gitter der brillenfolie stärker seitlich abgelenkt (gebeugt) als blaues Licht (Abbildung 1). Das dies für beide Augen gegensinnig erfolgt, ergeben sich Bildunterschiede zwischen rechtem und linkem Auge; Disparitäten, die das Sehsytem im Gehirn wie gewohnt als Raumtiefe deutet(Farbtiefeneffekt, Abbildung 2) Deshalb seiht man mit der ChromaDepth-Brille bunt gemusterte Flächen räumlich, genauer formuliert: Setzt man die Brille auf, so springen die Bilder, die wir mit unseren beiden Augen sehen, etwas aufeinander zurote Bildteile mehr, blaue weniger, Die Folge ist: Vor dunklem hintergrund erscheinen rote Flachen näher als blaue. Vor hellem Hintergrund ist es genau umge Kehrt: Rot erscheint hinter Blau. Das Ausmaß der wahrogenommenen Tiefe ist beträchtlich. So scheint der rote Fleck eines Laser-Pointers, auf eine vier Meter entfernte weiße Wand fällt, 110 Zentimeter vor dieser Wand in der Luft zu schweben. Im einzelnen kan der Sachverhalt sehr kompliziert sein. Auch wenn wir meinen, eine bestimmte Farbe zu sehen, handelt es sich in Wirklichkeit meist um ein kompliziertes Gemisch verschiedener Wellenlängen, die alle mit der ChromaDepth-Brille auseinan-dersortiert werden und ganz unerwartete Tiefenstaffelungen erzeugen können.
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  • 92
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    Biologie in unserer Zeit 29 (1999), S. 218-222 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Scheinbar hat es Vortelie, Zwitter zu sein. Die Erstbesiedlung neuer oder gestörter lebensräume wird durch die Möglichkeit zur Selbstbefruchtung vereinfaht oder bei Abwesenheit von Sexualpartnern sogar erst möglich. Aus einem einzigen Samen einer selbstbestäubenden Pflanze kann sich bei gleichzetig hoher Reproduktionsrate, schnell eine große Population aufbauen. Viele kleine Brassicaceen (Kreuzblülter), wie etwa die Ackerschmalwand Arabidopsis thaliana, sind dafür gute Beispiele. Doch uneingeschränkte Selbstbefruchtung hat offensichtliche Nachtelie. Ungünstige Mutationen häufen sich im Genom an, und die durch Durchmischung des Erbgutes bewirkten heterosiseffekte entfalten sich nicht. Daher finden sich in etwa der Hälfte aller pflanzenfamilien Arten, bei denen Selbstbefruchtung (Autogamie) ausgeschlossen ist ‘5’. Verbreitete Mechanismen, die eine Allogamie (Frembdefruchtung) begünstigen, sind unterschiedliche Reifezeitpunkte und -orte der weiblichen und mänlichen gameten auf einer Pflanze oder die Diözie (Zweihäusigkeit), bei der weibliche und männliche Gameten auf unterschiedlichen Individuen gebildet werden. Weiterhin gibt es eine Vielzahl morphologischer Barrieren, die das zufällige Bestäuben mit dem eigenen Pollen behindern und Pflanzen häufig an Tiere als Pollenüberträger von Blüte zu Blüte binden. “Echte” selbstinkompatible pflanzen können den eigenen Pollen oder den der “näheren Verwandtschaft” erkennen und abn der Befruchtung hindern, sie sind aber nicht etwa steril, wie der früher gebrächliche Begriff Selbststerilität nahelegte, da sie fertile Gameten bilden. Erkannt wurde das Phänomen schon 1764 von Köreuter für die Königskerze Verbascum phoenichicum, doch die erste eingehende Analyse und Zusammen fassung dieser Daten und eigener Befunde erfolgte später (1867) durch Charles Darwin. Er erkannte als erster, daß die beobachtete Unfruchtbarkeit durchaus als “Begabung” angesehen werden kann.Viele landwirtschaftlich genutzte Arten sind heute selbstkompatibel, weil im Laufe ihrer Kulturgeschichte die Selbstinkompatibilitäts- Mechanismen verlorengegangen sind oder bewuß darauf verzichtet wurde. Dies hat gute Gründe: Einer davon ist vor allem eine Ertragssteigerung durch die ungehinderte (Selbst-) Befruchtung. Allerdings ist mit solchen Pflanzen die Produktion von Hybridsaatgut zur, “Handarbeit” des Züchters geworden. Im Zeitalter teurer menschilcher Arbeitskraft hat daher jede Art von Pollensterilität nicht zu unter schätzende wirtschaftliche Bedeutung gewonnen. Die (Rück-) Übertragung eines funktionierenden Selbstinkomatibilitätssystems auf kulturpflanzen erscheint hier als ein Lösungsweg, insbesondere da solche Pflanzen weiterhin fertilen Pollen produzieren könnten, also nicht steril wären. Allerdings ist man heutzutage noch zu weit von einem umfassenden Verständnis der natürlichen Selbstinkompatibilitäts Systeme entfernt, um deren übertragung auf selbstkompatible Methoden, erreichen zu Können.
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    Biologie in unserer Zeit 29 (1999), S. 250-254 
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    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
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    Biologie in unserer Zeit 29 (1999), S. 238-246 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Nur bei wenigen Wachstumsprozessen wird eine so groß Genauigkeit gefordert und erreicht wie bei der Abstimmung der Augenlänge auf die Brennweite von Linse und Hornhaut. Wenn das Auge um nur ein Prozent zu lang ist, besteht bereist eine Kurzsichtigkeit (Myopie) von fast einer Dioptrie (dpt). Dabei fällt die Sehschärfe in der Ferne auf etwa ein Drittel. ab. Ist das Auge daggen zu kurz (Weitsichtigkeit-Hyperopie), so kann man zwar in der Ferne meist noch gut sehen, aber die Arbeit in der Nähe wird schwierig, weil mehr Akkommodation aufgebracht werden muß. Die hat nichts mit der “Alterweitsichtigkeit” (Presbyopie) zu tun, wo zwar der Bau des Auges normal ist, aber der altersbedingte Verlust der Akkommodation scharfes Sehen in der Nähe unmöglich macht.Beim Menschen, einigen Afen und Vögeln erreicht die Abbildungsgüte im Bereich der Stelle des schärfsten Sehens (Fovea) die Grenze der physikalischen Möglichkeiten. Nicht optische Schwächen oder Ungenauigkeiten im Bau des Auges, sondern die Lichtbeugung an der Pupille, die zwangsläufig aus den Welleneigenschaften des Lichtes folgt, begrenzen weitere Auflösung. Es ist schwer vorstellbar, wie diese Genaukeit erreicht werden kann, wenn nicht eine Steuerung des Wachstums durch einen rückgekoppeltn Regelkreis erfolgt, der sein Fehlersignal aus dem Netzhautbild entnimmt. Bis vor wenigen Jahren herrschte dennoch die Meinnung vor, daß das Augenlängenwachstum weitgehend genetisch bestimmt ist. Inszwischen ist aber durch Experimente mit brillentragenden Hühnern und Affen gezigt worden, daß “normale” Seherfahrung tatsächlich Voraussetzung für genaues Wachtsum ist. Die zugrundeliegenden Mechanismen sind noch nicht vollständig aufgeklärt, ber bisherige Ergebnisse lassen Schlüsse über mögliche Ursachen von Kurzsichtigkeit zu.
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    Biologie in unserer Zeit 29 (1999) 
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    Biologie in unserer Zeit 29 (1999), S. 268-277 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
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    Biologie in unserer Zeit 29 (1999), S. 286-291 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Kein Schiff überquert sden Ozean ganz ohne blinde passagiere. Muscheln undAsseln bohren sich in Holzplanken. Algen und Seepocken heften sich mi Unterwasserbereich an die Schiffsrümpfe. Planktische sporen und Larven gelangen in das Ballastwasser, das jedes moderne Schiff zur Stabilisierung mit sich führt ‘1 und 3’. Je größer und schneller ein Schiff ist, desto, besser ist dies für die unbeachteten Tramper der Weltmeere. Wer solch eine lange Seereise überlebt, ist auch widerstands- und anpassungsfähig genug, um sich an neuen Küsten zurechtzufinden (Abbildung 2). Günstige Gelegenheiten zur Mitreise ergeben sich auch, wenn Austern oder andere Meerestiere für die Weiterzucht an ferne Küsten versandt werden. Solch ein Handel hat weltweit zugenommen, ebenso wie der interkontinentale Schffsverkehr. Diese Entwicklung führte dazu, daß mehr und mehr Arten zu Bewohnern weit voneinander entfernter Küsten wurden. Der mensch half die natürlichen Ausbreitungsbarrieren zu überwinden und leitete eine Globalisierung der Lebensgemeinschaften an den Küsten ein. - Welchen Umfang aber hat dies im Bereich der Nordsee angenommen? - Welche ökologischen Konsequenzen ergeben sich? - Kann und soll dieser Trend aufgehalten werden? - Diese brisanten Fragen stellen sich weltweit für die Meeresküsten und ebenso auch für die Süßwasser und das Land ‘11-13’.
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    Biologie in unserer Zeit 29 (1999), S. 292-300 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Zu en vielen Schutz- und Verteidigungsstrategien, die von den Organismen entwickelt wurden, um dem Gefressenwerden zu entgehen, Zählen ein sperrigerwerden der Individuen, die Bildung von Panzern, Stacheln und Dornen, das Produzieren und Speichern von schwerverdaulichen Stoffen und Giften, aber auch die Entwicklung eines komplexen verhaltensrepertoires zur Vermeidung von Freßfeinden ‘8’. Bis zur dieses Jahrhunders glaubte man, daß die der Verteidigung dienenden Maßnahmen dauerhaft seien, also im Laufe der Evolution entstanden sind und im Verlauf ddes Lebens eines Individuums zu einem bestimmten Zeitpunkt zur Ausprägung, gelangen, unabhängig von der gerad herrschenden Bedrohung. Heute wissen wir, daß neben einer solchen kionstitutiven Verteidigung in vielen Organismengruppen auch induzierbare Verteidigungsmechanismen existieren, welche nur dann wirksam werden wenn Freßfeinde im Biotop in größerer Dchte auftreten und somit eine ernstzunehmende Bedrohung darstellen. Das Spektrum induzierbarer Feindabwehrmechanismen ist der Palette der kionstitutiven Abwehrmaßnahmen dabei durchaus sehr ähnlich. Der entscheidende Unterschied ist jedoch der, daß der bedrohte Organismus erst auf ein bestimmtes Signal hin von seinem genetisch festgelegten Schutzmechanismus Gebrauch macht. Dadurch werden die Kostenfür die Feindabwehr minimiert. Neben physikalischen Signalen (wie Licht und Temperatur), welche dem Organismus indirekt Auskunft über den Grad einer aktuellen Bedrohung geben können, spielen von den Freßfeinden abgegebene chemische Signale (Kairomone) eine entscheidende Rollen als Auslöser der induzierbaren Verteidigungsmechanismen. An der Aufklärung der chemischen Natur der Kariomione wird zur Zeit intenxiv gearbeitet.
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    Biologie in unserer Zeit 29 (1999), S. 301-306 
    ISSN: 0045-205X
    Keywords: Life and Medical Sciences
    Source: Wiley InterScience Backfile Collection 1832-2000
    Topics: Biology
    Notes: Früher wurden über 90% aller Vogelarten als monogam klassifiziert, also als in Einehen lebend ‘5’. Manhatte zwar auch schon damals vereinzelt beobachtet, daß es bei einem Teil dieser Arten manchmal zu Kopulationen mit anderen Individuen als dem Paarpartner kommen kann, maß diesem Verhalten jedoch keine größere Bedeutung bei. Man dachte vielmehr, daß es sichhierbei um eine Art krankhaftes Verhalten handele. Dises Ansicht änderte sich erst, als verschiedene Methoden von Elternschaftsnachweissen gezielt auch bei Vögeln angewenden wurden, um damit Jungtiere zu identifizieren, die aus solchen “Fremdkopulationen resultieren”. Dabei stellte sich heraus, daß die Häfigkeit dieses Verhaltens aufgrund der wenigen Beobachtungen stark unterschätzt worden war und daß bei einer beeinduruckenden Zahl von Vogelarten mit einem monogamen paarungsssytem Jungtiere zu finden sind, die nicht von dem Männchen abstammen, welches die Brut versorgt ‘1’.Die Untersuchungsergebnisse werfen eine Reihe weiterführender evolutionsbiologischer Fragen auf. So stellt sich unter ande rem die Frange nach dem Anpassungswert, halb des Paarbundes. Während der Nutzen f¨r die Männchen auf der hand zu liegen scheint, sie können durch, “Fremdkopulationen” die Anzahl ihrer Nachkommen erhöhen, ist der evlutionsbiologische Vorteil für die Weibchen nicht nämlilck durch Ko pulationen außerhalb des Paarbundes normalerweise nicht die Anzahl ihrer Nachkommen steigern. Sie erhöhen durch Kopulationen mit einem anderen Männchen allenfalls die genetische Variabilität ihree Nachkommen.Ein weiterer Fragenkomplex ergibt sich durch den Umstand, daß brutpflegende Männchen vermeiden sollten, für Jungtiere zu sorgen, die nicht von ihnen selbst stammen. Dises Erwartung basiert darauf, daß Brutpflege gewöhnlich mit Kosten (Enegie und Zeit) verbunden ist: Wenn die Männchen für Jungtiere sorgen, die nicht von ihnen selbst stammen, dann reduzieren sie auf längere Sicht ihren eingene Fortpflanzungserfolg.Im fogenden Aufastz soll versucht werden, die beiden genannten Fragenkomplexe beispielhaft an Untersuchungsergebnissen zum Paarungsverhalten von Kohleisen zu vertiefen. Dabei soll zunächst gezeigt werden, wie mit Hilfe moderner molekulargenetischer Methoden, namentlich dem DNA-Fingerprinting, das Fortpflanzungsverhalten einer Vogelart analysiert werden kann, um dann anschließend auf die eben genannten evolutionsbiologisch relevanten Aspekte einzugehen.
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