Density functional theory calculations were employed to study the relative contribution of resonance versus inductive effects toward the 37 kcal/mol enhanced gas-phase acidity (DeltaH degrees (acid)) of formic acid (1) over methanol (2). The gas-phase acidities of formic acid, methanol, vinyl alcohol (5), and their vinylogues (6, 8, and 9) were calculated at the B3LYP/6-31+G level of theory. Additionally, acidities were calculated for the formic acid and vinyl alcohol vinylogues in which the formyl group and the vinyl group, respectively, were perpendicular to the rest of the conjugated system. Comparisons among these calculated acidities suggest that inductive effects are the predominant effects responsible for the enhanced acidity of formic acid over methanol, accounting for between roughly 62% and 65% of the total enhanced acidity; the remaining 38% to 35% of the acidity enhancement appears to be due to resonance effects. Further comparisons suggest that resonance effects are between roughly 58% and 65% of the 26 kcal/mol calculated acidity enhancement of vinyl alcohol over methanol, and the remaining 42% to 35% are due to inductive effects.

This chapter examines how recent depictions of data-center visibility function both as a mode of claiming corporate territory and as an obfuscation of the less picturesque dimensions of cloud infrastructure. Analyzing media infrastructure industries, such as the companies that run cloud systems, presents particular challenges for researchers. The structural convergence and functional heterogeneity of media make it difficult to apply some of the tried and true concepts in media and communication studies, such as the distinction between public and private. Using the Swedish data center as an example, the chapter then deciphers the backend of Internet architecture and data-trafficking policies, and highlights the importance of a relational perspective in understanding data centers as dynamic infrastructure nodes.

Fibre optic based sensors are becoming increasingly viable as replacements for traditional flight test sensors. Here we present laboratory, wind tunnel and flight test results of fibre Bragg gratings (FBG) used to measure surface strain and an extrinsic fibre Fabry-Perot interferometric (EFFPI) sensor used to measure unsteady pressure. The calibrated full scale resolution and bandwidth of the FBG and EFFPI sensors were shown to be 0.29% at 2.5 kHz up to 600 με and 0.15% at up to 10 kHz respectively up to 400 Pa. The wind tunnel tests, completed on a 30% scale model, allowed the EFFPI sensor to be developed before incorporation with the FBG system into a Bulldog aerobatic light aircraft. The aircraft was modified and certified based on Certification Standards 23 (CS-23) and flight tested with steady and dynamic manoeuvres. Aerobatic dynamic manoeuvres were performed in flight including a spin over a g-range −1g to +4g and demonstrated both the FBG and the EFFPI instruments to have sufficient resolution to analyse the wing strain and fuselage unsteady pressure characteristics. The steady manoeuvres from the EFFPI sensor matched the wind tunnel data to within experimental error while comparisons of the flight test and wind tunnel EFFPI results with a Kulite pressure sensor showed significant discrepancies between the two sets of data, greater than experimental error. This issue is discussed further in the paper.

A more ambitious dynamic experiment was undertaken by Brown and Seeman,[6], using models catapulted along parallel tracks and passing a crosswind generator. Spacing between vehicles and relative velocities, including vehicles passing in opposite directions could be represented. The shape of the ABSTRACT The influence of a large truck on the aerodynamics of a small passenger car in an overtaking manoeuvre on the motorway was considered, many years ago, during the 1970's, to be a potential problem for the vehicle aerodynamicist. The concern never became significant as vehicle architecture evolved and car weights increased. The current drive for improved fuel economy is advocating that a considerable reduction in vehicle mass is desirable and therefore it may be time to readdress the significance of the truck passing manoeuvre. A quasi-steady experiment has been undertaken at small model scale to examine the aerodynamic characteristics of a small car in proximity to a large truck. Measurements at yaw were included to crudely simulate the effects of a crosswind. The wind tunnel data is presented and the limitations of the experimental procedure are discussed. An estimate of the increased aerodynamic input on a car in a real world overtaking manoeuvre with relative velocity between the two vehicles is introduced. The data is compared with the steady state yaw characteristics of the car alone to relate truck passing with the general concern of crosswind sensitivity. Under the same crosswind conditions the truck passing manoeuvre is shown to be a more extreme, but rarer event.

Lift and drag flight test data is presented from the National Flying Laboratory Centre, Jetstream 31 aircraft. The aircraft has been modified as a flying classroom for completing flight test training courses, for engineering degree accreditation. The straight and level flight test data is compared to data from 10% and 17% scale wind tunnel models, a Reynolds Averaged Navier Stokes steady-state computational fluid dynamics model and an empirical model. Estimated standard errors in the flight test data are ±2.4% in lift coefficient, ±2.7% in drag coefficient. The flight test data also shows the aircraft to have a maximum lift to drag ratio of 10.5 at Mach 0.32, a zero lift drag coefficient of 0.0376 and an induced drag correction factor of 0.0607. When comparing the characteristics from the other models, the best overall comparison with the flight test data, in terms of lift coefficient, was with the empirical model. For the drag comparisons, all the models under predicted levels of drag by up to 43% when compared to the flight test data, with the best overall match between the flight test data and the 10% scale wind tunnel model. These discrepancies were attributed to various factors including zero lift drag Reynolds number effects, omission of a propeller system and surface excrescences on the models, as well as surface finish differences.