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NASA's Interface Region Imaging Spectrograph (IRIS) provides high resolution observations of the solar atmosphere through UV spectroscopy and imaging. Since the launch of IRIS in June 2013, we have conducted systematic observation campaigns in coordination with the Swedish 1-m Solar Telescope (SST) on La Palma. The SST provides complementary high-resolution observations of the photosphere and chromosphere. The SST observations include spectro-polarimetric imaging in photospheric Fe I lines and spectrally-resolved imaging in the chromospheric Ca II 8542 A, H-alpha, and Ca II K lines. We present a database of co-aligned IRIS and SST datasets that is open for analysis to the scientific community. The database covers a variety of targets including active regions, sunspots, plage, quiet Sun, and coronal holes., Comment: Accepted for publication in Astronomy & Astrophysics (July 21, 2020)

We present new results from the Interface Region Imaging Spectrograph showing the dynamic evolution of chromospheric evaporation and condensation in a flare ribbon, with the highest temporal and spatial resolution to date. IRIS observed the entire impulsive phase of the X-class flare SOL2014-09-10T17:45 using a 9.4 second cadence `sit-and-stare' mode. As the ribbon brightened successively at new positions along the slit, a unique impulsive phase evolution was observed for many tens of individual pixels in both coronal and chromospheric lines. Each activation of a new footpoint displays the same initial coronal up-flows of up to ~300 km/s, and chromospheric downflows up to 40 km/s. Although the coronal flows can be delayed by over 1 minute with respect to those in the chromosphere, the temporal evolution of flows is strikingly similar between all pixels, and consistent with predictions from hydrodynamic flare models. Given the large sample of independent footpoints, we conclude that each flaring pixel can be considered a prototypical, `elementary' flare kernel., Comment: Accepted for publication - ApJ letters

The temperature distribution of the emitting plasma is a crucial constraint when studying the heating of solar flare footpoints. However, determining this for impulsive phase footpoints has been difficult in the past due to insufficient spatial resolution to resolve the footpoints from the loop structures, and a lack of spectral and temporal coverage. We use the capabilities of Hinode/EIS to obtain the first emission measure distributions (EMDs) from impulsive phase footpoints in six flares. Observations with good spectral coverage were analysed using a regularized inversion method to recover the EMDs. We find that the EMDs all share a peak temperature of around 8 MK, with lines formed around this temperature having emission measures peaking between 10^28 and 10^29 cm^-5, indicating a substantial presence of plasma at very high temperatures within the footpoints. An EMD gradient of EM(T) ~ T is found in all events. Previous theoretical work on emission measure gradients shows this to be consistent with a scenario in which the deposited flare energy directly heats only the top layer of the flare chromosphere, while deeper layers are heated by conduction.

A wind tunnel test was conducted to study the aerodynamics of helicopter hub and pylon fairings. The test was conducted in the 7-by 10 Foot Subsonic Wind Tunnel (Number 2) at Ames Research Center using a 1/5-scale XH-59A fuselage model. The primary focus of the test was on the rotor hub fairing and pylon mutual interference drag. Parametric studies of pylon and hub fairing geometry were also conducted. This report presents the major findings of the test as well as tabulated force and moment data, flow visualization photographs, and graphical presentations of the drag data. The test results indicate that substantial drag reduction can be attained through the use of a cambered hub fairing with circular arc upper surface and flat lower surface. Furthermore, a considerable portion of the overall drag reduction is attributed to the reduction in the hub-on-pylon interference drag. It is also observed that the lower surface curvature of the fairing has a strong influence on the hub fairing and on pylon interference drag. However, the drag reduction benefit that was obtained by using the cambered hub fairing with a flat lower surface was adversely affected by the clearance between the hub fairing and the pylon.

A wind-tunnel test was conducted to obtain data on several rotorcraft hub and shaft fairing drag reduction configurations. Aerodynamic loads and moments were acquired for each test configuration. Limited wake pressure measurements and flow visualization (tuft) photographs were obtained for some configurations. All hub and shaft fairing configurations were tested on a 1/5-scale XH-59A model fuselage. Both coaxial and single rotor configurations were tested. All rotor assemblies were modeled with nonrotating hardware. The drag reduction methods tested included cambered elliptical hub fairings, several different shaft fairings, and strakes. Test data show that significant drag reductions can be attained with certain fairing configurations. The lowest drag values for the single rotor configurations were obtained for a cambered elliptical hub fairing with a large thickness airfoil shaft fairing. The lowest coaxial configuration drag values were obtained with cambered elliptical hub fairings and a long chord intermediate shaft fairing.

This paper describes the elements and operation of a simulator that is being used to train operators of the Rotor Test Apparatus (RTA) in the large-scale 40- by 80-Foot Wind Tunnel at Ames Research Center. The simulator, named TUTOR (for Tunnel Utilization Trainer with Operating Rotor) duplicates the controls of the rotor and its dynamic behavior, as well as the wind-tunnel controls. The simulation software uses a preexisting blade-element model of a four-bladed rotor with flapping and lead-lag degrees of freedom. Equations were developed for all hardware and controls of the RTA and of the wind tunnel that are normally required to perform a wind-tunnel test of a helicopter rotor. The simulator hardware consists of consoles designed to have the same appearance and functions as those in the control room of the 40- by 80-Foot Wind Tunnel, allowing input from three operators who normally establish the required operating conditions during a test run. Normal operating procedures can be practiced, as well as simulated emergencies such as rotor power failure.