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We report nuclear magnetic resonance measurements of the spin-1/2 anisotropic triangular lattice antiferromagnet Cs$_2$CuCl$_4$ as a function of temperature and applied magnetic field. The observed temperature and magnetic field dependence of the NMR relaxation rate suggests that low energy excitations in the short-range ordered region stabilized over a wide range of intermediate fields and temperatures of the phase diagram are gapless or nearly gapless fermionic excitations. An upper bound on the size of the gap of 0.037 meV $\approx J/10$ is established. The magnetization and NMR relaxation rate can be qualitatively described either by a quasi-1D picture of weakly coupled chains, or by mean-field theories of specific 2D spin liquids; however, quantitative differences exist between data and theory in both cases. This comparison indicates that 2D interactions are quantitatively important in describing the low-energy physics., Comment: 14 pages, 8 figures

We report ^{115}In nuclear magnetic resonance (NMR) measurements in the heavy-fermion superconductor CeCoIn_5 as a function of temperature in different magnetic fields applied parallel to the $(\hat a, \hat b)$ plane. The measurements probe a part of the phase diagram in the vicinity of the superconducting critical field H_{c2} where a possible inhomogeneous superconducting state, Fulde-Ferrel-Larkin-Ovchinnikov (FFLO), is stabilized. We have identified clear NMR signatures of two phase transitions occurring in this part of the phase diagram. The first order phase transitions are characterized by the sizable discontinuity of the shift. We find that a continuous second order phase transition from the superconducting to the FFLO state occurs at temperature below which the shift becomes temperature independent. We have compiled the first phase diagram of CeCoIn_5 in the vicinity of H_{c2} from NMR data and found that it is in agreement with the one determined by thermodynamic measurements., Comment: 4 pages, submitted to Proceedings of SCES'07

We report $^{133}$Cs nuclear magnetic resonance (NMR) measurements on the 2D frustrated Heisenberg antiferromagnet Cs$_2$CuCl$_4$ down to 2 K and up to 15 T. We show that $^{133}$Cs NMR is a good probe of the magnetic degrees of freedom in this material. Cu spin degrees of freedom are sensed through a strong anisotropic hyperfine coupling. The spin excitation gap opens above the critical saturation field. The gap value was determined from the activation energy of the nuclear spin-lattice relaxation rate in a magnetic field applied parallel to the Cu chains (b axis). The values of the g-factor and the saturation field are consistent with the neutron-scattering and magnetization results. The measurements of the spin-spin relaxation time are exploited to show that no structural changes occur down to the lowest temperatures investigated., Comment: 14 pages, 7 figures, To appear in NJP (http://www.iop.org)

The interaction energy and force between widely separated strings is analyzed in a field theory having applications to superconducting cosmic strings, the SO(5) model of high-temperature superconductivity, and solitons in nonlinear optics. The field theory has two order parameters, one of which is broken in the vacuum (giving rise to strings), the other of which is unbroken in the vacuum but which could nonetheless be broken in the core of the string. If this does occur, there is an effect on the energetics of widely separated strings. This effect is important if the length scale of this second order parameter is longer than that of the other fields in the problem., Comment: 11 pages, 3 figures. Minor changes in the text. Accepted for publication in Phys. Rev. D

The distinction between type I and type II superconductivity is re-examined in the context of the SO(5) model recently put forth by Zhang. Whereas in conventional superconductivity only one parameter (the Ginzburg-Landau parameter $\kappa$) characterizes the model, in the SO(5) model there are two essential parameters. These can be chosen to be $\kappa$ and another parameter, $\beta$, related to the doping. There is a more complicated relation between $\kappa$ and the behavior of a superconductor in a magnetic field. In particular, one can find type I superconductivity, even when $\kappa$ is large, for appropriate values of $\beta$., Comment: 17 pages, 7 figures

We study the energetics of superconducting vortices in the SO(5) model for high-$T_c$ materials proposed by Zhang. We show that for a wide range of parameters normally corresponding to type II superconductivity, the free energy per unit flux $\FF(m)$ of a vortex with $m$ flux quanta is a decreasing function of $m$, provided the doping is close to its critical value. This implies that the Abrikosov lattice is unstable, a behaviour typical of type I superconductors. For dopings far from the critical value, $\FF(m)$ can become very flat, indicating a less rigid vortex lattice, which would melt at a lower temperature than expected for a BCS superconductor., Comment: 4 pp, revtex, 5 figures

The Autonomous Formation Flight (AFF) project at the NASA Dryden Flight Research Center (Edwards, California) investigated performance benefits resulting from formation flight, such as reduced aerodynamic drag and fuel consumption. To obtain data on performance benefits, a trailing F/A-18 airplane flew within the wing tip-shed vortex of a leading F/A-18 airplane. The pilot of the trail airplane used advanced station-keeping technology to aid in positioning the trail airplane at precise locations behind the lead airplane. The specially instrumented trail airplane was able to obtain accurate fuel flow measurements and to calculate engine thrust and vehicle drag. A maneuver technique developed for this test provided a direct comparison of performance values while flying in and out of the vortex. Based on performance within the vortex as a function of changes in vertical, lateral, and longitudinal positioning, these tests explored design-drivers for autonomous stationkeeping control systems. Observations showed significant performance improvements over a large range of trail positions tested. Calculations revealed maximum drag reductions of over 20 percent, and demonstrated maximum reductions in fuel flow of just over 18 percent.

The measurement of local flow angle is critical in many fluid-dynamic applications, including the aerodynamic flight testing of new aircraft and flight systems. Flight researchers at NASA Dryden Flight Research Center have recently developed, flight-tested, and patented the force-based flow-angle probe (FLAP), a novel, force-based instrument for the measurement of local flow direction. Containing no moving parts, the FLAP may provide greater simplicity, improved accuracy, and increased measurement access, relative to conventional moving vane-type flow-angle probes. Forces in the FLAP can be measured by various techniques, including those that involve conventional strain gauges (based on electrical resistance) and those that involve more advanced strain gauges (based on optical fibers). A correlation is used to convert force-measurement data to the local flow angle. The use of fiber optics will enable the construction of a miniature FLAP, leading to the possibility of flow measurement in very small or confined regions. This may also enable the tufting of a surface with miniature FLAPs, capable of quantitative flow-angle measurements, similar to attaching yarn tufts for qualitative measurements. The prototype FLAP was a small, aerodynamically shaped, low-aspect-ratio fin about 2 in. (approximately equal to 5 cm) long, 1 in. (approximately equal to 2.5 cm) wide, and 0.125 in. (approximately equal to 0.3 cm) thick (see Figure 1). The prototype FLAP included simple electrical-resistance strain gauges for measuring forces. Four strain gauges were mounted on the FLAP; two on the upper surface and two on the lower surface. The gauges were connected to form a full Wheatstone bridge, configured as a bending bridge. In preparation for a flight test, the prototype FLAP was mounted on the airdata boom of a flight-test fixture (FTF) on the NASA Dryden F-15B flight research airplane.

NASA Dryden Flight Research Center s new Propulsion Flight Test Fixture (PFTF), designed in house, is an airborne engine-testing facility that enables engineers to gather flight data on small experimental engines. Without the PFTF, it would be necessary to obtain such data from traditional wind tunnels, ground test stands, or laboratory test rigs. Traditionally, flight testing is reserved for the last phase of engine development. Generally, engines that embody new propulsion concepts are not put into flight environments until their designs are mature: in such cases, either vehicles are designed around the engines or else the engines are mounted in or on missiles. However, a captive carry capability of the PFTF makes it possible to test engines that feature air-breathing designs (for example, designs based on the rocket-based combined cycle) economically in subscale experiments. The discovery of unknowns made evident through flight tests provides valuable information to engine designers early in development, before key design decisions are made, thereby potentially affording large benefits in the long term. This is especially true in the transonic region of flight (from mach 0.9 to around 1.2), where it can be difficult to obtain data from wind tunnels and computational fluid dynamics. In January 2002, flight-envelope expansion to verify the design and capabilities of the PFTF was completed. The PFTF was flown on a specially equipped supersonic F-15B research testbed airplane, mounted on the airplane at a center-line attachment fixture, as shown in Figure 1. NASA s F-15B testbed has been used for several years as a flight-research platform. Equipped with extensive research air-data, video, and other instrumentation systems, the airplane carries externally mounted test articles. Traditionally, the majority of test articles flown have been mounted at the centerline tank-attachment fixture, which is a hard-point (essentially, a standardized weapon-mounting fixture). This hard-point has large weight margins, and, because it is located near the center of gravity of the airplane, the weight of equipment mounted there exerts a minimal effect on the stability and controllability of the airplane. The PFTF (see Figure 2) includes a one-piece aluminum structure that contains space for instrumentation, propellant tanks, and feed-system components. The PFTF also houses a force balance, on which is mounted the subscale engine or other experimental apparatus that is to be the subject of a flight test. The force balance measures a combination of inertial and aerodynamic forces and moments acting on the experimental apparatus.

The Autonomous Formation Flight research project has been implemented at the NASA Dryden Flight Research Center to demonstrate the benefits of formation flight and develop advanced technologies to facilitate exploiting these benefits. Two F/A-18 aircraft have been modified to precisely control and monitor relative position, and to determine performance of the trailing airplane. Flight test maneuvers and analysis techniques have been developed to determine the performance advantages, including drag and fuel flow reductions and improvements in range factor. By flying the trailing airplane through a matrix of lateral, longitudinal, and vertical offset positions, a detailed map of the performance benefits has been obtained at two flight conditions. Significant performance benefits have been obtained during this flight test phase. Drag reductions of more than 20 percent and fuel flow reductions of more than 18 percent have been measured at flight conditions of Mach 0.56 and an altitude of 25,000 ft. The results show favorable agreement with published theory and generic predictions. An F/A-18 long-range cruise mission at Mach 0.8 and an altitude of 40,000 ft has been simulated in the optimum formation position and has demonstrated a 14-percent fuel reduction when compared with a controlled chase airplane of similar configuration.

Flights of the F-15B/Propulsion Flight Test Fixture (PFTF) with a Cone Drag Experiment (CDE) attached have been accomplished at NASA Dryden Flight Research Center. Mounted underneath the fuselage of an F-15B airplane, the PFTF provides volume for experiment systems and attachment points for propulsion experiments. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. The force balance mounts between the PFTF and experiment and measures three forces and moments. The CDE has been attached to the force balance for envelope expansion flights. This experiment spatially and inertially simulates a large propulsion test article. This report briefly describes the F-15B airplane, the PFTF, and the force balance. A detailed description of the CDE is provided. Force-balance ground testing and stiffness modifications are described. Flight profiles and selected flight data from the envelope expansion flights are provided and discussed, including force-balance data, the internal PFTF thermal and vibration environment, a handling qualities assessment, and performance capabilities of the F-15B airplane with the PFTF installed.

Flight vibration data are analyzed for the NASA F-15B/Flight Test Fixture II test bed. Understanding the in-flight vibration environment benefits design and integration of experiments on the test bed. The power spectral density (PSD) of accelerometer flight data is analyzed to quantify the in-flight vibration environment from a frequency of 15 Hz to 1325 Hz. These accelerometer data are analyzed for typical flight conditions and maneuvers. The vibration data are compared to flight-qualification random vibration test standards. The PSD levels in the lateral axis generally are greater than in the longitudinal and vertical axes and decrease with increasing frequency. At frequencies less than approximately 40 Hz, the highest PSD levels occur during takeoff and landing. Peaks in the PSD data for the test fixture occur at approximately 65, 85, 105-110, 200, 500, and 1000 Hz. The pitch-pulse and 2-g turn maneuvers produce PSD peaks at 115 Hz. For cruise conditions, the PSD level of the 85-Hz peak is greatest for transonic flight at Mach 0.9. From 400 Hz to 1325 Hz, the takeoff phase has the highest random vibration levels. The flight-measured vibration levels generally are substantially lower than the random vibration test curve.

The design and development of the F-15B Propulsion Flight Test Fixture (PFTF), a new facility for propulsion flight research, is described. Mounted underneath an F-15B fuselage, the PFTF provides volume for experiment systems and attachment points for propulsion devices. A unique feature of the PFTF is the incorporation of a six-degree-of-freedom force balance. Three-axis forces and moments can be measured in flight for experiments mounted to the force balance. The NASA F-15B airplane is described, including its performance and capabilities as a research test bed aircraft. The detailed description of the PFTF includes the geometry, internal layout and volume, force-balance operation, available instrumentation, and allowable experiment size and weight. The aerodynamic, stability and control, and structural designs of the PFTF are discussed, including results from aerodynamic computational fluid dynamic calculations and structural analyses. Details of current and future propulsion flight experiments are discussed. Information about the integration of propulsion flight experiments is provided for the potential PFTF user.