Model aerodynamic test results for two variable cycle engine coannular exhaust systems at simulated takeoff and cruise conditions. Comprehensive data report. Volume 2: Tabulated aeroynamic data book 1

NASA Technical Reports Server (NTRS)

Nelson, D. P.

1981-01-01

Tabulated data from wind tunnel tests conducted to evaluate the aerodynamic performance of an advanced coannular exhaust nozzle for a future supersonic propulsion system are presented. Tests were conducted with two test configurations: (1) a short flap mechanism for fan stream control with an isentropic contoured flow splitter, and (2) an iris fan nozzle with a conical flow splitter. Both designs feature a translating primary plug and an auxiliary inlet ejector. Tests were conducted at takeoff and simulated cruise conditions. Data were acquired at Mach numbers of 0, 0.36, 0.9, and 2.0 for a wide range of nozzle operating conditions. At simulated supersonic cruise, both configurations demonstrated good performance, comparable to levels assumed in earlier advanced supersonic propulsion studies. However, at subsonic cruise, both configurations exhibited performance that was 6 to 7.5 percent less than the study assumptions. At takeoff conditions, the iris configuration performance approached the assumed levels, while the short flap design was 4 to 6 percent less. Data are provided through test run 25.

14 CFR 25.115 - Takeoff flight path.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff flight path. 25.115 Section 25.115... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.115 Takeoff flight path. (a) The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff...

14 CFR 25.115 - Takeoff flight path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff flight path. 25.115 Section 25.115... STANDARDS: TRANSPORT CATEGORY AIRPLANES Flight Performance § 25.115 Takeoff flight path. (a) The takeoff flight path shall be considered to begin 35 feet above the takeoff surface at the end of the takeoff...

Optimum take-off angle in the long jump.

PubMed

Linthorne, Nicholas P; Guzman, Maurice S; Bridgett, Lisa A

2005-07-01

In this study, we found that the optimum take-off angle for a long jumper may be predicted by combining the equation for the range of a projectile in free flight with the measured relations between take-off speed, take-off height and take-off angle for the athlete. The prediction method was evaluated using video measurements of three experienced male long jumpers who performed maximum-effort jumps over a wide range of take-off angles. To produce low take-off angles the athletes used a long and fast run-up, whereas higher take-off angles were produced using a progressively shorter and slower run-up. For all three athletes, the take-off speed decreased and the take-off height increased as the athlete jumped with a higher take-off angle. The calculated optimum take-off angles were in good agreement with the athletes' competition take-off angles.

The reduction of takeoff ground roll by the application of a nose gear jump strut

NASA Technical Reports Server (NTRS)

Eppel, Joseph C.; Maisel, Martin D.; Mcclain, J. Greer; Luce, W.

1994-01-01

A series of flight tests were conducted to evaluate the reduction of takeoff ground roll distance obtainable from a rapid extension of the nose gear strut. The NASA Quiet Short-haul Research Aircraft (QSRA) used for this investigation is a transport-size short take off and landing (STOL) research vehicle with a slightly swept wing that employs the upper surface blowing (USB) concept to attain the high lift levels required for its low-speed, short-field performance. Minor modifications to the conventional nose gear assembly and the addition of a high-pressure pneumatic system and a control system provided the extendable nose gear, or jump strut, capability. The limited flight test program explored the effects of thrust-to-weight ratio, wing loading, storage tank initial pressure, and control valve open time duration on the ground roll distance. The data show that a reduction of takeoff ground roll on the order of 10 percent was achieved with the use of the jump strut, as predicted. Takeoff performance with the jump strut was also found to be essentially independent of the pneumatic supply pressure and was only slightly affected by control valve open time within the range of the parameters examined.

14 CFR 23.53 - Takeoff performance.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff performance. 23.53 Section 23.53... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.53 Takeoff performance. (a) For normal, utility, and acrobatic category airplanes, the takeoff distance must be...

14 CFR 23.53 - Takeoff performance.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff performance. 23.53 Section 23.53... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.53 Takeoff performance. (a) For normal, utility, and acrobatic category airplanes, the takeoff distance must be...

14 CFR 23.53 - Takeoff performance.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff performance. 23.53 Section 23.53... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.53 Takeoff performance. (a) For normal, utility, and acrobatic category airplanes, the takeoff distance must be...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... takeoff. The warning must continue until— (1) The configuration is changed to allow safe takeoff, or (2... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff warning system. 23.703 Section 23... Control Systems § 23.703 Takeoff warning system. For all airplanes with a maximum weight more than 6,000...

Cruise-Efficient Short Takeoff and Landing (CESTOL): Potential Impact on Air Traffic Operations

NASA Technical Reports Server (NTRS)

Couluris, G. J.; Signor, D.; Phillips, J.

2010-01-01

The National Aeronautics and Space Administration (NASA) is investigating technological and operational concepts for introducing Cruise-Efficient Short Takeoff and Landing (CESTOL) aircraft into a future US National Airspace System (NAS) civil aviation environment. CESTOL is an aircraft design concept for future use to increase capacity and reduce emissions. CESTOL provides very flexible takeoff, climb, descent and landing performance capabilities and a high-speed cruise capability. In support of NASA, this study is a preliminary examination of the potential operational impact of CESTOL on airport and airspace capacity and delay. The study examines operational impacts at a subject site, Newark Liberty Intemational Airport (KEWR), New Jersey. The study extends these KEWR results to estimate potential impacts on NAS-wide network traffic operations due to the introduction of CESTOL at selected major airports. These are the 34 domestic airports identified in the Federal Aviation Administration's Operational Evolution Plan (OEP). The analysis process uses two fast-time simulation tools to separately model local and NAS-wide air traffic operations using predicted flight schedules for a 24-hour study period in 2016. These tools are the Sen sis AvTerminal model and NASA's Airspace Concept Evaluation System (ACES). We use both to simulate conventional-aircraft-only and CESTOL-mixed-with-conventional-aircraft operations. Both tools apply 4-dimension trajectory modeling to simulate individual flight movement. The study applies AvTerminal to model traffic operations and procedures for en route and terminal arrival and departures to and from KEWR. These AvTerminal applications model existing arrival and departure routes and profiles and runway use configurations, with the assumption jet-powered, large-sized civil CESTOL aircraft use a short runway and standard turboprop arrival and departure procedures. With these rules, the conventional jet and CESTOL aircraft are procedurally

Flight investigation of the use of a nose gear jump strut to reduce takeoff ground roll distance of STOL aircraft

NASA Technical Reports Server (NTRS)

Eppel, Joseph C.; Hardy, Gordon; Martin, James L.

1994-01-01

A series of flight tests was conducted to evaluate the reduction of takeoff ground roll distance obtainable from a rapid extension of the nose gear strut. The NASA Quiet Short-haul Research Aircraft (QSRA) used for this investigation is a transport-size short takeoff and landing (STOL) research vehicle with a slightly swept wing that employs the upper surface blowing (USB) concept to attain the high lift levels required for its low speed, short-field performance. Minor modifications to the conventional nose gear assembly and the addition of a high pressure pneumatic system and a control system provided the extendible nose gear, or 'jump strut,' capability. The limited flight test program explored the effects of thrust-to-weight ratio, storage tank initial pressure, and control valve open time duration on the ground roll distance. The data show that the predicted reduction of takeoff ground roll on the order of 10 percent was achieved with the use of the jump strut. Takeoff performance with the jump strut was also found to be essentially independent of the pneumatic supply pressure and was only slightly affected by control valve open time within the range of the parameters examined.

14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

Study of quiet turbofan STOL aircraft for short haul transportation

NASA Technical Reports Server (NTRS)

Higgins, T. P.; Stout, E. G.; Sweet, H. S.

1973-01-01

A study of quiet turbofan short takeoff aircraft for short haul air transportation was conducted. The objectives of the study were to: (1) define representative aircraft configurations, characteristics, and costs associated with their development, (2) identify critical technology and technology related problems to be resolved in successful introduction of representative short haul aircraft, (3) determine relationships between quiet short takeoff aircraft and the economic and social viability of short haul, and (4) identify high payoff technology areas.

Strapdown system redundancy management flight demonstration. [vertical takeoff and landing aircraft

NASA Technical Reports Server (NTRS)

1978-01-01

The suitability of strapdown inertial systems in providing highly reliable short-term navigation for vertical take-off and landing (VTOL) aircraft operating in an intra-urban setting under all-weather conditions was assessed. A preliminary design configuration of a skewed sensor inertial reference system employing a redundancy management concept to achieve fail-operational, fail-operational performance, was developed.

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2010 CFR

2010-01-01

... gradient of climb determined in accordance with § 25.121(b) is greater than one-half of the applicable actual-to-net takeoff flight path gradient reduction defined in § 25.115(b). (b) No takeoff made to... runway gradients. [Doc. No. 5066, 29 FR 18291, Dec. 24, 1964, as amended by Amdt. 25-92, 63 FR 8318, Feb...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.703 Takeoff... approved range of takeoff positions. (2) Wing spoilers (except lateral control spoilers meeting the...

Transition from leg to wing forces during take-off in birds.

PubMed

Provini, Pauline; Tobalske, Bret W; Crandell, Kristen E; Abourachid, Anick

2012-12-01

Take-off mechanics are fundamental to the ecology and evolution of flying animals. Recent research has revealed that initial take-off velocity in birds is driven mostly by hindlimb forces. However, the contribution of the wings during the transition to air is unknown. To investigate this transition, we integrated measurements of both leg and wing forces during take-off and the first three wingbeats in zebra finch (Taeniopygia guttata, body mass 15 g, N=7) and diamond dove (Geopelia cuneata, body mass 50 g, N=3). We measured ground reaction forces produced by the hindlimbs using a perch mounted on a force plate, whole-body and wing kinematics using high-speed video, and aerodynamic forces using particle image velocimetry (PIV). Take-off performance was generally similar between species. When birds were perched, an acceleration peak produced by the legs contributed to 85±1% of the whole-body resultant acceleration in finch and 77±6% in dove. At lift-off, coincident with the start of the first downstroke, the percentage of hindlimb contribution to initial flight velocity was 93.6±0.6% in finch and 95.2±0.4% in dove. In finch, the first wingbeat produced 57.9±3.4% of the lift created during subsequent wingbeats compared with 62.5±2.2% in dove. Advance ratios were <0.5 in both species, even when taking self-convection of shed vortices into account, so it was likely that wing-wake interactions dominated aerodynamics during wingbeats 2 and 3. These results underscore the relatively low contribution of the wings to initial take-off, and reveal a novel transitional role for the first wingbeat in terms of force production.

Flight test of takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr.

1994-01-01

The Takeoff Performance Monitoring System (TOPMS) is a computer software and hardware graphics system that visually displays current runway position, acceleration performance, engine status, and other situation advisory information to aid pilots in their decision to continue or to abort a takeoff. The system was developed at the Langley Research Center using the fixed-base Transport Systems Research Vehicle (TSRV) simulator. (The TSRV is a highly modified Boeing 737-100 research airplane.) Several versions of the TOPMS displays were evaluated on the TSRV B-737 simulator by more than 40 research, United States Air Force, airline and industry and pilots who rated the system satisfactory and recommended further development and testing. In this study, the TOPMS was flight tested on the TSRV. A total of 55 takeoff and 30 abort situations were investigated at 5 airfields. TOPMS displays were observed on the navigation display screen in the TSRV research flight deck during various nominal and off-nominal situations, including normal takeoffs; reduced-throttle takeoffs; induced-acceleration deficiencies; simulated-engine failures; and several gross-weight, runway-geometry, runway-surface, and ambient conditions. All tests were performed on dry runways. The TOPMS software executed accurately during the flight tests and the displays correctly depicted the various test conditions. Evaluation pilots found the displays easy to monitor and understand. The algorithm provides pretakeoff predictions of the nominal distances that are needed to accelerate the airplane to takeoff speed and to brake it to a stop; these predictions agreed reasonably well with corresponding values measured during several fully executed and aborted takeoffs. The TOPMS is operational and has been retained on the TSRV for general use and demonstration.

14 CFR 23.53 - Takeoff performance.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff performance. 23.53 Section 23.53... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.53 Takeoff performance. Link to an amendment published at 76 FR 75753, December 2, 2011. (a) For normal, utility, and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2011 CFR

2011-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2010 CFR

2010-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2012 CFR

2012-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2013 CFR

2013-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2014 CFR

2014-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

Quiet turbofan STOL aircraft for short haul transportation, volume 1

NASA Technical Reports Server (NTRS)

Renshaw, J. H.

1973-01-01

The characteristics for a quiet turbofan short takeoff aircraft for short haul transportation applications are discussed. The following subjects are examined: (1) representative aircraft configurations, characteristics, and costs associated with the short haul aircraft development and operation, (2) critical technology and technology related problems to be resolved in successful introduction of representative short haul aircraft, (3) relationships between quiet short takeoff aircraft and the economic and social viability of short haul, and (4) identification of high payoff technology areas. In order to properly evaluate the candidate aircraft designs and to determine their economic viability and community acceptance, a real world scenario was developed and projected to 1990.

Escaping blood-fed malaria mosquitoes minimize tactile detection without compromising on take-off speed.

PubMed

Muijres, F T; Chang, S W; van Veen, W G; Spitzen, J; Biemans, B T; Koehl, M A R; Dudley, R

2017-10-15

To escape after taking a blood meal, a mosquito must exert forces sufficiently high to take off when carrying a load roughly equal to its body weight, while simultaneously avoiding detection by minimizing tactile signals exerted on the host's skin. We studied this trade-off between escape speed and stealth in the malaria mosquito Anopheles coluzzii using 3D motion analysis of high-speed stereoscopic videos of mosquito take-offs and aerodynamic modeling. We found that during the push-off phase, mosquitoes enhanced take-off speed using aerodynamic forces generated by the beating wings in addition to leg-based push-off forces, whereby wing forces contributed 61% of the total push-off force. Exchanging leg-derived push-off forces for wing-derived aerodynamic forces allows the animal to reduce peak force production on the host's skin. By slowly extending their long legs throughout the push-off, mosquitoes spread push-off forces over a longer time window than insects with short legs, thereby further reducing peak leg forces. Using this specialized take-off behavior, mosquitoes are capable of reaching take-off speeds comparable to those of similarly sized fruit flies, but with weight-normalized peak leg forces that were only 27% of those of the fruit flies. By limiting peak leg forces, mosquitoes possibly reduce the chance of being detected by the host. The resulting combination of high take-off speed and low tactile signals on the host might help increase the mosquito's success in escaping from blood-hosts, which consequently also increases the chance of transmitting vector-borne diseases, such as malaria, to future hosts. © 2017. Published by The Company of Biologists Ltd.

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For normal, utility, and acrobatic category multiengine jets of more than 6,000 pounds...

Annoyance caused by advanced turboprop aircraft flyover noise: Single-rotating propeller configuration

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1988-01-01

Two experiments were conducted to quantify the annoyance of people to advanced turboprop (propfan) aircraft flyover noise. The objectives were to: (1) determine the effects on annoyance of various tonal characteristics; and (2) compare annoyance to advanced turboprops with annoyance to conventional turboprops and jets. A computer was used to produce realistic, time-varying simulations of advanced turboprop aircraft takeoff noise. In the first experiment, subjects judged the annoyance of 45 advanced turboprop noises in which the tonal content was systematically varied to represent the factorial combinations of five fundamental frequencies, three frequency envelope shapes, and three tone-to-broadband noise ratios. Each noise was presented at three sound levels. In the second experiment, 18 advanced turboprop takeoffs, 5 conventional turboprop takeoffs, and 5 conventional jet takeoffs were presented at three sound pressure levels to subjects. Analysis indicated that frequency envelope shape did not significantly affect annoyance. The interaction of fundamental frequency with tone-to-broadband noise ratio did have a large and complex effect on annoyance. The advanced turboprop stimuli were slightly less annoying than the conventional stimuli.

Advanced supersonic propulsion study, phase 3

NASA Technical Reports Server (NTRS)

Howlett, R. A.; Johnson, J.; Sabatella, J.; Sewall, T.

1976-01-01

The variable stream control engine is determined to be the most promising propulsion system concept for advanced supersonic cruise aircraft. This concept uses variable geometry components and a unique throttle schedule for independent control of two flow streams to provide low jet noise at takeoff and high performance at both subsonic and supersonic cruise. The advanced technology offers a 25% improvement in airplane range and an 8 decibel reduction in takeoff noise, relative to first generation supersonic turbojet engines.

Quiet short-haul research aircraft familiarization document. [STOL

NASA Technical Reports Server (NTRS)

Mccracken, R. C.

1979-01-01

The design features and general characteristics of the NASA Quiet Short-Haul Research Aircraft are described. Aerodynamic characteristics and performance are discussed based on predictions and early flight-test data. Principle airplane systems, including the airborne data-acquisition system, are also described. The aircraft was designed and built to fulfill the need for a national research facility to explore the use of upper surface-blowing propulsive-lift technology in providing short takeoff and landing capability, and perform advanced experiments in various technical disciplines such as aerodynamics, propulsion, stability and control, handling qualities, avionics and flight-control systems, trailing-vortex phenomena, acoustics, structure and loads, operating systems, human factors, and airworthiness/certification criteria. An unusually austere approach using experimental shop practices resulted in a low cost and high research capability.

Aerodynamic Ground Effect in Fruitfly Sized Insect Takeoff

PubMed Central

Kolomenskiy, Dmitry; Maeda, Masateru; Engels, Thomas; Liu, Hao; Schneider, Kai; Nave, Jean-Christophe

2016-01-01

Aerodynamic ground effect in flapping-wing insect flight is of importance to comparative morphologies and of interest to the micro-air-vehicle (MAV) community. Recent studies, however, show apparently contradictory results of either some significant extra lift or power savings, or zero ground effect. Here we present a numerical study of fruitfly sized insect takeoff with a specific focus on the significance of leg thrust and wing kinematics. Flapping-wing takeoff is studied using numerical modelling and high performance computing. The aerodynamic forces are calculated using a three-dimensional Navier–Stokes solver based on a pseudo-spectral method with volume penalization. It is coupled with a flight dynamics solver that accounts for the body weight, inertia and the leg thrust, while only having two degrees of freedom: the vertical and the longitudinal horizontal displacement. The natural voluntary takeoff of a fruitfly is considered as reference. The parameters of the model are then varied to explore possible effects of interaction between the flapping-wing model and the ground plane. These modified takeoffs include cases with decreased leg thrust parameter, and/or with periodic wing kinematics, constant body pitch angle. The results show that the ground effect during natural voluntary takeoff is negligible. In the modified takeoffs, when the rate of climb is slow, the difference in the aerodynamic forces due to the interaction with the ground is up to 6%. Surprisingly, depending on the kinematics, the difference is either positive or negative, in contrast to the intuition based on the helicopter theory, which suggests positive excess lift. This effect is attributed to unsteady wing-wake interactions. A similar effect is found during hovering. PMID:27019208

Behaviour of coconut mites preceding take-off to passive aerial dispersal.

PubMed

Melo, J W S; Lima, D B; Sabelis, M W; Pallini, A; Gondim, M G C

2014-12-01

For more than three decades the coconut mite Aceria guerreronis Keifer is one of the most important pests of coconut palms and has recently spread to many coconut production areas worldwide. Colonization of coconut palms is thought to arise from mites dispersing aerially after take-off from other plants within the same plantation or other plantations. The underlying dispersal behaviour of the mite at take-off, in the airborne state and after landing is largely unknown and this is essential to understand how they spread from tree to tree. In this article we studied whether take-off to aerial dispersal of coconut mites is preceded by characteristic behaviour, whether there is a correlation between the body position preceding aerial dispersal and the direction of the wind, and whether the substrate (outer surface of coconut bracts or epidermis) and the wind speed matter to the decision to take-off. We found that take-off can sometimes be preceded by a raised body stance, but more frequently take-off occurs while the mite is walking or resting on its substrate. Coconut mites that become airborne assumed a body stance that had no relation to the wind direction. Take-off was suppressed on a substrate providing food to coconut mites, but occurred significantly more frequently on the outer surface of coconut bracts than on the surface of the fruit. For both substrates, take-off frequency increased with wind speed. We conclude that coconut mites have at least some degree of control over take-off for aerial dispersal and that there is as yet no reason to infer that a raised body stance is necessary to become airborne.

Advanced Noise Abatement Procedures for a Supersonic Business Jet

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Jones, Scott M.; Seidel, Jonathan A.; Huff, Dennis L.

2017-01-01

Supersonic civil aircraft present a unique noise certification challenge. High specific thrust required for supersonic cruise results in high engine exhaust velocity and high levels of jet noise during takeoff. Aerodynamics of thin, low-aspect-ratio wings equipped with relatively simple flap systems deepen the challenge. Advanced noise abatement procedures have been proposed for supersonic aircraft. These procedures promise to reduce airport noise, but they may require departures from normal reference procedures defined in noise regulations. The subject of this report is a takeoff performance and noise assessment of a notional supersonic business jet. Analytical models of an airframe and a supersonic engine derived from a contemporary subsonic turbofan core are developed. These models are used to predict takeoff trajectories and noise. Results indicate advanced noise abatement takeoff procedures are helpful in reducing noise along lateral sidelines.

Application of advanced technologies to small, short-haul transport aircraft

NASA Technical Reports Server (NTRS)

Coussens, T. G.; Tullis, R. H.

1980-01-01

The performance and economic benefits available by incorporation of advanced technologies into the small, short haul air transport were assessed. Low cost structure and advanced composite material, advanced turboprop engines and new propellers, advanced high lift systems and active controls; and alternate aircraft configurations with aft mounted engines were investigated. Improvements in fuel consumed and aircraft economics (acquisition cost and direct operating cost) are available by incorporating selected advanced technologies into the small, short haul aircraft.

Quiet short-haul research aircraft familiarization document, revision 1

NASA Technical Reports Server (NTRS)

Eppel, J. C.

1981-01-01

The design features and general characteristics of the Quiet Short Haul Research Aircraft are described. Aerodynamic characteristics and performance are discussed based on predictions and early flight test data. Principle airplane systems, including the airborne data acquisition system, are also described. The aircraft was designed and built to fulfill the need for a national research facility to explore the use of upper surface blowing, propulsive lift technology in providing short takeoff and landing capability, and perform advanced experiments in various technical disciplines such as aerodynamics, propulsion, stability and control, handling qualities, avionics and flight control systems, trailing vortex phenomena, acoustics, structure and loads, operating systems, human factors, and airworthiness/certification criteria. An unusually austere approach using experimental shop practices resulted in a low cost and high research capability.

Quiet Cruise Efficient Short Take-off and Landing Subsonic Transport System

NASA Technical Reports Server (NTRS)

Kawai, Ron

2008-01-01

This NASA funded study conceived a revolutionary airplane concept to enable future traffic growth by using regional air space. This requires a very quiet airplane with STOL capability. Starting with a Blended Wing Body that is cruise efficient with inherent low noise characteristics from forward noise shielding and void of aft downward noise reflections, integration of embedded distributed propulsion enables incorporation of the revolutionary concept for jet noise shielding. Embedded distributed propulsion also enables incorporation of a fan bleed internally blown flap for quiet powered lift. The powered lift provides STOL capability for operation at regional airports with rapid take-off and descent to further reduce flyover noise. This study focused on configuring the total engine noise shielding STOL concept with a BWB airplane using the Boeing Phantom Works WingMOD multidisciplinary optimization code to define a planform that is pitch controllable. The configuration was then sized and mission data developed to enable NASA to assess the flyover and sideline noise. The foundational technologies needed are identified including military dual use benefits.

Aerodynamics and flow features of a damselfly in takeoff flight.

PubMed

Bode-Oke, Ayodeji T; Zeyghami, Samane; Dong, Haibo

2017-09-26

Flight initiation is fundamental for survival, escape from predators and lifting payload from one place to another in biological fliers and can be broadly classified into jumping and non-jumping takeoffs. During jumping takeoffs, the legs generate most of the initial impulse. Whereas the wings generate most of the forces in non-jumping takeoffs, which are usually voluntary, slow, and stable. It is of great interest to understand how these non-jumping takeoffs occur and what strategies insects use to generate large amount of forces required for this highly demanding flight initiation mode. Here, for the first time, we report accurate wing and body kinematics measurements of a damselfly during a non-jumping takeoff. Furthermore, using a high fidelity computational fluid dynamics simulation, we identify the 3D flow features and compute the wing aerodynamics forces to unravel the key mechanisms responsible for generating large flight forces. Our numerical results show that a damselfly generates about three times its body weight during the first half-stroke for liftoff. In generating these forces, the wings flap through a steeply inclined stroke plane with respect to the horizon, slicing through the air at high angles of attack (45°-50°). Consequently, a leading edge vortex (LEV) is formed during both the downstroke and upstroke on all the four wings. The formation of the LEV, however, is inhibited in the subsequent upstrokes following takeoff. Accordingly, we observe a drastic reduction in the magnitude of the aerodynamic force, signifying the importance of LEV in augmenting force production. Our analysis also shows that forewing-hindwing interaction plays a favorable role in enhancing both lift and thrust production during takeoff.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H., Jr. (Inventor)

1994-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1991-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1996-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

A fuel conservation study for transport aircraft utilizing advanced technology and hydrogen fuel

NASA Technical Reports Server (NTRS)

Berry, W.; Calleson, R.; Espil, J.; Quartero, C.; Swanson, E.

1972-01-01

The conservation of fossil fuels in commercial aviation was investigated. Four categories of aircraft were selected for investigation: (1) conventional, medium range, low take-off gross weight; (2) conventional, long range, high take-off gross weights; (3) large take-off gross weight aircraft that might find future applications using both conventional and advanced technology; and (4) advanced technology aircraft of the future powered with liquid hydrogen fuel. It is concluded that the hydrogen fueled aircraft can perform at reduced size and gross weight the same payload/range mission as conventionally fueled aircraft.

14 CFR 23.66 - Takeoff climb: One-engine inoperative.

Code of Federal Regulations, 2013 CFR

2013-01-01

... applicant with— (a) The critical engine inoperative and its propeller in the position it rapidly and... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff climb: One-engine inoperative. 23... Performance § 23.66 Takeoff climb: One-engine inoperative. For normal, utility, and acrobatic category...

14 CFR 23.66 - Takeoff climb: One-engine inoperative.

Code of Federal Regulations, 2010 CFR

2010-01-01

... applicant with— (a) The critical engine inoperative and its propeller in the position it rapidly and... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff climb: One-engine inoperative. 23... Performance § 23.66 Takeoff climb: One-engine inoperative. For normal, utility, and acrobatic category...

14 CFR 23.66 - Takeoff climb: One-engine inoperative.

Code of Federal Regulations, 2014 CFR

2014-01-01

... applicant with— (a) The critical engine inoperative and its propeller in the position it rapidly and... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff climb: One-engine inoperative. 23... Performance § 23.66 Takeoff climb: One-engine inoperative. For normal, utility, and acrobatic category...

14 CFR 23.66 - Takeoff climb: One-engine inoperative.

Code of Federal Regulations, 2012 CFR

2012-01-01

... applicant with— (a) The critical engine inoperative and its propeller in the position it rapidly and... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff climb: One-engine inoperative. 23... Performance § 23.66 Takeoff climb: One-engine inoperative. For normal, utility, and acrobatic category...

14 CFR 23.66 - Takeoff climb: One-engine inoperative.

Code of Federal Regulations, 2011 CFR

2011-01-01

... applicant with— (a) The critical engine inoperative and its propeller in the position it rapidly and... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff climb: One-engine inoperative. 23... Performance § 23.66 Takeoff climb: One-engine inoperative. For normal, utility, and acrobatic category...

Conceptual design study of advanced acoustic-composite nacelles

NASA Technical Reports Server (NTRS)

Nordstrom, K. E.; Marsh, A. H.; Sargisson, D. F.

1975-01-01

Conceptual studies were conducted to assess the impact of incorporating advanced technologies in the nacelles of a current wide-bodied transport and an advanced technology transport. The improvement possible in the areas of fuel consumption, flyover noise levels, airplane weight, manufacturing costs, and airplane operating cost were evaluated for short and long-duct nacelles. Use of composite structures for acoustic duct linings in the fan inlet and exhaust ducts was considered as well as for other nacelle components. For the wide-bodied transport, the use of a long-duct nacelle with an internal mixer nozzle in the primary exhaust showed significant improvement in installed specific fuel consumption and airplane direct operating costs compared to the current short-duct nacelle. The long-duct mixed-flow nacelle is expected to achieve significant reductions in jet noise during takeoff and in turbo-machinery noise during landing approach. Recommendations were made of the technology development needed to achieve the potential fuel conservation and noise reduction benefits.

Noise impact of advanced high lift systems

NASA Technical Reports Server (NTRS)

Elmer, Kevin R.; Joshi, Mahendra C.

1995-01-01

The impact of advanced high lift systems on aircraft size, performance, direct operating cost and noise were evaluated for short-to-medium and medium-to-long range aircraft with high bypass ratio and very high bypass ratio engines. The benefit of advanced high lift systems in reducing noise was found to be less than 1 effective-perceived-noise decibel level (EPNdB) when the aircraft were sized to minimize takeoff gross weight. These aircraft did, however, have smaller wings and lower engine thrusts for the same mission than aircraft with conventional high lift systems. When the advanced high lift system was implemented without reducing wing size and simultaneously using lower flap angles that provide higher L/D at approach a cumulative noise reduction of as much as 4 EPNdB was obtained. Comparison of aircraft configurations that have similar approach speeds showed cumulative noise reduction of 2.6 EPNdB that is purely the result of incorporating advanced high lift system in the aircraft design.

Reusable aerospace system with horizontal take-off

NASA Astrophysics Data System (ADS)

Lozino-Lozinskii, G. E.; Shkadov, L. M.; Plokhikh, V. P.

1990-10-01

An aerospace system (ASS) concept aiming at cost reductions for launching facilities, reduction of ground preparations for start and launch phases, flexibility of use, international inspection of space systems, and emergency rescue operations is presented. The concept suggests the utilization of an AN-225 subsonic carrier aircraft capable of carrying up to 250 ton of the external load, external fuel tank, and orbital spacecraft. It includes a horizontal take-off, full reusable or single-use system, orbital aircraft with hypersonic characteristics, the use of an air-breathing jet engine on the first stage of launch, and the utilization of advanced structural materials. Among possible applications for ASS are satellite launches into low supporting orbits, suborbital cargo and passenger flights, scientific and economic missions, and the technical servicing of orbital vehicles and stations.

14 CFR 25.491 - Taxi, takeoff and landing roll.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Taxi, takeoff and landing roll. 25.491..., takeoff and landing roll. Within the range of appropriate ground speeds and approved weights, the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the...

14 CFR 25.491 - Taxi, takeoff and landing roll.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Taxi, takeoff and landing roll. 25.491..., takeoff and landing roll. Within the range of appropriate ground speeds and approved weights, the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the...

Vertical Takeoff and Landing Vehicle with Increased Cruise Efficiency

NASA Technical Reports Server (NTRS)

Langford, William M. (Inventor); Hodges, William T. (Inventor); Laws, Christopher T. (Inventor); Johns, Zachary R. (Inventor); Fredericks, William J. (Inventor); Moore, Mark D. (Inventor); Busan, Ronald C. (Inventor); Rothhaar, Paul M. (Inventor); North, David D. (Inventor); Webb, Sandy R. (Inventor)

2018-01-01

Systems, methods, and devices are provided that combine an advance vehicle configuration, such as an advanced aircraft configuration, with the infusion of electric propulsion, thereby enabling a four times increase in range and endurance while maintaining a full vertical takeoff and landing ("VTOL") and hover capability for the vehicle. Embodiments may provide vehicles with both VTOL and cruise efficient capabilities without the use of ground infrastructure. An embodiment vehicle may comprise a wing configured to tilt through a range of motion, a first series of electric motors coupled to the wing and each configured to drive an associated wing propeller, a tail configured to tilt through the range of motion, a second series of electric motors coupled to the tail and each configured to drive an associated tail propeller, and an electric propulsion system connected to the first series of electric motors and the second series of electric motors.

Aerodynamics of a beetle in take-off flights

NASA Astrophysics Data System (ADS)

Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

In the present study, we investigate the aerodynamics of a beetle in its take-off flights based on the three-dimensional kinematics of inner (hindwing) and outer (elytron) wings, and body postures, which are measured with three high-speed cameras at 2000 fps. To track the highly deformable wing motions, we distribute 21 morphological markers and use the modified direct linear transform algorithm for the reconstruction of measured wing motions. To realize different take-off conditions, we consider two types of take-off flights; that is, one is the take-off from a flat ground and the other is from a vertical rod mimicking a branch of a tree. It is first found that the elytron which is flapped passively due to the motion of hindwing also has non-negligible wing-kinematic parameters. With the ground, the flapping amplitude of elytron is reduced and the hindwing changes its flapping angular velocity during up and downstrokes. On the other hand, the angle of attack on the elytron and hindwing increases and decreases, respectively, due to the ground. These changes in the wing motion are critically related to the aerodynamic force generation, which will be discussed in detail. Supported by the grant to Bio-Mimetic Robot Research Center funded by Defense Acquisition Program Administration (UD130070ID).

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

High speed propeller performance and noise predictions at takeoff/landing conditions

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Woodward, R. P.; Groeneweg, J. F.

1988-01-01

The performance and noise of a high speed SR-7A model propeller under takeoff/landing conditions are considered. The blade loading distributions are obtained by solving the three-dimensional Euler equations and the sound pressure levels are computed using a time domain approach. At the nominal takeoff operating point, the blade sections near the hub are lightly or negatively loaded. The chordwise loading distributions are distinctly different from those of cruise conditions. The noise of the SR-7A model propeller at takeoff is dominated by the loading noise, similar to that at cruise conditions. The waveforms of the acoustic pressure signature are nearly sinusoidal in the plane of the propeller. The computed directivity of the blade passing frequency tone agrees fairly well with the data at nominal takeoff blade angle.

High speed propeller performance and noise predictions at takeoff/landing conditions

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Woodward, R. P.; Groeneweg, J. F.

1987-01-01

The performance and noise of a high speed SR-7A model propeller under takeoff/landing conditions are considered. The blade loading distributions are obtained by solving the three-dimensional Euler equations and the sound pressure levels are computed using a time domain approach. At the nominal takeoff operating point, the blade sections near the hub are lightly or negatively loaded. The chordwise loading distributions are distinctly different from those of cruise conditions. The noise of the SR-7A model propeller at takeoff is dominated by the loading noise, similar to that at cruise conditions. The waveforms of the acoustic pressure signature are nearly sinusoidal in the plane of the propeller. The computed directivity of the blade passing frequency tone agrees fairly well with the data at nominal takeoff blade angle.

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

Effects of airplane characteristics and takeoff noise and field length constraints on engine cycle selection for a Mach 2.32 cruise application

NASA Technical Reports Server (NTRS)

Whitlow, J. B., Jr.

1976-01-01

Sideline noise and takeoff field length were varied for two types of Mach 2.32 cruise airplane to determine their effect on engine cycle selection. One of these airplanes was the NASA/Langley-LTV arrow wing while the other was a Boeing modified delta-plus-tail derived from the earlier 2707-300 concept. Advanced variable cycle engines were considered. A more conventional advanced low bypass turbofan engine was used as a baseline for comparison. Appropriate exhaust nozzle modifications were assumed, where needed, to allow all engines to receive either an inherent co-annular or annular jet noise suppression benefit. All the VCE's out-performed the baseline engine by substantial margins in a design range comparison, regardless of airplane choice or takeoff restrictions. The choice among the three VCE's considered, however, depends on the field length, noise level, and airplane selected.

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...

How Insects Initiate Flight: Computational Analysis of a Damselfly in Takeoff Flight

NASA Astrophysics Data System (ADS)

Bode-Oke, Ayodeji; Zeyghami, Samane; Dong, Haibo; Flow Simulation Research Group Team

2017-11-01

Flight initiation is essential for survival in biological fliers and can be classified into jumping and non-jumping takeoffs. During jumping takeoffs, the legs generate most of the initial impulse. Whereas the wings generate most of the forces in non-jumping takeoffs, which are usually voluntary, slow, and stable. It is of interest to understand how non-jumping takeoffs occur and what strategies insects use to generate the required forces. Using a high fidelity computational fluid dynamics simulation, we identify the flow features and compute the wing aerodynamic forces to elucidate how flight forces are generated by a damselfly performing a non-jumping takeoff. Our results show that a damselfly generates about three times its bodyweight during the first half-stroke for liftoff while flapping through a steeply inclined stroke plane and slicing the air at high angles of attack. Consequently, a Leading Edge Vortex (LEV) is formed during both the downstroke and upstroke on all the four wings. The formation of the LEV, however, is inhibited in the subsequent upstrokes following takeoff. Accordingly, we observe a drastic reduction in the magnitude of the aerodynamic force, signifying the importance of LEV in augmenting force production. This work was supported by National Science Foundation [CBET-1313217] and Air Force Research Laboratory [FA9550-12-1-007].

Technical Data Requirements for Shipboard and Shorebased Vertical/Short Takeoff and Landing (V/STOL) Aircraft. Revision A

DTIC Science & Technology

1978-04-26

Geometry 11-13 13-12 Shipboard Heavw Weather Tiedown 11-14 11-13 Nose & ’Main Gear Load Deflection Curves 11-15 11-14 Main Wheel Tire Span vs Aircraft...sustained taxi roll under conditions of 40-knot headwind and for wheel roll over 1-1/2 inch cable immediately after initial forward motion? 9. Planform...rolling/roll-oG vertical takeoff versus VTO. Discuss various methods of approach (e. g., stern, offset, cross axial). A Define minimum wheel -to-deck

14 CFR 25.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float takeoff condition. 25... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.531 Hull and main float takeoff condition. For the wing and its attachment to the hull or main float— (a) The aerodynamic...

14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float takeoff condition. 23.531 Section 23.531 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Water Loads § 23.531 Hull and main float takeoff condition. For the wing and its attachment to the hull...

The Impacts of Rising Temperatures on Aircraft Takeoff Performance

NASA Technical Reports Server (NTRS)

Coffel, Ethan; Thompson, Terence R.; Horton, Radley M.

2017-01-01

Steadily rising mean and extreme temperatures as a result of climate change will likely impact the air transportation system over the coming decades. As air temperatures rise at constant pressure, air density declines, resulting in less lift generation by an aircraft wing at a given airspeed and potentially imposing a weight restriction on departing aircraft. This study presents a general model to project future weight restrictions across a fleet of aircraft with different takeoff weights operating at a variety of airports. We construct performance models for five common commercial aircraft and 19 major airports around the world and use projections of daily temperatures from the CMIP5 model suite under the RCP 4.5 and RCP 8.5 emissions scenarios to calculate required hourly weight restriction. We find that on average, 10 - 30% of annual flights departing at the time of daily maximum temperature may require some weight restriction below their maximum takeoff weights, with mean restrictions ranging from 0.5 to 4% of total aircraft payload and fuel capacity by mid- to late century. Both mid-sized and large aircraft are affected, and airports with short runways and high temperatures, or those at high elevations, will see the largest impacts. Our results suggest that weight restriction may impose a non-trivial cost on airlines and impact aviation operations around the world and that adaptation may be required in aircraft design, airline schedules, and/or runway lengths.

The Impact of Rising Temperatures on Aircraft Takeoff Performance

NASA Astrophysics Data System (ADS)

Coffel, E.; Horton, R. M.; Thompson, T. R.

2017-12-01

Steadily rising mean and extreme temperatures as a result of climate change will likely impact the air transportation system over the coming decades. As air temperatures rise at constant pressure, air density declines, resulting in less lift generation by an aircraft wing at a given airspeed and potentially imposing a weight restriction on departing aircraft. This study presents a general model to project future weight restrictions across a fleet of aircraft with different takeoff weights operating at a variety of airports. We construct performance models for five common commercial aircraft and 19 major airports around the world and use projections of daily temperatures from the CMIP5 model suite under the RCP 4.5 and RCP 8.5 emissions scenarios to calculate required hourly weight restriction. We find that on average, 10-30% of annual flights departing at the time of daily maximum temperature may require some weight restriction below their maximum takeoff weights, with mean restrictions ranging from 0.5 to 4% of total aircraft payload and fuel capacity by mid- to late century. Both mid-sized and large aircraft are affected, and airports with short runways and high tempera- tures, or those at high elevations, will see the largest impacts. Our results suggest that weight restriction may impose a non-trivial cost on airlines and impact aviation operations around the world and that adaptation may be required in aircraft design, airline schedules, and/or runway lengths.

Vertical Take-Off and Landing Vehicle with Increased Cruise Efficiency

NASA Technical Reports Server (NTRS)

Fredericks, William J. (Inventor); Moore, Mark D. (Inventor); Busan, Ronald C. (Inventor); Johns, Zachary R. (Inventor); Langford, William M. (Inventor); Rothhaar, Paul M. (Inventor); North, David D. (Inventor); Laws, Christopher T. (Inventor); Hodges, William T. (Inventor); Webb, Sandy R. (Inventor)

2016-01-01

Systems, methods, and devices are provided that combine an advance vehicle configuration, such as an advanced aircraft configuration, with the infusion of electric propulsion, thereby enabling a four times increase in range and endurance while maintaining a full vertical takeoff and landing ("VTOL") and hover capability for the vehicle. Embodiments may provide vehicles with both VTOL and cruise efficient capabilities without the use of ground infrastructure. An embodiment vehicle may comprise a wing configured to tilt through a range of motion, a first series of electric motors coupled to the wing and each configured to drive an associated wing propeller, a tail configured to tilt through the range of motion, a second series of electric motors coupled to the tail and each configured to drive an associated tail propeller, and an electric propulsion system connected to the first series of electric motors and the second series of electric motors.

Touchdown to take-off: at the interface of flight and surface locomotion

PubMed Central

2017-01-01

Small aerial robots are limited to short mission times because aerodynamic and energy conversion efficiency diminish with scale. One way to extend mission times is to perch, as biological flyers do. Beyond perching, small robot flyers benefit from manoeuvring on surfaces for a diverse set of tasks, including exploration, inspection and collection of samples. These opportunities have prompted an interest in bimodal aerial and surface locomotion on both engineered and natural surfaces. To accomplish such novel robot behaviours, recent efforts have included advancing our understanding of the aerodynamics of surface approach and take-off, the contact dynamics of perching and attachment and making surface locomotion more efficient and robust. While current aerial robots show promise, flying animals, including insects, bats and birds, far surpass them in versatility, reliability and robustness. The maximal size of both perching animals and robots is limited by scaling laws for both adhesion and claw-based surface attachment. Biomechanists can use the current variety of specialized robots as inspiration for probing unknown aspects of bimodal animal locomotion. Similarly, the pitch-up landing manoeuvres and surface attachment techniques of animals can offer an evolutionary design guide for developing robots that perch on more diverse and complex surfaces. PMID:28163884

Dancers with achilles tendinopathy demonstrate altered lower extremity takeoff kinematics.

PubMed

Kulig, Kornelia; Loudon, Janice K; Popovich, John M; Pollard, Christine D; Winder, Brooke R

2011-08-01

Controlled laboratory study using a cross-sectional design. To analyze lower extremity kinematics during takeoff of a "saut de chat" (leap) in dancers with and without a history of Achilles tendinopathy (AT). We hypothesized that dancers with AT would demonstrate different kinematic strategies compared to dancers without pathology, and that these differences would be prominent in the transverse and frontal planes. AT is a common injury experienced by dancers. Dance leaps such as the saut de chat place a large demand on the Achilles tendon. Sixteen female dancers with and without a history of AT (mean ± SD age, 18.8 ± 1.2 years) participated. Three-dimensional kinematics at the hip, knee, and ankle were quantified for the takeoff of the saut de chat, using a motion analysis system. A force platform was used to determine braking and push-off phases of takeoff. Peak sagittal, frontal, and transverse plane joint positions during the braking and push-off phases of the takeoff were examined statistically. Independent samples t tests were used to evaluate group differences (α = .05). The dancers in the tendinopathy group demonstrated significantly higher peak hip adduction during the braking phase of takeoff (mean ± SD, 13.5° ± 6.1° versus 7.7° ± 4.2°; P = .046). During the push-off phase, dancers with AT demonstrated significantly more internal rotation at the knee (13.2° ± 5.2° versus 6.9° ± 4.9°; P = .024). Dancers with AT demonstrate increased peak transverse and frontal plane kinematics when performing the takeoff of a saut de chat. These larger displacements may be either causative or compensatory factors in the development of AT.

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2014 CFR

2014-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2012 CFR

2012-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2013 CFR

2013-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 23.57 - Takeoff path.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., landing gear retraction must not be initiated until the airplane is airborne. (c) During the takeoff path... three-engine airplanes; (iii) 1.7 percent for four-engine airplanes; and (4) Except for gear retraction...

77 FR 9169 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-16

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex... (GPS) Y RWY 20, Amdt 1B Cambridge, MN, Cambridge Muni, Takeoff Minimums and Obstacle DP, Orig Pipestone, MN, Pipestone Muni, NDB RWY 36, Amdt 7, CANCELLED Rushford, MN, Rushford Muni, Takeoff Minimums and...

76 FR 52239 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-22

... Minimums & Obstacle DP, Orig-A Red Oak, IA, Red Oak Muni, Takeoff Minimums & Obstacle DP, Amdt 3 Storm Lake, IA, Storm Lake Muni, Takeoff Minimums & Obstacle DP, Orig Dwight, IL, Dwight, Takeoff Minimums..., Florence Rgnl, RNAV (GPS) RWY 9, Orig-A Spearfish, SD, Black Hills-Clydes Ice Field, RNAV (GPS) RWY 13...

76 FR 28171 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-16

...-Clyde Ice Field, Takeoff Minimum and Obstacle DP, Amdt 1 Gladewater, TX, Gladewater Muni, Takeoff... Field, VOR/DME RWY 12, Amdt 4 Devil's Lake, ND, Devil's Lake Rgnl, ILS OR LOC/DME RWY 31, Amdt 2 Devil's Lake, ND, Devil's Lake Rgnl, RNAV (GPS) RWY 3, Amdt 1 Ely, NV, Ely Airport-Yelland Field, Takeoff...

Comparison of the take-off ground reaction force patterns of the pole vault and the long jump.

PubMed

Plessa, E I; Rousanoglou, E N; Boudolos, K D

2010-12-01

The take-off is probably the most important phase of the pole vault. The kinematics of pole vault take-off is often described in comparison to the long jump take-off. If a kinetic similarity were also evidenced, the extra loading of carrying the pole could be avoided by using the long jump style take-off drills in pole vault take-off training. However, to our knowledge, a direct comparison of the take-off ground reaction force (GRF) pattern of the two types of jump has not been reported in the scientific or coaching literature. The purpose of this study was to compare the take-off GRF patterns of the support leg in the pole vault and the long jump. Twelve elite women jumpers undertook pole vault and long jump trials. The take-off GRF patterns were recorded by a force plate (Kistler-9286AA). Temporal and force parameters were determined for all three GRF components. Trials were videotaped to determine the take-off kinematics. Paired sample t-tests (SPSS 13.0) were applied (P≤0.05) for comparison between jumps. No significant differences were found in kinematics (P>0.05). Overall, the GRF patterns were similar, although there were particular significant (P≤0.05) differences in contact times, impulses and force peaks. This study provides scientific support for potential use of the long jump take-off drills during technical preparation for the pole vault take-off.

78 FR 48800 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-12

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and..., Takeoff Minimums and Obstacle DP, Amdt 2 Perham, MN, Perham Muni, RNAV (GPS) RWY 13, Orig Perham, MN, Perham Muni, RNAV (GPS) RWY 31, Amdt 1 Perham, MN, Perham Muni, Takeoff Minimums and Obstacle DP, Amdt 1...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For commuter category airplanes, unless it can be shown...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For commuter category airplanes, unless it can be shown...

Comparative Analysis of the Tour Jete and Aerial with Detailed Analysis of Aerial Takeoff Mechanics

NASA Astrophysics Data System (ADS)

Pierson, Mimi; Coplin, Kim

2006-10-01

Whether internally as muscle tension or from external sources, forces are necessary for all motion. This research focused on athletic rotations where conditions of flight are established during takeoff. By studying reaction forces that produce torques, moments of inertia, and linear and angular differences between distinct rotations around different principle axes of the body (tour jete in ballet - longitudinal axis; aerial in gymnastics - anteroposterior axis), and by looking at the values of angular momentum in the specific mechanics of aerial takeoff, we can gain insight into possible causes of injury, flaws in technique and limitations of athletes. Results showed significant differences in the horizontal and vertical components of takeoff between the tour jete and the aerial, and a realization that torque was produced in different biomechanical planes. Both rotations showed braking forces before takeoff to counteract forward momentum and increase vertical lift, but the angle of applied force varied, and the horizontal components of velocity and force and vertical velocity as well as moment of inertia throughout flight were consistently greater for the aerial. Breakdown of aerial takeoff highlighted the relative importance of the takeoff phases, showing that completion depends fundamentally upon the rotation of the rear foot and torso twisting during takeoff rather than the last foot in contact with the ground.

Lower Extremity Kinematics Differed Between a Controlled Drop-Jump and Volleyball-Takeoffs.

PubMed

Beardt, Bradley S; McCollum, Myranda R; Hinshaw, Taylour J; Layer, Jacob S; Wilson, Margaret A; Zhu, Qin; Dai, Boyi

2018-04-03

Previous studies utilizing jump-landing biomechanics to predict anterior cruciate ligament injuries have shown inconsistent findings. The purpose of this study was to quantify the differences and correlations in jump-landing kinematics between a drop-jump, a controlled volleyball-takeoff, and a simulated-game volleyball-takeoff. Seventeen female volleyball players performed these three tasks on a volleyball court while three-dimensional kinematic data were collected by three calibrated camcorders. Participants demonstrated significantly increased jump height, shorter stance time, increased time differences in initial contact between two feet, increased knee and hip flexion at initial contact and decreased peak knee and hip flexion for both left and right legs, and decreased knee-ankle distance ratio at the lowest height of mid-hip for the two volleyball-takeoffs compared with the drop-jump (p < 0.05, Cohen's dz ≥ 0.8). Significant correlations were observed for all variables between the two volleyball-takeoffs (p < 0.05, ρ ≥ 0.6), but were not for most variables between the drop-jump and two volleyball-takeoffs. Controlled drop-jump kinematics may not represent jump-landing kinematics exhibited during volleyball competition. Jump-landing mechanics during sports-specific tasks may better represent those exhibited during sports competition and their associated risk of ACL injury compared with the drop-jump.

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. Link to an amendment published at 76 FR 75757, December 2...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For all airplanes with a maximum weight more than 6,000...

Quiet Short-Haul Research Aircraft Joint Navy/NASA Sea Trials

NASA Technical Reports Server (NTRS)

Queen, S.; Cochrane, J.

1982-01-01

The Quiet Short-Haul Research Aircraft (QSRA) is a flight facility which Ames Research Center is using to conduct a broad program of terminal area and low-speed, propulsive-life flight research. A joint Navy/NASA flight research program used the QSRA to investigate the application of advanced propulsive-lift technology to the naval aircraft-carrier environment. Flight performance of the QSRA is presented together with the results or the joint Navy/NASA flight program. During the joint program, the QSRA operated aboard the USS Kitty Hawk for 4 days, during which numerous unarrested landings and free deck takeoffs were accomplished. These operations demonstrated that a large aircraft incorporating upper-surface-blowing, propulsive-life technology can be operated in the aircraft-carrier environment without any unusual problems.

Preliminary performance of a vertical-attitude takeoff and landing, supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system

NASA Technical Reports Server (NTRS)

Robins, A. W.; Beissner, F. L., Jr.; Domack, C. S.; Swanson, E. E.

1985-01-01

A performance study was made of a vertical attitude takeoff and landing (VATOL), supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system. Those characteristics considered were aerodynamics, weight, balance, and performance. Preliminary results indicate that high levels of supersonic aerodynamic performance can be achieved. Further, with the assumption of an advanced (1985 technology readiness) low bypass ratio turbofan engine and advanced structures, excellent mission performance capability is indicated.

Improving short-haul air transportation : the RTOL approach.

DOT National Transportation Integrated Search

1972-01-01

This report on the RTOL (Reduced Take-off and Landing) system is one of three six-week studies commissioned by the FAA V/STOL Special Projects Office to gather information pursuant to the preparation of a long-range, short-haul air transportation pro...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2013 CFR

2013-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2014 CFR

2014-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2012 CFR

2012-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

The effect of windshear during takeoff roll on aircraft stopping distance

NASA Technical Reports Server (NTRS)

Zweifel, Terry

1990-01-01

A simulation of a Boeing 727 aircraft during acceleration on the runway is used to determine the effect of windshear on stopping distance. Windshears of various magnitudes, durations, and onset times are simulated to assess the aircraft performance during an aborted takeoff on five different runway surfaces. A windshear detection system, active during the takeoff roll and similar to the Honeywell Windshear Detection System is simulated to provide a discrete system to activate aircraft braking upon shear detection. The results of the simulation indicate that several factors effect the distance required to stop the aircraft. Notable among these are gross weight, takeoff flap position, runway characteristics, and pilot reaction time. Of the windshear parameters of duration, onset and magnitude, magnitude appears to have the most significant effect.

Power Take-off System for Marine Renewable Devices, CRADA Number CRD-14-566

DOE Office of Scientific and Technical Information (OSTI.GOV)

Muljadi, Eduard

Ocean Renewable Power Company (ORPC) proposes a project to develop and test innovative second-generation power take-off (PTO) components for the U.S. Department of Energy's 2013 FOA: Marine and Hydrokinetic System Performance Advancement, Topic Area 2 (Project). Innovative PTO components will include new and improved designs for bearings, couplings and a subsea electrical generator. Specific project objectives include the following: (1) Develop components for an advanced PTO suitable for MHK devices; (2) Bench test these components; (3) Assess the component and system performance benefits; (4) Perform a system integration study to integrate these components into an ORPC hydrokinetic turbine. National Renewablemore » Energy Laboratory (NREL) will participate on the ORPC lead team to review design of the generator and will provide guidance on the design. Based on inputs from the project team, NREL will also provide an economic analysis of the impacts of the proposed system performance advancements.« less

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

75 FR 76626 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-09

..., Norman County Ada/Twin Valley, Takeoff Minimums and Obstacle DP, Orig Buffalo, MN, Buffalo Muni, Takeoff... 10 Bowling Green, OH, Wood County, RNAV (GPS) RWY 10, Orig-B Bowling Green, OH, Wood County, RNAV...

78 FR 54564 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-05

... Linder Rgnl, Takeoff Minimums and Obstacle DP, Amdt 1 Venice, FL, Venice Muni, RNAV (GPS) RWY 5, Orig Venice, FL, Venice Muni, RNAV (GPS) RWY 23, Orig Venice, FL, Venice Muni, Takeoff Minimums and Obstacle...

75 FR 72942 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-29

..., Takeoff Minimums and Obstacle DP, Amdt 3 Harvard, NE, Harvard State, RNAV (GPS) RWY 35, Orig Harvard, NE, Harvard State, Takeoff Minimums and Obstacle DP, Orig Harvard, NE, Harvard State, VOR/DME RNAV OR GPS RWY...

Model aerodynamic test results for two variable cycle engine coannular exhaust systems at simulated takeoff and cruise conditions. [Lewis 8 by 6-foot supersonic wind tunnel tests

NASA Technical Reports Server (NTRS)

Nelson, D. P.

1980-01-01

Wind tunnel tests were conducted to evaluate the aerodynamic performance of a coannular exhaust nozzle for a proposed variable stream control supersonic propulsion system. Tests were conducted with two simulated configurations differing primarily in the fan duct flowpaths: a short flap mechanism for fan stream control with an isentropic contoured flow splitter, and an iris fan nozzle with a conical flow splitter. Both designs feature a translating primary plug and an auxiliary inlet ejector. Tests were conducted at takeoff and simulated cruise conditions. Data were acquired at Mach numbers of 0, 0.36, 0.9, and 2.0 for a wide range of nozzle operating conditions. At simulated supersonic cruise, both configurations demonstrated good performance, comparable to levels assumed in earlier advanced supersonic propulsion studies. However, at subsonic cruise, both configurations exhibited performance that was 6 to 7.5 percent less than the study assumptions. At take off conditions, the iris configuration performance approached the assumed levels, while the short flap design was 4 to 6 percent less.

Comparison of advanced turboprop and conventional jet and propeller aircraft flyover noise annoyance: Preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, D. A.

1985-01-01

A laboratory experiment was conducted to compare the flyover noise annoyance of proposed advanced turboprop aircraft with that of conventional turboprop and jet aircraft. The effects of fundamental frequency and tone-to-broadband noise ratio on advanced turboprop annoyance were also examined. A computer synthesis system is used to generate 18 realistic, time varying simulations of propeller aircraft takeoff noise in which the harmonic content is systematically varied to represent the factorial combinations of six fundamental frequencies ranging from 67.5 Hz to 292.5 Hz and three tone-to-broadband noise ratios of 0, 15, and 30 dB. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs are presented at D-weighted sound pressure levels of 70, 80, and 90 dB to 32 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three categories of aircraft and examine the effects of the differences in harmonic content among the advanced turboprop noises. The annoyance prediction ability of various noise measurement procedures and corrections is also examined.

Comparison of advanced turboprop and conventional jet and propeller aircraft flyover noise annoyance - Preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, D. A.

1985-01-01

A laboratory experiment was conducted to compare the flyover noise annoyance of proposed advanced turboprop aircraft with that of conventional turboprop and jet aircraft. The effects of fundamental frequency and tone-to-broadband noise ratio on advanced turboprop annoyance were also examined. A computer synthesis system was used to generate 18 realistic, time varyring simulations of propeller aircraft takeoff noise in which the harmonic content was systematically varied to represent the factorial combinations of six fundamental frequencies ranging from 67.5 Hz to 292.5 Hz and three tone-to-broadband noise ratios of 0, 15, and 30 dB. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs were presented at D-weighted sound pressure levels of 70, 80, and 90 dB to 32 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three categories of aircraft and examine the effects of the differences in harmonic content among the advanced turboprop noises. The annoyance prediction ability of various noise measurement procedures and corrections is also examined.

V/STOL aircraft configurations and opportunities in the Pacific Basin

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1987-01-01

Advanced aircraft configurations offer new transportation options for the Pacific Basin. Described is a range of vehicles from low-disk to high-disk loading aircraft, including high-speed rotorcraft, subsonic vertical and short takeoff and landing (V/STOL) aircraft, and subsonic short takeoff and landing (STOL) aircraft. The status and advantages of the various configurations are described. Some of these show promise for satisfying many of the transportation requirements of the Pacific Basin; as such, they could revolutionize short-haul transportation in that region.

Monitoring techniques for the X-29A aircraft's high-speed rotating power takeoff shaft

NASA Technical Reports Server (NTRS)

Voracek, David F.

1990-01-01

The experimental X-29A forward swept-wing aircraft has many unique and critical systems that require constant monitoring during ground or flight operation. One such system is the power takeoff shaft, which is the mechanical link between the engine and the aircraft-mounted accessory drive. The X-29A power takeoff shaft opertes in a range between 0 and 16,810 rpm, is longer than most jet engine power takeoff shafts, and is made of graphite epoxy material. Since the X-29A aircraft operates on a single engine, failure of the shaft during flight could lead to loss of the aircraft. The monitoring techniques and test methods used during power takeoff shaft ground and flight operations are discussed. Test data are presented in two case studies where monitoring and testing of the shaft dynamics proved instrumental in discovering and isolating X-29A power takeoff shaft problems. The first study concerns the installation of an unbalanced shaft. The effect of the unbalance on the shaft vibration data and the procedure used to correct the problem are discussed. The second study deals with the shaft exceeding the established vibration limits during flight. This case study found that the vibration of connected rotating machinery unbalances contributed to the excessive vibration level of the shaft. The procedures used to identify the contributions of other rotating machinery unbalances to the power takeoff shaft unbalance are discussed.

The calculated effect of trailing-edge flaps on the take-off of flying boats

NASA Technical Reports Server (NTRS)

Parkinson, J E; Bell, J W

1934-01-01

The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low.

A model for nocturnal frost formation on a wing section: Aircraft takeoff performance penalties

NASA Technical Reports Server (NTRS)

Dietenberger, M. A.

1983-01-01

The nocturnal frost formation on a wing section, to explain the hazard associated with frost during takeoff was investigated. A model of nocturnal frost formation on a wing section which predicts when the nocturnal frost will form and also its thickness and density as a function of time was developed. The aerodynamic penalities as related to the nocturnal frost formation properties were analyzed to determine how much the takeoff performance would be degraded by a specific frost layer. With an aircraft takeoff assuming equations representing a steady climbing flight, it is determined that a reduction in the maximum gross weight or a partial frost clearance and a reduction in the takeoff angle of attack is needed to neutralize drag and life penalities which are due to frost. Atmospheric conditions which produce the most hazardous frost buildup are determined.

Viability of Cross-Flow Fan for Vertical Take-Off and Landing Aircraft

DTIC Science & Technology

2012-06-01

NAVAL POSTGRADUATE SCHOOL MONTEREY, CALIFORNIA THESIS Approved for public release; distribution is unlimited VIABILITY OF CROSS...FLOW FAN FOR VERTICAL TAKE-OFF AND LANDING AIRCRAFT by Christopher T. Delagrange June 2012 Thesis Advisor: Garth V. Hobson Second...AND DATES COVERED Master’s Thesis 4. TITLE AND SUBTITLE Viability of Cross-Flow Fan for Vertical Take-Off and Landing Aircraft 5. FUNDING

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

A simplified flight-test method for determining aircraft takeoff performance that includes effects of pilot technique

NASA Technical Reports Server (NTRS)

Larson, T. J.; Schweikhard, W. G.

1974-01-01

A method for evaluating aircraft takeoff performance from brake release to air-phase height that requires fewer tests than conventionally required is evaluated with data for the XB-70 airplane. The method defines the effects of pilot technique on takeoff performance quantitatively, including the decrease in acceleration from drag due to lift. For a given takeoff weight and throttle setting, a single takeoff provides enough data to establish a standardizing relationship for the distance from brake release to any point where velocity is appropriate to rotation. The lower rotation rates penalized takeoff performance in terms of ground roll distance; the lowest observed rotation rate required a ground roll distance that was 19 percent longer than the highest. Rotations at the minimum rate also resulted in lift-off velocities that were approximately 5 knots lower than the highest rotation rate at any given lift-off distance.

Hot Water Propulsion for Horizontal Rocket Assisted Take-Off Systems for Future Reusable Launch Vehicles

NASA Astrophysics Data System (ADS)

Pilz, N.; Adirim, H.; Lo, R.; Schildknecht, A.

2004-10-01

Among other concepts, reusable space transportation systems that comprise winged reusable launch vehicles (RLV) with horizontal take-off and horizontal landing (HTHL) are under worldwide investigation, e.g. the respective concepts within ESA's FESTIP-Study (Future European Space Transportation Integration Program) or the HOPPER concept by EADS-ST. The payload of these RLVs could be significantly increased by means of a ground-based take-off assistance system that would accelerate the vehicle along a horizontal track until it reaches the desired speed to ignite its onboard engines for leaving the ground and launching into orbit. This paper illustrates the advantages of horizontal take-off for winged RLVs and provides an overview of launch-assist options for HTHL RLVs. It presents hot water propulsion for ground-based take-off assistance systems for future RLVs as an attractive choice besides magnetic levitation and acceleration (maglev) technology. Finally, preliminary design concepts are presented for a rocket assisted take-off system (RATOS) with hot water propulsion followed by an analysis of its improvement potential.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H. (Inventor)

1989-01-01

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

The Calculated Effect of Various Hydrodynamic and Aerodynamic Factors on the Take-Off of a Large Flying Boat

NASA Technical Reports Server (NTRS)

Olson, R.E.; Allison, J.M.

1939-01-01

Present designs for large flying boats are characterized by high wing loading, high aspect ratio, and low parasite drag. The high wing loading results in the universal use of flaps for reducing the takeoff and landing speeds. These factors have an effect on takeoff performance and influence to a certain extent the design of the hull. An investigation was made of the influence of various factors and design parameters on the takeoff performance of a hypothetical large flying boat by means of takeoff calculations. The parameters varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The takeoff times and distances were calculated to the stalling speeds and the performance above these speeds was studied separately to determine piloting technique for optimum takeoff. The advantage of quick deflection of the flap at high water speeds is shown.

Seat Capacity Selection for an Advanced Short-Haul Aircraft Design

NASA Technical Reports Server (NTRS)

Marien, Ty V.

2016-01-01

A study was performed to determine the target seat capacity for a proposed advanced short-haul aircraft concept projected to enter the fleet by 2030. This analysis projected the potential demand in the U.S. for a short-haul aircraft using a transportation theory approach, rather than selecting a target seat capacity based on recent industry trends or current market demand. A transportation systems model was used to create a point-to-point network of short-haul trips and then predict the number of annual origin-destination trips on this network. Aircraft of varying seat capacities were used to meet the demand on this network, assuming a single aircraft type for the entire short-haul fleet. For each aircraft size, the ticket revenue and operational costs were used to calculate a total market profitability metric for all feasible flights. The different aircraft sizes were compared, based on this market profitability metric and also the total number of annual round trips and markets served. Sensitivity studies were also performed to determine the effect of changing the aircraft cruise speed and maximum trip length. Using this analysis, the advanced short-haul aircraft design team was able to select a target seat capacity for their design.

Civil applications of high-speed rotorcraft and powered-lift aircraft configurations

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1987-01-01

Advanced subsonic vertical and short takeoff and landing (V/STOL) aircraft configurations offer new transportation options for civil applications. Described is a range of vehicles from low-disk to high-disk loading aircraft, including high-speed rotorcraft, V/STOL aircraft, and short takeoff and landing (STOL) aircraft. The status and advantages of the various configurations are described. Some of these show promise for relieving congestion in high population-density regions and providing transportation opportunities for low population-density regions.

14 CFR 29.59 - Takeoff path: Category A.

Code of Federal Regulations, 2010 CFR

2010-01-01

... addition— (1) The takeoff path must remain clear of the height-velocity envelope established in accordance with § 29.87; (2) The rotorcraft must be flown to the engine failure point; at which point, the...

Hybrid vehicle powertrain system with power take-off driven vehicle accessory

DOEpatents

Beaty, Kevin D.; Bockelmann, Thomas R.; Zou, Zhanijang; Hope, Mark E.; Kang, Xiaosong; Carpenter, Jeffrey L.

2006-09-12

A hybrid vehicle powertrain system includes a first prime mover, a first prime mover driven power transmission mechanism having a power take-off adapted to drive a vehicle accessory, and a second prime mover. The second prime mover is operable to drive the power transmission mechanism alone or in combination with the first prime mover to provide power to the power take-off through the power transmission mechanism. The invention further includes methods for operating a hybrid vehicle powertrain system.

The calculated effect of various hydrodynamic and aerodynamic factors on the take-off of a large flying boat

NASA Technical Reports Server (NTRS)

Olson, R E; Allison, J M

1940-01-01

Report presents the results of an investigation made to determine the influence of various factors on the take-off performance of a hypothetical large flying boat by means of take-off calculations. The factors varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The take-off times and distances were calculated to the stalling speeds and the performance above these speeds was separately studied to determine piloting technique for optimum take-off.

Application of advanced technologies to small, short-haul transport aircraft (STAT)

NASA Technical Reports Server (NTRS)

Kraus, E. F.; Mall, O. D.; Awker, R. W.; Scholl, J. W.

1982-01-01

The benefits of selected advanced technologies for 19 and 30 passenger, short-haul aircraft were identified. Advanced technologies were investigated in four areas: aerodynamics, propulsion, structures, and ride quality. Configuration sensitivity studies were conducted to show design tradeoffs associated with passenger capacity, cabin comfort level, and design field length.

Advanced Vehicle Concepts and Implications for NextGen

NASA Technical Reports Server (NTRS)

Blake, Matt; Smith, Jim; Wright, Ken; Mediavilla Ricky; Kirby, Michelle; Pfaender, Holger; Clarke, John-Paul; Volovoi, Vitali; Dorbian, Christopher; Ashok, Akshay;

75 FR 32653 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-09

... Giddings, TX, Giddings-Lee County, Takeoff Minimum and Obstacle DP, Orig Hebbronville, TX, Jim Hogg County, GPS RWY 13, Amdt 1A, CANCELLED Hebbronville, TX, Jim Hogg County, NDB RWY 13, Amdt 4 Hebbronville, TX, Jim Hogg County, RNAV (GPS) RWY 13, Orig Hebbronville, TX, Jim Hogg County, Takeoff Minimum and...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

75 FR 19541 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-15

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need... DP, Amdt 2 Alexandria, MN, Chandler Field, RNAV (GPS) RWY 22, Orig Bemidji, MN, Bemidji Rgnl, RNAV (GPS) RWY 25, Orig Granite Falls, MN, Granite Falls Muni/Lenzen-Roe Meml Fld, Takeoff Minimums and...

A computer program for detailed analysis of the takeoff and approach performance capabilities of transport category aircraft

NASA Technical Reports Server (NTRS)

Foss, W. E., Jr.

1979-01-01

The takeoff and approach performance of an aircraft is calculated in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. The program may be used to investigate advanced operational procedures for noise alleviation such as programmed throttle and flap controls. Extensive profile time history data are generated and are placed on an interface file which can be input directly to the NASA aircraft noise prediction program (ANOPP).

Preliminary Study of Advanced Turboprops for Low Energy Consumption

NASA Technical Reports Server (NTRS)

Kraft, G. A.; Strack, W. C.

1975-01-01

The fuel savings potential of advanced turboprops (operational about 1985) was calculated and compared with that of an advanced turbofan for use in an advanced subsonic transport. At the design point, altitude 10.67 km and Mach 0.80, turbine-inlet temperature was fixed at 1590 K while overall pressure ratio was varied from 25 to 50. The regenerative turboprop had a pressure ratio of only 10 and an 85 percent effective rotary heat exchanger. Variable camber propellers were used with an efficiency of 85 percent. The study indicated a fuel savings of 33 percent, a takeoff gross weight reduction of 15 percent, and a direct operating cost reduction of 18 percent was possible when turboprops were used instead of the reference turbofan at a range of 10 200 km. These reductions were 28, 11, and 14 percent, respectively, at a range of 5500 km. Increasing overall pressure ratio from 25 to 50 saved little fuel and slightly increased takeoff gross weight.

Methods for predicting unsteady takeoff and landing trajectories of the aircraft

NASA Astrophysics Data System (ADS)

Shevchenko, A.; Pavlov, B.; Nachinkina, G.

2017-01-01

Informational and situational awareness of the aircrew greatly affects the probability of accidents, during takeoff and landing in particular. For the purpose of assessing the current and predicting the future states of an aircraft the energy approach to the flight control is used. Key energy balance equation is generalized to the ground phases. The equation describes the process of accumulating of the total energy of the aircraft along the entire trajectory, including the segment ahead. This segment length is defined by the required terminal energy state. For the takeoff phase the predict algorithm calculates the aircraft position on a runway after which it is possible to accelerate up to the speed of steady level flight and to reach the altitude sufficient for overcoming the high-rise obstacles. For the landing phase the braking distance length is determined. For increasing the likelihood of predicting the correction of the algorithm is introduced. The results of modeling many takeoffs and landings of passenger liner with different weights with the ahead obstacle and the engine failure are given. Working availability of the algorithm correction is shown.

76 FR 70053 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-10

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and... Three Rivers, MI, Three Rivers Muni Dr. Haines, Takeoff Minimums and Obstacle DP, Orig Brainerd, MN, Brainerd Lakes Rgnl, ILS OR LOC/DME RWY 34, Amdt 1 Park Rapids, MN, Park Rapids Muni-Konshok Field, NDB RWY...

78 FR 18806 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-28

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex..., ILS OR LOC/DME RWY 24, Amdt 2B Faribault, MN, Faribault Muni, RNAV (GPS) RWY 12, Amdt1 Faribault, MN, Faribault Muni, RNAV (GPS) RWY 30, Amdt1 Minneapolis, MN, Minneapolis-St Paul Intl/Wold-Chamberlain, Takeoff...

77 FR 12452 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-01

... OR LOC Z RWY 8, Amdt 37 Burbank, CA, Bob Hope, LOC Y RWY 8, Amdt 4 Colorado Springs, CO, City of Colorado Springs Muni, Takeoff Minimums and Obstacle DP, Amdt 10 Craig, CO, Craig-Moffat, Takeoff Minimums and Obstacle DP, Amdt 4 Durango, CO, Durango-La Plata County, VOR/DME RWY 3, Amdt 5 Pueblo, CO, Pueblo...

76 FR 43580 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-21

..., Raleigh Exec Jetport at Sanford-Lee County, Takeoff Minimums and Obstacle DP, Amdt 1 Rugby, ND, Rugby Muni, GPS RWY 12, Orig, CANCELLED Rugby, ND, Rugby Muni, GPS RWY 30, Orig-B, CANCELLED Rugby, ND, Rugby Muni, RNAV (GPS) RWY 12, Orig Rugby, ND, Rugby Muni, RNAV (GPS) RWY 30, Orig Rugby, ND, Rugby Muni, Takeoff...

Altus I aircraft in flight, retracting landing gear after takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

The landing gear of the remotely piloted Altus I aircraft retracts into the fuselage after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, was designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology project, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet.

Advanced turboprop aircraft flyover noise: Annoyance to counter-rotating-propeller configurations with an equal number of blades on each rotor, preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1988-01-01

A laboratory experiment was conducted to quantify the annoyance of people to the flyover noise of advanced turboprop aircraft with counter-rotating propellers (CRP) having an equal number of blades on each rotor. The objectives were: to determine the effects of total content on annoyance; and compare annoyance to n x n CRP advanced turboprop aircraft with annoyance to conventional turboprop and jet aircraft. A computer synthesis system was used to generate 27 realistic, time-varying simulations of advanced turboprop takeoff noise in which the tonal content was systematically varied to represent the factorial combinations of nine fundamental frequencies and three tone-to-broadband noise ratios. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs were presented at three D-weighted sound pressure levels to 64 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three aircraft types and examined the effects of the differences in tonal content among the advanced turboprop noises. The annoyance prediction ability of various noise metrics is also examined.

Correlation of climbing perception and eye movements during daytime and nighttime takeoffs using a flight simulator.

PubMed

Tamura, Atsushi; Wada, Yoshiro; Shimizu, Naoki; Inui, Takuo; Shiotani, Akihiro

2016-01-01

This study suggests that the subjective climbing perception can be quantitatively evaluated using values calculated from induced eye movements, and the findings may aid in the detection of pilots who are susceptible to spatial disorientation in a screening test. The climbing perception experienced by a pilot during takeoff at night is stronger than that experienced during the day. To investigate this illusion, this study assessed eye movements and analyzed their correlation with subjective climbing perception during daytime and nighttime takeoffs. Eight male volunteers participated in this study. A simulated aircraft takeoff environment was created using a flight simulator and the maximum slow-phase velocities and vestibulo-ocular reflex gain of vertical eye movements were calculated during takeoff simulation. Four of the eight participants reported that their perception of climbing at night was stronger, while the other four reported that there was no difference between day and night. These perceptions were correlated with eye movements; participants with a small difference in the maximum slow-phase velocities of their downward eye movements between daytime and nighttime takeoffs indicated that their perception of climbing was the same under the two conditions.

Measurement of the Errors of Service Altimeter Installations During Landing-Approach and Take-Off Operations

NASA Technical Reports Server (NTRS)

Gracey, William; Jewel, Joseph W., Jr.; Carpenter, Gene T.

1960-01-01

The overall errors of the service altimeter installations of a variety of civil transport, military, and general-aviation airplanes have been experimentally determined during normal landing-approach and take-off operations. The average height above the runway at which the data were obtained was about 280 feet for the landings and about 440 feet for the take-offs. An analysis of the data obtained from 196 airplanes during 415 landing approaches and from 70 airplanes during 152 take-offs showed that: 1. The overall error of the altimeter installations in the landing- approach condition had a probable value (50 percent probability) of +/- 36 feet and a maximum probable value (99.7 percent probability) of +/- 159 feet with a bias of +10 feet. 2. The overall error in the take-off condition had a probable value of +/- 47 feet and a maximum probable value of +/- 207 feet with a bias of -33 feet. 3. The overall errors of the military airplanes were generally larger than those of the civil transports in both the landing-approach and take-off conditions. In the landing-approach condition the probable error and the maximum probable error of the military airplanes were +/- 43 and +/- 189 feet, respectively, with a bias of +15 feet, whereas those for the civil transports were +/- 22 and +/- 96 feet, respectively, with a bias of +1 foot. 4. The bias values of the error distributions (+10 feet for the landings and -33 feet for the take-offs) appear to represent a measure of the hysteresis characteristics (after effect and recovery) and friction of the instrument and the pressure lag of the tubing-instrument system.

Visual Confirmation of Voice Takeoff Clearance (VICON) Alternative Study

DOT National Transportation Integrated Search

1980-05-01

This report presents the results of a program undertaken to study potential alternatives to the VICON (Visual Confirmation of Voice Takeoff Clearance) System which has undergone operational field tests at Bradley International Airport, Windsor Locks,...

Determination of optimal trajectories for an aircraft returning to the runway following a complete loss of thrust after takeoff

NASA Astrophysics Data System (ADS)

Gordon, Craig A.

This thesis examines the ability of a small, single-engine airplane to return to the runway following an engine failure shortly after takeoff. Two sets of trajectories are examined. One set of trajectories has the airplane fly a straight climb on the runway heading until engine failure. The other set of trajectories has the airplane perform a 90° turn at an altitude of 500 feet and continue until engine failure. Various combinations of wind speed, wind direction, and engine failure times are examined. The runway length required to complete the entire flight from the beginning of the takeoff roll to wheels stop following the return to the runway after engine failure is calculated for each case. The optimal trajectories following engine failure consist of three distinct segments: a turn back toward the runway using a large bank angle and angle of attack; a straight glide; and a reversal turn to align the airplane with the runway. The 90° turn results in much shorter required runway lengths at lower headwind speeds. At higher headwind speeds, both sets of trajectories are limited by the length of runway required for the landing rollout, but the straight climb cases generally require a lower angle of attack to complete the flight. The glide back to the runway is performed at an airspeed below the best glide speed of the airplane due to the need to conserve potential energy after the completion of the turn back toward the runway. The results are highly dependent on the rate of climb of the airplane during powered flight. The results of this study can aid the pilot in determining whether or not a return to the runway could be performed in the event of an engine failure given the specific wind conditions and runway length at the time of takeoff. The results can also guide the pilot in determining the takeoff profile that would offer the greatest advantage in returning to the runway.

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

... minutes after the occurance of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

... minutes after the occurance of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

Trajectory-Based Takeoff Time Predictions Applied to Tactical Departure Scheduling: Concept Description, System Design, and Initial Observations

NASA Technical Reports Server (NTRS)

Engelland, Shawn A.; Capps, Alan

2011-01-01

Current aircraft departure release times are based on manual estimates of aircraft takeoff times. Uncertainty in takeoff time estimates may result in missed opportunities to merge into constrained en route streams and lead to lost throughput. However, technology exists to improve takeoff time estimates by using the aircraft surface trajectory predictions that enable air traffic control tower (ATCT) decision support tools. NASA s Precision Departure Release Capability (PDRC) is designed to use automated surface trajectory-based takeoff time estimates to improve en route tactical departure scheduling. This is accomplished by integrating an ATCT decision support tool with an en route tactical departure scheduling decision support tool. The PDRC concept and prototype software have been developed, and an initial test was completed at air traffic control facilities in Dallas/Fort Worth. This paper describes the PDRC operational concept, system design, and initial observations.

Benefits of advanced propulsion technology for the advanced supersonic transport

NASA Technical Reports Server (NTRS)

Hines, R. W.; Sabatella, J. A.

1973-01-01

Future supersonic transports will have to provide improvement in the areas of economics, range, and emissions relative to the present generation of supersonic transports, as well as meeting or improving upon FAR 36 noise goals. This paper covers the promising propulsion systems including variable-cycle engine concepts for long-range supersonic commercial transport application. The benefits of applying advanced propulsion technology to solve the economic and environmental problems are reviewed. The advanced propulsion technologies covered are in the areas of structures, materials, cooling techniques, aerodynamics, variable engine geometry, jet noise suppressors, acoustic treatment, and low-emission burners. The results of applying the advanced propulsion technology are presented in terms of improvement in overall system takeoff gross weight and return on investment.

14 CFR Appendix I to Part 25 - Installation of an Automatic Takeoff Thrust Control System (ATTCS)

Code of Federal Regulations, 2011 CFR

2011-01-01

... Appendix I to Part 25—Installation of an Automatic Takeoff Thrust Control System (ATTCS) I25.1General. (a... crew to increase thrust or power. I25.2Definitions. (a) Automatic Takeoff Thrust Control System (ATTCS... Control System (ATTCS) I Appendix I to Part 25 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...

Application of advanced technologies to small, short-haul aircraft

NASA Technical Reports Server (NTRS)

Andrews, D. G.; Brubaker, P. W.; Bryant, S. L.; Clay, C. W.; Giridharadas, B.; Hamamoto, M.; Kelly, T. J.; Proctor, D. K.; Myron, C. E.; Sullivan, R. L.

1978-01-01

The results of a preliminary design study which investigates the use of selected advanced technologies to achieve low cost design for small (50-passenger), short haul (50 to 1000 mile) transports are reported. The largest single item in the cost of manufacturing an airplane of this type is labor. A careful examination of advanced technology to airframe structure was performed since one of the most labor-intensive parts of the airplane is structures. Also, preliminary investigation of advanced aerodynamics flight controls, ride control and gust load alleviation systems, aircraft systems and turbo-prop propulsion systems was performed. The most beneficial advanced technology examined was bonded aluminum primary structure. The use of this structure in large wing panels and body sections resulted in a greatly reduced number of parts and fasteners and therefore, labor hours. The resultant cost of assembled airplane structure was reduced by 40% and the total airplane manufacturing cost by 16% - a major cost reduction. With further development, test verification and optimization appreciable weight saving is also achievable. Other advanced technology items which showed significant gains are as follows: (1) advanced turboprop-reduced block fuel by 15.30% depending on range; (2) configuration revisions (vee-tail)-empennage cost reduction of 25%; (3) leading-edge flap addition-weight reduction of 2500 pounds.

Aerodynamic consequences of wing morphing during emulated take-off and gliding in birds.

PubMed

Klaassen van Oorschot, Brett; Mistick, Emily A; Tobalske, Bret W

2016-10-01

Birds morph their wings during a single wingbeat, across flight speeds and among flight modes. Such morphing may allow them to maximize aerodynamic performance, but this assumption remains largely untested. We tested the aerodynamic performance of swept and extended wing postures of 13 raptor species in three families (Accipitridae, Falconidae and Strigidae) using a propeller model to emulate mid-downstroke of flapping during take-off and a wind tunnel to emulate gliding. Based on previous research, we hypothesized that (1) during flapping, wing posture would not affect maximum ratios of vertical and horizontal force coefficients (C V :C H ), and that (2) extended wings would have higher maximum C V :C H when gliding. Contrary to each hypothesis, during flapping, extended wings had, on average, 31% higher maximum C V :C H ratios and 23% higher C V than swept wings across all biologically relevant attack angles (α), and, during gliding, maximum C V :C H ratios were similar for the two postures. Swept wings had 11% higher C V than extended wings in gliding flight, suggesting flow conditions around these flexed raptor wings may be different from those in previous studies of swifts (Apodidae). Phylogenetic affiliation was a poor predictor of wing performance, due in part to high intrafamilial variation. Mass was only significantly correlated with extended wing performance during gliding. We conclude that wing shape has a greater effect on force per unit wing area during flapping at low advance ratio, such as take-off, than during gliding. © 2016. Published by The Company of Biologists Ltd.

Factors affecting measured aircraft sound levels in the vicinity of start-of-takeoff roll

NASA Astrophysics Data System (ADS)

Richard, Horonjeff; Fleming, Gregg G.; Rickley, Edward J.; Connor, Thomas L.

This paper presents the findings of a recently conducted measurement and analysis program of jet transport aircraft sound levels in the vicinity of the star-of-takeoff roll. The purpose of the program was two-fold: (1) to evaluate the computational accuracy of the Federal Aviation Administration's Integrated Noise Model (INM) in the vicinity of start-of-takeoff roll with a recently updated database (INM 3.10), and (2) to provide guidance for future model improvements. Focusing on the second of these two goals, this paper examines several factors affecting Sound Exposure Levels (SELs) in the hemicircular area behind the aircraft brake release point at the start-of-takeoff. In addition to the aircraft type itself, these factors included the geometric relationship of the measurement site to the runway, the wind velocity (speed and direction), aircraft grow weight, and start-of-roll mode (static or rolling start).

Visual Confirmation (VICON) of Takeoff Clearance Signal System Impact Study

DOT National Transportation Integrated Search

1980-11-01

A study was performed to evaluate the impact on airport capacity and voice communications of the Visual Confirmation of Takeoff Clearance (VICON) Signal System. Befoe-and-after test data collection and analysis were conducted at Bradley International...

NASA advanced propeller research

NASA Technical Reports Server (NTRS)

Groeneweg, John F.; Bober, Lawrence J.

1988-01-01

Acoustic and aerodynamic research at NASA Lewis Research Center on advanced propellers is reviewed including analytical and experimental results on both single and counterrotation. Computational tools used to calculate the detailed flow and acoustic fields are described along with wind tunnel tests to obtain data for code verification. Results from two kinds of experiments are reviewed: (1) performance and near field noise at cruise conditions as measured in the NASA Lewis 8- by 6-foot Wind Tunnel; and (2) far field noise and performance for takeoff/approach conditions as measured in the NASA Lewis 9- by 15-foot Anechoic Wind Tunnel. Detailed measurements of steady blade surface pressures are described along with vortex flow phenomena at off-design conditions. Near field noise at cruise is shown to level out or decrease as tip relative Mach number is increased beyond 1.15. Counterrotation interaction noise is shown to be a dominant source at takeoff but a secondary source at cruise. Effects of unequal rotor diameters and rotor-to-rotor spacing on interaction noise are also illustrated. Comparisons of wind tunnel acoustic measurements to flight results are made. Finally, some future directions in advanced propeller research such as swirl recovery vanes, higher sweep, forward sweep, and ducted propellers are discussed.

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

Pesticides and passive dispersal: acaricide- and starvation-induced take-off of the predatory mite Neoseiulus baraki.

PubMed

Monteiro, Vaneska Barbosa; Silva, Vanessa Farias; Lima, Debora Barbosa; Guedes, Raul Narciso Carvalho; Gondim, Manoel Guedes Correa

2018-06-01

An understanding of the causes and consequences of dispersal is vital for managing populations. Environmental contaminants, such as pesticides, provide potential environmental context-dependent stimuli for dispersal of targeted and non-targeted species, which may occur not only for active but also for passive dispersal, although such a possibility is frequently neglected. Here, we assessed the potential of food deprivation and acaricides to interfere with the take-off for passive (wind) dispersal of the predatory mite Neoseiulus baraki. Wind tunnel bioassays indicated that starvation favoured the take-off for wind dispersal by the mite predator, which also varied with wind velocity, and dispersal increased at higher velocities within the 1-7 (m s -1 ) range tested. For the acaricides tested, particularly the biopesticide azadirachtin but also abamectin and fenpyroximate, the rate of predator take-off for dispersal increased, and further increased with wind velocity up to 7 m/s. Such responses were associated with changes in the predator behavioural preparation for wind-mediated passive dispersal, with a greater incidence of the standing posture that permitted take-off. The rate of take-off for passive dispersal by N. baraki increased with food deprivation and exposure to the residues of agricultural acaricides. Azadirachtin exposure resulted in a particularly strong response, although abamectin and fenpyroximate also stimulated dispersal. © 2018 Society of Chemical Industry. © 2018 Society of Chemical Industry.

AGFATL- ACTIVE GEAR FLEXIBLE AIRCRAFT TAKEOFF AND LANDING ANALYSIS

NASA Technical Reports Server (NTRS)

Mcgehee, J. R.

1994-01-01

The Active Gear, Flexible Aircraft Takeoff and Landing Analysis program, AGFATL, was developed to provide a complete simulation of the aircraft takeoff and landing dynamics problem. AGFATL can represent an airplane either as a rigid body with six degrees of freedom or as a flexible body with multiple degrees of freedom. The airframe flexibility is represented by the superposition of up to twenty free vibration modes on the rigid-body motions. The analysis includes maneuver logic and autopilots programmed to control the aircraft during glide slope, flare, landing, and takeoff. The program is modular so that performance of the aircraft in flight and during landing and ground maneuvers can be studied separately or in combination. A program restart capability is included in AGFATL. Effects simulated in the AGFATL program include: (1) flexible aircraft control and performance during glide slope, flare, landing roll, and takeoff roll under conditions of changing winds, engine failures, brake failures, control system failures, strut failures, restrictions due to runway length, and control variable limits and time lags; (2) landing gear loads and dynamics for up to five gears; (3) single and multiple engines (maximum of four) including selective engine reversing and failure; (4) drag chute and spoiler effects; (5) wheel braking (including skid-control) and selective brake failure; (6) aerodynamic ground effects; (7) aircraft carrier operations; (8) inclined runways and runway perturbations; (9) flexible or rigid airframes; 10) rudder and nose gear steering; and 11) actively controlled landing gear shock struts. Input to the AGFATL program includes data which describe runway roughness; vehicle geometry, flexibility and aerodynamic characteristics; landing gear(s); propulsion; and initial conditions such as attitude, attitude change rates, and velocities. AGFATL performs a time integration of the equations of motion and outputs comprehensive information on the airframe

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

Simulator evaluation of displays for a revised takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr

1992-01-01

Cockpit displays for a Takeoff Performance Monitoring System (TOPMS) to provide pilots with graphic and alphanumeric information pertinent to their decision to continue or abort a takeoff are evaluated. Revised head-down and newly developed head-up displays were implemented on electronic screens in the real-time Transport Systems Research Vehicle (TSRV) Simulator for the Boeing 737 airplane at the Langley Research Center and evaluated by 17 NASA, U.S. Air Force, airline, and industry pilots. Both types of displays were in color, but they were not dependent upon it. The TOPMS head-down display is composed of a runway graphic overlaid with symbolic status and advisory information related to both the expected takeoff point and the predicted stop point (in the event an abort becomes necessary). In addition, an overall Situation Advisory Flag indicates a preferred course of action based on analysis of the various elements of airplane performance and system status. A simpler head-up display conveys most of this same information and relates it to the visual scene. The evaluation pilots found the displays to be credible, easy to monitor, and appropriate for the task. In particular, the pilots said the head-up display was monitored with very little effort and did not obstruct or distract them from monitoring the simulated out-the-window runway scene. This report augments NASA TP-2908, 1989.

Advanced digital signal processing for short-haul and access network

NASA Astrophysics Data System (ADS)

Zhang, Junwen; Yu, Jianjun; Chi, Nan

2016-02-01

Digital signal processing (DSP) has been proved to be a successful technology recently in high speed and high spectrum-efficiency optical short-haul and access network, which enables high performances based on digital equalizations and compensations. In this paper, we investigate advanced DSP at the transmitter and receiver side for signal pre-equalization and post-equalization in an optical access network. A novel DSP-based digital and optical pre-equalization scheme has been proposed for bandwidth-limited high speed short-distance communication system, which is based on the feedback of receiver-side adaptive equalizers, such as least-mean-squares (LMS) algorithm and constant or multi-modulus algorithms (CMA, MMA). Based on this scheme, we experimentally demonstrate 400GE on a single optical carrier based on the highest ETDM 120-GBaud PDM-PAM-4 signal, using one external modulator and coherent detection. A line rate of 480-Gb/s is achieved, which enables 20% forward-error correction (FEC) overhead to keep the 400-Gb/s net information rate. The performance after fiber transmission shows large margin for both short range and metro/regional networks. We also extend the advanced DSP for short haul optical access networks by using high order QAMs. We propose and demonstrate a high speed multi-band CAP-WDM-PON system on intensity modulation, direct detection and digital equalizations. A hybrid modified cascaded MMA post-equalization schemes are used to equalize the multi-band CAP-mQAM signals. Using this scheme, we successfully demonstrates 550Gb/s high capacity WDMPON system with 11 WDM channels, 55 sub-bands, and 10-Gb/s per user in the downstream over 40-km SMF.

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large nontransport category airplanes: Takeoff limitations. 135.389 Section 135.389 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.389 Large nontransport...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large nontransport category airplanes: Takeoff limitations. 135.389 Section 135.389 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.389 Large nontransport...

Whole-body 3D kinematics of bird take-off: key role of the legs to propel the trunk

NASA Astrophysics Data System (ADS)

Provini, Pauline; Abourachid, Anick

2018-02-01

Previous studies showed that birds primarily use their hindlimbs to propel themselves into the air in order to take-off. Yet, it remains unclear how the different parts of their musculoskeletal system move to produce the necessary acceleration. To quantify the relative motions of the bones during the terrestrial phase of take-off, we used biplanar fluoroscopy in two species of birds, diamond dove ( Geopelia cuneata) and zebra finch ( Taeniopygia guttata). We obtained a detailed 3D kinematics analysis of the head, the trunk and the three long bones of the left leg. We found that the entire body assisted the production of the needed forces to take-off, during two distinct but complementary phases. The first one, a relatively slow preparatory phase, started with a movement of the head and an alignment of the different groups of bones with the future take-off direction. It was associated with a pitch down of the trunk and a flexion of the ankle, of the hip and, to a lesser extent, of the knee. This crouching movement could contribute to the loading of the leg muscles and store elastic energy that could be released in the propulsive phase of take-off, during the extension of the leg joints. Combined with the fact that the head, together with the trunk, produced a forward momentum, the entire body assisted the production of the needed forces to take-off. The second phase was faster with mostly horizontal forward and vertical upward translation motions, synchronous to an extension of the entire lower articulated musculoskeletal system. It led to the propulsion of the bird in the air with a fundamental role of the hip and ankle joints to move the trunk upward and forward. Take-off kinematics were similar in both studied species, with a more pronounced crouching movement in diamond dove, which can be related to a large body mass compared to zebra finch.

AVALON: definition and modeling of a vertical takeoff and landing UAV

NASA Astrophysics Data System (ADS)

Silva, N. B. F.; Marconato, E. A.; Branco, K. R. L. J. C.

2015-09-01

Unmanned Aerial Vehicles (UAVs) have been used in numerous applications, like remote sensing, precision agriculture and atmospheric data monitoring. Vertical takeoff and landing (VTOL) is a modality of these aircrafts, which are capable of taking off and landing vertically, like a helicopter. This paper presents the definition and modeling of a fixed- wing VTOL, named AVALON (Autonomous VerticAL takeOff and laNding), which has the advantages of traditional aircrafts with improved performance and can take off and land in small areas. The principles of small UAVs development were followed to achieve a better design and to increase the range of applications for this VTOL. Therefore, we present the design model of AVALON validated in a flight simulator and the results show its validity as a physical option for an UAV platform.

Contingency Power Study for Short Haul Civil Tiltrotor

NASA Technical Reports Server (NTRS)

Eisenberg, Joseph D. (Technical Monitor); Wait, John

2003-01-01

AlliedSignal Engines (AE) defined a number of concepts that significantly increased the horsepower of a turboshaft engine to accommodate the loss of an engine and enable the safe landing of a twin-engined, 40-passenger, short haul civil tiltrotor. From these concepts, "Water/Methanol Injection," a "Better Power Turbine Than Required," and a "Secondary Combustor For Interturbine Reheat" were chosen, based on system safety and economics, for more detailed examination. Engine performance, mission, and cost analysis of these systems indicated contingency power levels of 26 to 70 percent greater than normal rated takeoff could be attained for short durations, thus enabling direct operating cost savings between 2 and 6 percent.

Aeroacoustic effects of reduced aft tip speed at constant thrust for a model counterrotation turboprop at takeoff conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hughes, Christopher E.

1990-01-01

A model high-speed, advanced counterrotation propeller, F7/A7, was tested in the anechoic wind tunnel at simulated takeoff and approach conditions of Mach 0.2. The propeller was operated in a baseline configuration with the forward and aft rotor blade setting angles and forward and aft rotational speeds essentially equal. Two additional configurations were tested with the aft rotor at increased blade setting angles and the rotational speed reduced to achieve overall performance similar to that of the baseline configuration. Acoustic data were taken with an axially translating microphone probe that was attached to the tunnel floor. Concurrent aerodynamic data were taken to define propeller operating conditions.

Assessment at full scale of nozzle/wing geometry effects on OTW aero-acoustic characteristics. [short takeoff aircraft noise

NASA Technical Reports Server (NTRS)

Groesbeck, D.; Vonglahn, U.

1979-01-01

The effects on acoustic characteristics of nozzle type and location on a wing for STOL engine over-the-wing configurations are assessed at full scale on the basis of model-scale data. Three types of nozzle configurations are evaluated: a circular nozzle with external deflector mounted above the wing, a slot nozzle with external deflector mounted on the wing and a slot nozzle mounted on the wing. Nozzle exhaust plane locations with respect to the wing leading edge are varied from 10 to 46 percent chord (flaps retracted) with flap angles of 20 (takeoff altitude) and 60 (approach attitude). Perceived noise levels (PNL) are calculated as a function of flyover distance at 152 m altitude. From these plots, static EPNL values, defined as flyover relative noise levels, are calculated and plotted as a function of lift and thrust ratios. From such plots the acoustic benefits attributable to variations in nozzle/deflector/wing geometry at full scale are assessed for equal aerodynamic performance.

XB-70A during take-off

NASA Image and Video Library

1965-08-17

Viewed from the front the #1 XB-70A (62-0001) is shown climbing out during take-off. Most flights were scheduled during the morning hours to take advantage of the cooler ambient air temperatures for improved propulsion efficiencies. The wing tips are extended straight out to provide a maximum lifting wing surface. The XB-70A, capable of flying three times the speed of sound, was the world's largest experimental aircraft in the 1960s. Two XB-70A aircraft were built. Ship #1 was flown by NASA in a high speed flight research program.

Annoyance caused by advanced turboprop aircraft flyover noise: Counter-rotating-propeller configuration

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1990-01-01

Two experiments were conducted to quantify the annoyance of people to flyover noise of advanced turboprop aircraft with counter rotating propellers. The first experiment examined configurations having an equal number of blades on each rotor and the second experiment examined configurations having an unequal number of blades on each rotor. The objectives were to determine the effects on annoyance of various tonal characteristics, and to compare annoyance to advanced turboprops with annoyance to conventional turboprops and turbofans. A computer was used to synthesize realistic, time-varying simulations of advanced turboprop aircraft takeoff noise. The simulations represented different combinations fundamental frequency and tone-to-broadband noise ratio. Also included in each experiment were recordings of 10 conventional turboprop and turbofan takeoffs. Each noise was presented at three sound pressure levels in an anechoic chamber. In each experiment, 64 subjects judged the annoyance of each noise stimulus. Analyses indicated that annoyance was significantly affected by the interaction of fundamental frequency with tone-to-broadband noise ratio. No significant differences in annoyance between the advanced turboprop aircraft and the conventional turbofans were found. The use of a duration correction and a modified tone correction improved the annoyance prediction for the stimuli.

Development of a takeoff performance monitoring system. Ph.D. Thesis. Contractor Report, Jan. 1984 - Jun. 1985

NASA Technical Reports Server (NTRS)

Srivatsan, Raghavachari; Downing, David R.

1987-01-01

Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.

Short rendezvous missions for advanced Russian human spacecraft

NASA Astrophysics Data System (ADS)

Murtazin, Rafail F.; Budylov, Sergey G.

2010-10-01

The two-day stay of crew in a limited inhabited volume of the Soyuz-TMA spacecraft till docking to ISS is one of the most stressful parts of space flight. In this paper a number of possible ways to reduce the duration of the free flight phase are considered. The duration is defined by phasing strategy that is necessary for reduction of the phase angle between the chaser and target spacecraft. Some short phasing strategies could be developed. The use of such strategies creates more comfortable flight conditions for crew thanks to short duration and additionally it allows saving spacecraft's life support resources. The transition from the methods of direct spacecraft rendezvous using one orbit phasing (first flights of " Vostok" and " Soyuz" vehicles) to the currently used methods of two-day rendezvous mission can be observed in the history of Soviet manned space program. For an advanced Russian human rated spacecraft the short phasing strategy is recommended, which can be considered as a combination between the direct and two-day rendezvous missions. The following state of the art technologies are assumed available: onboard accurate navigation; onboard computations of phasing maneuvers; launch vehicle with high accuracy injection orbit, etc. Some operational requirements and constraints for the strategies are briefly discussed. In order to provide acceptable phase angles for possible launch dates the experience of the ISS altitude profile control can be used. As examples of the short phasing strategies, the following rendezvous missions are considered: direct ascent, short mission with the phasing during 3-7 orbits depending on the launch date (nominal or backup). For each option statistical modeling of the rendezvous mission is fulfilled, as well as an admissible phase angle range, accuracy of target state vector and addition fuel consumption coming out of emergency is defined. In this paper an estimation of pros and cons of all options is conducted.

Quiet Clean Short-Haul Experimental Engine (QCSEE) acoustic and aerodynamic tests on a scale model over-the-wing thrust reverser and forward thrust nozzle

NASA Technical Reports Server (NTRS)

Stimpert, D. L.

1978-01-01

An acoustic and aerodynamic test program was conducted on a 1/6.25 scale model of the Quiet, Clean, Short-Haul Experimental Engine (QCSEE) forward thrust over-the-wing (OTW) nozzle and OTW thrust reverser. In reverse thrust, the effect of reverser geometry was studied by parametric variations in blocker spacing, blocker height, lip angle, and lip length. Forward thrust nozzle tests determined the jet noise levels of the cruise and takeoff nozzles, the effect of opening side doors to achieve takeoff thrust, and scrubbing noise of the cruise and takeoff jet on a simulated wing surface. Velocity profiles are presented for both forward and reverse thrust nozzles. An estimate of the reverse thrust was made utilizing the measured centerline turning angle.

Aerodynamics Model for a Generic ASTOVL Lift-Fan Aircraft

DOT National Transportation Integrated Search

1995-04-01

This report describes the aerodynamics model used in a simulation model of : an advanced short takeoff and vertical landing lift-far fighter aircraft. The : simulation model was developed for use in piloted evaluations of transition and : hover fligh...

Advanced prediction technique for the low speed aerodynamics of V/STOL aircraft. Volume 1: Technical discussion

NASA Technical Reports Server (NTRS)

Beatty, T. D.; Worthey, M. K.

1984-01-01

The V/STOL Aircraft Propulsive Effects (VAPE) computerized prediction method is evaluated. The program analyzes viscous effects, various jet, inlet, and Short TakeOff and Landing (STOL) models, and examines the aerodynamic configurations of V/STOL aircraft.

Changes in Jump-Down Performance After Space Flight: Short- and Long-Term Adaptation

NASA Technical Reports Server (NTRS)

Kofman, I. S.; Reschke, M. F.; Cerisano, J. M.; Fisher, E. A.; Lawrence, E. L.; Peters, B. T.; Bloomberg, J. J.

2010-01-01

INTRODUCTION Successful jump performance requires functional coordination of visual, vestibular, and somatosensory systems, which are affected by prolonged exposure to microgravity. Astronauts returning from space flight exhibit impaired ability to coordinate effective landing strategies when jumping from a platform to the ground. This study compares the jump strategies used by astronauts before and after flight, the changes to those strategies within a test session, and the recoveries in jump-down performance parameters across several postflight test sessions. These data were obtained as part of an ongoing interdisciplinary study (Functional Task Test, FTT) designed to evaluate both astronaut postflight functional performance and related physiological changes. METHODS Six astronauts from short-duration (Shuttle) and three from long-duration (International Space Station) flights performed 3 two-footed jumps from a platform 30 cm high. A force plate measured the ground reaction forces and center-of-pressure displacement from the landings. Muscle activation data were collected from the medial gastrocnemius and anterior tibialis of both legs using surface electromyography electrodes. Two load cells in the platform measured the load exerted by each foot during the takeoff phase of the jump. Data were collected in 2 preflight sessions, on landing day (Shuttle only), and 1, 6, and 30 days after flight. RESULTS AND CONCLUSION Many of the astronauts tested were unable to maintain balance on their first postflight jump landing but recovered by the third jump, showing a learning progression in which the performance improvement could be attributed to adjustments of strategy on takeoff, landing, or both. Takeoff strategy changes were evident in air time (time between takeoff and landing), which was significantly reduced after flight, and also in increased asymmetry in foot latencies on takeoff. Landing modifications were seen in changes in ground reaction force curves. The

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

Airport take-off noise assessment aimed at identify responsible aircraft classes.

PubMed

Sanchez-Perez, Luis A; Sanchez-Fernandez, Luis P; Shaout, Adnan; Suarez-Guerra, Sergio

2016-01-15

Assessment of aircraft noise is an important task of nowadays airports in order to fight environmental noise pollution given the recent discoveries on the exposure negative effects on human health. Noise monitoring and estimation around airports mostly use aircraft noise signals only for computing statistical indicators and depends on additional data sources so as to determine required inputs such as the aircraft class responsible for noise pollution. In this sense, the noise monitoring and estimation systems have been tried to improve by creating methods for obtaining more information from aircraft noise signals, especially real-time aircraft class recognition. Consequently, this paper proposes a multilayer neural-fuzzy model for aircraft class recognition based on take-off noise signal segmentation. It uses a fuzzy inference system to build a final response for each class p based on the aggregation of K parallel neural networks outputs Op(k) with respect to Linear Predictive Coding (LPC) features extracted from K adjacent signal segments. Based on extensive experiments over two databases with real-time take-off noise measurements, the proposed model performs better than other methods in literature, particularly when aircraft classes are strongly correlated to each other. A new strictly cross-checked database is introduced including more complex classes and real-time take-off noise measurements from modern aircrafts. The new model is at least 5% more accurate with respect to previous database and successfully classifies 87% of measurements in the new database. Copyright © 2015 Elsevier B.V. All rights reserved.

Rocket-based combined-cycle (RBCC) powered spaceliner class vehicle can advantageously employ vertical takeoff and landing (VTOL)

NASA Technical Reports Server (NTRS)

Escher, William J. D.

1995-01-01

The subject is next generation orbital space transporation, taken to be fully reusable non-staged 'aircraft like' systems targeted for routine, affordable access to space. Specifically, the takeoff and landing approach to be selected for such systems is considered, mainly from a propulsion viewpoint. Conventional wisdom has it that any transatmospheric-class vehicle which uses high-speed airbreathing propulsion modes (e.g., scramjet) intrinsically must utilize horizontal takeoff and landing, HTOHL. Although this may be true for all-airbreathing propulsion (i.e., no rocket content as in turboramjet propulsion), that emerging class of powerplant which integrally combines airbreathing and rocket propulsion, referred to as rocket-based combined-cycle (RBCC) propulsion, is considerably more flexible with respect to selecting takeoff/landing modes. In fact, it is proposed that any of the modes of interest may potentially be selected: HTOHL, VTOHL, VTOVL. To illustrate this surmise, the case of a previously documented RBCC-powered 'Spaceliner' class space transport concept, which is designed for vertical takeoff and landing, is examined. The 'RBCC' and 'Spaceliner' categories are first described for background. Departing form an often presumed HTOHL baseline, the leading design and operational advantages of moving to VTOVL are then elucidated. Technical substantiation that the RBCC approach, in fact, enables this capability (but also that of HTOHL and VTOVL) is provided, with extensive reference to case-in-point supporting studies. The paper closes with a set of conditional surmises bearing on its set of conclusions, which point up the operational cost advantages associated with selecting the vertical takeoff and landing mode combination (VTOL), uniquely offered by RBCC propulsion.

Rocket-based combined-cycle (RBCC) powered spaceliner class vehicle can advantageously employ vertical takeoff and landing (VTOL)

NASA Astrophysics Data System (ADS)

Escher, William J. D.

The subject is next generation orbital space transporation, taken to be fully reusable non-staged 'aircraft like' systems targeted for routine, affordable access to space. Specifically, the takeoff and landing approach to be selected for such systems is considered, mainly from a propulsion viewpoint. Conventional wisdom has it that any transatmospheric-class vehicle which uses high-speed airbreathing propulsion modes (e.g., scramjet) intrinsically must utilize horizontal takeoff and landing, HTOHL. Although this may be true for all-airbreathing propulsion (i.e., no rocket content as in turboramjet propulsion), that emerging class of powerplant which integrally combines airbreathing and rocket propulsion, referred to as rocket-based combined-cycle (RBCC) propulsion, is considerably more flexible with respect to selecting takeoff/landing modes. In fact, it is proposed that any of the modes of interest may potentially be selected: HTOHL, VTOHL, VTOVL. To illustrate this surmise, the case of a previously documented RBCC-powered 'Spaceliner' class space transport concept, which is designed for vertical takeoff and landing, is examined. The 'RBCC' and 'Spaceliner' categories are first described for background. Departing form an often presumed HTOHL baseline, the leading design and operational advantages of moving to VTOVL are then elucidated. Technical substantiation that the RBCC approach, in fact, enables this capability (but also that of HTOHL and VTOVL) is provided, with extensive reference to case-in-point supporting studies. The paper closes with a set of conditional surmises bearing on its set of conclusions, which point up the operational cost advantages associated with selecting the vertical takeoff and landing mode combination (VTOL), uniquely offered by RBCC propulsion.

Advanced supersonic technology and its implications for the future

NASA Technical Reports Server (NTRS)

Driver, C.

1979-01-01

A brief overview of the NASA Supersonic Cruise Research (SCR) program is presented. The SCR program has identified significant improvements in the areas of aerodynamics, structures, propulsion, noise reduction, takeoff and landing procedures, and advanced configuration concepts. These improvements tend to overcome most of the problems which led to the cancellation of the National SST program. They offer the promise of an advanced SST family of aircraft which are environmentally acceptable, have flexible range-payload capability, and are economically viable. The areas of technology addressed by the SCR program have direct application to advanced military aircraft and to supersonic executive aircraft.

Performance of arrays of direct-driven wave energy converters under optimal power take-off damping

NASA Astrophysics Data System (ADS)

Wang, Liguo; Engström, Jens; Leijon, Mats; Isberg, Jan

2016-08-01

It is well known that the total power converted by a wave energy farm is influenced by the hydrodynamic interactions between wave energy converters, especially when they are close to each other. Therefore, to improve the performance of a wave energy farm, the hydrodynamic interaction between converters must be considered, which can be influenced by the power take-off damping of individual converters. In this paper, the performance of arrays of wave energy converters under optimal hydrodynamic interaction and power take-off damping is investigated. This is achieved by coordinating the power take-off damping of individual converters, resulting in optimal hydrodynamic interaction as well as higher production of time-averaged power converted by the farm. Physical constraints on motion amplitudes are considered in the solution, which is required for the practical implementation of wave energy converters. Results indicate that the natural frequency of a wave energy converter under optimal damping will not vary with sea states, but the production performance of a wave energy farm can be improved significantly while satisfying the motion constraints.

Study of quiet turbofan STOL aircraft for short-haul transportation. Volume 3: Airports

NASA Technical Reports Server (NTRS)

1973-01-01

The airport siting, design, cost, operation, and implementation aspects of a short takeoff aircraft transportation system are analyzed. Problem areas are identified and alternative solutions or actions required to achieve system implementation by the early 1980's are recommended. Factors associated with the ultimate community acceptance of the STOL program, such as noise, emissions, and congestion, are given special emphasis.

Short Animation Movies as Advance Organizers in Physics Teaching: A Preliminary Study

ERIC Educational Resources Information Center

Koscianski, Andre; Ribeiro, Rafael Joao; da Silva, Sani Carvalho Rutz

2012-01-01

Background: Advance organizers are instructional materials that help students use previous knowledge to make links with new information. Short animation movies are a possible format and are well suited for physics, as they can portray dynamic phenomena and represent abstract concepts. Purpose: The study aimed to determine guidelines for the…

Advancing Sexuality Studies: A Short Course on Sexuality Theory and Research Methodologies

ERIC Educational Resources Information Center

Fletcher, Gillian; Dowsett, Gary W.; Duncan, Duane; Slavin, Sean; Corboz, Julienne

2013-01-01

Critical Sexuality Studies is an emerging field of academic enquiry linked to an international network of advocacy agencies, activists, and political issues. This paper reports on the development of an advanced short course in sexuality theory and research, drawing on Critical Sexuality Studies and aiming directly at academics in developing…

Advanced Space Transportation Program (ASTP)

NASA Image and Video Library

1995-01-23

Pictured here is a DC-XA Reusable Launch Vehicle (RLV) prototype concept with an RLV logo. The Delta Clipper-Experimental (DC-X) was originally developed by McDornell Douglas for the Department of Defense (DOD). The DC-XA is a single-stage-to-orbit, vertical takeoff/vertical landing, launch vehicle concept, whose development is geared to significantly reduce launch costs and will provide a test bed for NASA Reusable Launch Vehicle (RLV) technology as the Delta Clipper-Experimental Advanced (DC-XA).

NASA KingAir #801 during takeoff

NASA Technical Reports Server (NTRS)

1999-01-01

NASA KingAir N801NA during takeoff. The Beechcraft Beech 200 Super KingAir aircraft N7NA, known as NASA 7, has been a support aircraft for many years, flying 'shuttle' missions to Ames Research Center. It once flew from the Jet Propulsion Laboratory and back each day but now (2001) flies between the Dryden Flight Research Center and Ames. Dryden assumed the mission and aircraft in September 1996. A second Beechcraft Beech 200 Super King Air, N701NA, redesignated N801NA, transferred to Dryden on 3 Oct. 1997 and is used for research missions but substitutes for NASA 7 on shuttle missions when NASA 7 is not available.

Generation of the pitch moment during the controlled flight after takeoff of fruitflies.

PubMed

Chen, Mao Wei; Wu, Jiang Hao; Sun, Mao

2017-01-01

In the present paper, the controlled flight of fruitflies after voluntary takeoff is studied. Wing and body kinematics of the insects after takeoff are measured using high-speed video techniques, and the aerodynamic force and moment are calculated by the computational fluid dynamics method based on the measured data. How the control moments are generated is analyzed by correlating the computed moments with the wing kinematics. A fruit-fly has a large pitch-up angular velocity owing to the takeoff jump and the fly controls its body attitude by producing pitching moments. It is found that the pitching moment is produced by changes in both the aerodynamic force and the moment arm. The change in the aerodynamic force is mainly due to the change in angle of attack. The change in the moment arm is mainly due to the change in the mean stroke angle and deviation angle, and the deviation angle plays a more important role than the mean stroke angle in changing the moment arm (note that change in deviation angle implies variation in the position of the aerodynamic stroke plane with respect to the anatomical stroke plane). This is unlike the case of fruitflies correcting pitch perturbations in steady free flight, where they produce pitching moment mainly by changes in mean stroke angle.

Evaluation of Flying Qualities and Guidance Displays for an Advanced Tilt-Wing STOL Transport Aircraft in Final Approach and Landing

NASA Technical Reports Server (NTRS)

Frost, Chad R.; Franklin, James A.; Hardy, Gordon H.

2002-01-01

A piloted simulation was performed on the Vertical Motion Simulator at NASA Ames Research Center to evaluate flying qualities of a tilt-wing Short Take-Off and Landing (STOL) transport aircraft during final approach and landing. The experiment was conducted to assess the design s handling qualities, and to evaluate the use of flightpath-centered guidance for the precision approach and landing tasks required to perform STOL operations in instrument meteorological conditions, turbulence, and wind. Pilots rated the handling qualities to be satisfactory for all operations evaluated except those encountering extreme crosswinds and severe windshear; even in these difficult meteorological conditions, adequate handling qualities were maintained. The advanced flight control laws and guidance displays provided consistent performance and precision landings.

NACA Photographer North American F-100A (NACA-200) Super Sabre Airplane take-off. The blowing-tupe

NASA Technical Reports Server (NTRS)

1957-01-01

NACA Photographer North American F-100A (NACA-200) Super Sabre Airplane take-off. The blowing-tupe boundary-layer control on the leading- and trailing-edge provided large reductions in takeoff and landing approach speeds. Approach speeds were reduced by about 10 knots (Mar 1960). Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 102 and and Memoirs of a Flight Test Engneer NASA SP-2002-4525

Issues related to aircraft take-off plumes in a mesoscale photochemical model.

PubMed

Bossioli, Elissavet; Tombrou, Maria; Helmis, Costas; Kurtenbach, Ralf; Wiesen, Peter; Schäfer, Klaus; Dandou, Aggeliki; Varotsos, Kostas V

2013-07-01

The physical and chemical characteristics of aircraft plumes at the take-off phase are simulated with the mesoscale CAMx model using the individual plume segment approach, in a highly resolved domain, covering the Athens International Airport. Emission indices during take-off measured at the Athens International Airport are incorporated. Model predictions are compared with in situ point and path-averaged observations (NO, NO₂) downwind of the runway at the ground. The influence of modeling process, dispersion properties and background air composition on the chemical evolution of the aircraft plumes is examined. It is proven that the mixing properties mainly determine the plume dispersion. The initial plume properties become significant for the selection of the appropriate vertical resolution. Besides these factors, the background NOx and O₃ concentration levels control NOx distribution and their conversion to nitrogen reservoir species. Copyright © 2013 Elsevier B.V. All rights reserved.

Take-off analysis of the Olympic ski jumping competition (HS-106m).

PubMed

Virmavirta, Mikko; Isolehto, Juha; Komi, Paavo; Schwameder, Hermann; Pigozzi, Fabio; Massazza, Giuseppe

2009-05-29

The take-off phase (approximately 6m) of the jumps of all athletes participating in the individual HS-106m hill ski jumping competition at the Torino Olympics was filmed with two high-speed cameras. The high altitude of the Pragelato ski jumping venue (1600m) and slight tail wind in the final jumping round were expected to affect the results of this competition. The most significant correlation with the length of the jump was found in the in-run velocity (r=0.628, p<0.001, n=50). This was a surprise in Olympic level ski jumping, and suggests that good jumpers simply had smaller friction between their skis and the in-run tracks and/or the aerodynamic quality of their in-run position was better. Angular velocity of the hip joint of the best jumpers was also correlated with jumping distance (r=0.651, p<0.05, n=10). The best jumpers in this competition exhibited very different take-off techniques, but still they jumped approximately the same distance. This certainly improves the interests in ski jumping among athletes and spectators. The comparison between the take-off techniques of the best jumpers showed that even though the more marked upper body movement creates higher air resistance, it does not necessarily result in shorter jumping distance if the exposure time to high air resistance is not too long. A comparison between the first and second round jumps of the same jumpers showed that the final results in this competition were at least partly affected by the wind conditions.

WAATS: A computer program for Weights Analysis of Advanced Transportation Systems

NASA Technical Reports Server (NTRS)

Glatt, C. R.

1974-01-01

A historical weight estimating technique for advanced transportation systems is presented. The classical approach to weight estimation is discussed and sufficient data is presented to estimate weights for a large spectrum of flight vehicles including horizontal and vertical takeoff aircraft, boosters and reentry vehicles. A computer program, WAATS (Weights Analysis for Advanced Transportation Systems) embracing the techniques discussed has been written and user instructions are presented. The program was developed for use in the ODIN (Optimal Design Integration System) system.

77 FR 56764 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-14

... August 31, 2012. Ray Towles, Deputy Director, Flight Standards Service. Adoption of the Amendment... Muni, RNAV (GPS) RWY 36, Amdt 1 Mountain View, CA, Moffett Federal Airfield, Takeoff Minimums and...

Advanced turboprop aircraft flyover noise: Annoyance to counter-rotating-propeller configurations with a different number of blades on each rotor: Preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1988-01-01

A laboratory experiment was conducted to quantify the annoyance of people to the flyover noise of advanced turboprop aircraft with counter-rotating propellers (CRP) having a different number of blades on each rotor (nxm, e.g., 10 x 8, 12 x 11). The objectives were: (1) compare annoyance to nxm CRP advanced turboprop aircraft with annoyance to conventional turboprop and jet aircraft; (2) determine the effects of tonal content on annoyance; and (3) determine the ability of aircraft noise measurement procedures and corrections to predict annoyance for this new class of aircraft. A computer synthesis system was used to generate 35 realistic, time-varying simulations of advanced turboprop takeoff noise in which the tonal content was systematically varied to represent combinations of 15 fundamental frequency (blade passage frequency) combinations and three tone-to-broadband noise ratios. The fundamental frequencies, which represented blade number combinations from 6 x 5 to 13 x 12 and 7 x 5 to 13 x 11, ranged from 112.5 to 292.5 Hz. The three tone-to-broadband noise ratios were 0, 15, and 30 dB. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs were presented at D-weighted sound pressure levels of 70, 80, and 90 dB to 64 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three categories of aircraft and examine the effects of the differences in tonal content among the advanced turboprop noises. The annoyance prediction ability of various noise measurement procedures and corrections is also examined.

77 FR 42627 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-20

... CONTACT: Richard A. Dunham III, Flight Procedure Standards Branch (AFS-420), Flight Technologies and... 2012 Red Cloud, NE., Red Cloud Muni, Takeoff Minimums and Obstacle DP, Orig Effective 23 AUGUST 2012...

Evaluation of advanced lift concepts and potential fuel conservation for short-haul aircraft

NASA Technical Reports Server (NTRS)

Sweet, H. S.; Renshaw, J. H.; Bowden, M. K.

1975-01-01

The effect of different field lengths, cruise requirements, noise level, and engine cycle characteristics on minimizing fuel consumption and minimizing operating cost at high fuel prices were evaluated for some advanced short-haul aircraft. The conceptual aircraft were designed for 148 passengers using the upper surface-internally blown jet flap, the augmentor wing, and the mechanical flap lift systems. Advanced conceptual STOL engines were evaluated as well as a near-term turbofan and turboprop engine. Emphasis was given to designs meeting noise levels equivalent to 95-100 EPNdB at 152 m (500 ft) sideline.

A Mathematical Model for Vertical Attitude Takeoff and Landing (VATOL) Aircraft Simulation. Volume 1; Model Description Application

NASA Technical Reports Server (NTRS)

Fortenbaugh, R. L.

1980-01-01

A mathematical model of a high performance airplane capable of vertical attitude takeoff and landing (VATOL) was developed. An off line digital simulation program incorporating this model was developed to provide trim conditions and dynamic check runs for the piloted simulation studies and support dynamic analyses of proposed VATOL configuration and flight control concepts. Development details for the various simulation component models and the application of the off line simulation program, Vertical Attitude Take-Off and Landing Simulation (VATLAS), to develop a baseline control system for the Vought SF-121 VATOL airplane concept are described.

Application of Advanced Technologies to Small, Short-haul Air Transports

NASA Technical Reports Server (NTRS)

Adcock, C.; Coverston, C.; Knapton, B.

1980-01-01

A study was conducted of the application of advanced technologies to small, short-haul transport aircraft. A three abreast, 30 passenger design for flights of approximately 100 nautical miles was evaluated. Higher wing loading, active flight control, and a gust alleviation system results in improved ride quality. Substantial savings in fuel and direct operating cost are forecast. An aircraft of this configuration also has significant benefits in forms of reliability and operability which should enable it to sell a total of 450 units through 1990, of which 80% are for airline use.

Short animation movies as advance organizers in physics teaching: a preliminary study

NASA Astrophysics Data System (ADS)

Koscianski, André; João Ribeiro, Rafael; Carvalho Rutz da Silva, Sani

2012-11-01

Background : Advance organizers are instructional materials that help students use previous knowledge to make links with new information. Short animation movies are a possible format and are well suited for physics, as they can portray dynamic phenomena and represent abstract concepts. Purpose : The study aimed to determine guidelines for the construction of an instructional short animation movie, with the role of an advance organizer. A film was created in order to evaluate the effectiveness of the approach, making part of a physics lesson and concerning the subject 'moment of a force'. Sample : The study took place in a Brazilian school in the city of Arapoti, in the south region of the country. Thirty-eight students participated, having an average age of 16 and following the third year of high school. Design and methods : Criteria drawn from a literature review directed the construction of the movie and the lesson. Data were collected using pre- and post-tests; registers of oral comments were also done during the class. The post-test included open-ended questions, allowing students to write remarks concerning the lesson and the animation. Conclusions : The article describes steps and guidelines to orient the process of designing an animation movie with the role of advance organizer. Data indicated that the movie facilitated the construction of links between pre-existent knowledge and the new information presented in the lesson. The proposed methodology can be considered a valid framework to derive similar approaches.

Cost benefit study of advanced materials technology for aircraft turbine engines

NASA Technical Reports Server (NTRS)

Hillery, R. V.; Johnston, R. P.

1977-01-01

The cost/benefits of eight advanced materials technologies were evaluated for two aircraft missions. The overall study was based on a time frame of commercial engine use of the advanced material technologies by 1985. The material technologies evaluated were eutectic turbine blades, titanium aluminide components, ceramic vanes, shrouds and combustor liners, tungsten composite FeCrAly blades, gamma prime oxide dispersion strengthened (ODS) alloy blades, and no coat ODS alloy combustor liners. They were evaluated in two conventional takeoff and landing missions, one transcontinental and one intercontinental.

Study of Advanced Propulsion Systems for Small Transport Aircraft Technology (STAT) Program

NASA Technical Reports Server (NTRS)

Baerst, C. F.; Heldenbrand, R. W.; Rowse, J. H.

1981-01-01

Definitions of takeoff gross weight, performance, and direct operating cost for both a 30 and 50 passenger airplane were established. The results indicate that a potential direct operating cost benefit, resulting from advanced technologies, of approximately 20 percent would be achieved for the 1990 engines. Of the numerous design features that were evaluated, only maintenance-related items contributed to a significant decrease in direct operating cost. Recommendations are made to continue research and technology programs for advanced component and engine development.

77 FR 50014 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-20

... navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed.... Intl. 20-Sep-12 TX Houston Sugar Land Rgnl.... 2/8058 7/19/12 TAKEOFF MINIMUMS AND (OBSTACLE) DP, Amdt...

75 FR 25760 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-10

..., ME, Wiscasset, Takeoff Minimums and Obstacle DP, Amdt 2 Alpena, MI, Alpena County Rgnl, RNAV (GPS) RWY 19, Orig Alpena, MI, Alpena County Rgnl, VOR RWY 19, Amdt 15 Oscoda, MI, Oscoda-Wurtsmith, RNAV...

76 FR 25232 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-04

... Patterson, LA, Harry P Williams Memorial, NDB RWY 6, Amdt 11 Slidell, LA, Slidell, Takeoff Minimums and... Harrisonville, MO, Lawrence Smith Memorial, VOR/DME RWY 35, Orig-A, CANCELLED Lincoln Park, NJ, Lincoln Park...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

77 FR 37799 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-25

..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA... number of SIAPs, their complex nature, and the need for a special format make their verbatim publication...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

Ascent performance issues of a vertical-takeoff rocket launch vehicle

NASA Astrophysics Data System (ADS)

Powell, Richard W.; Naftel, J. C.; Cruz, Christopher I.

1991-04-01

Advanced manned launch systems studies under way at the NASA Langley Research Center are part of a broader effort that is examining options for the next manned space transportation system to be developed by the United States. One promising concept that uses near-term technologies is a fully reusable, two-stage vertical-takeoff rocket vehicle. This vehicle features parallel thrusting of the booster and orbiter with the booster cross-feeding the propellant to the orbiter until staging. In addition, after staging, the booster glides back unpowered to the launch site. This study concentrated on two issues that could affect the ascent performance of this vehicle. The first is the large gimbal angle range required for pitch trim until staging because of the propellant cross-feed. Results from this analysis show that if control is provided by gimballing of the rocket engines, they must gimbal greater than 20 deg, which is excessive when compared with current vehicles. However, this analysis also showed that this limit could be reduced to 10 deg if gimballing were augmented by throttling the booster engines. The second issue is the potential influence of off-nominal atmospheric conditions (density and winds) on the ascent performance. This study showed that a robust guidance algorithm could be developed that would insure accurate insertion, without prelaunch atmospheric knowledge.

77 FR 71495 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-03

..., Butler Memorial, VOR-A, Amdt 5 Deer Lodge, MT, Deer Lodge-City-County, RNAV (GPS)-A, Orig Deer Lodge, MT, Deer Lodge-City-County, Takeoff Minimums and Obstacle DP, Orig Mount Olive, NC, Mount Olive Muni, VOR-A...

Advanced digital signal processing for short haul optical fiber transmission beyond 100G

NASA Astrophysics Data System (ADS)

Kikuchi, Nobuhiko

2017-01-01

Significant increase of intra and inter data center traffic has been expected by the rapid spread of various network applications like SNS, IoT, mobile and cloud computing, and the needs for ultra-high speed and cost-effective short- to medium-reach optical fiber links beyond 100-Gbit/s is becoming larger and larger. Such high-speed links typically use multilevel modulation to lower signaling speed, which in turn face serious challenges in limited loss budget and waveform distortion tolerance. One of the promising techniques to overcome them is the use of advanced digital signal processing (DSP) and we review various DSP applications for short-to-medium reach applications.

Requirements report for SSTO vertical take-off and horizontal landing vehicle

NASA Technical Reports Server (NTRS)

Greenberg, H. S.

1994-01-01

This document describes the detailed design requirements and design criteria to support Structures/TPS Technology development for SSTO winged vehicle configurations that use vertical take-off and horizontal landing and delivers 25,000 lb payloads to a 220 nm circular orbit at an inclination of 51.6 degrees or 40,000 lb payloads to a 150 nm circular orbit at a 28.5 degree inclination.

Acoustic test and analyses of three advanced turboprop models

NASA Technical Reports Server (NTRS)

Brooks, B. M.; Metzger, F. B.

1980-01-01

Results of acoustic tests of three 62.2 cm (24.5 inch) diameter models of the prop-fan (a small diameter, highly loaded. Multi-bladed variable pitch advanced turboprop) are presented. Results show that there is little difference in the noise produced by unswept and slightly swept designs. However, the model designed for noise reduction produces substantially less noise at test conditions simulating 0.8 Mach number cruise speed or at conditions simulating takeoff and landing. In the near field at cruise conditions the acoustically designed. In the far field at takeoff and landing conditions the acoustically designed model is 5 db quieter than unswept or slightly swept designs. Correlation between noise measurement and theoretical predictions as well as comparisons between measured and predicted acoustic pressure pulses generated by the prop-fan blades are discussed. The general characteristics of the pulses are predicted. Shadowgraph measurements were obtained which showed the location of bow and trailing waves.

Forward velocity effects on fan noise and the suppression characteristics of advanced inlets as measured in the NASA-Ames 40 by 80 foot wind tunnel

NASA Technical Reports Server (NTRS)

Moore, M. T.

1980-01-01

Forward velocity effects on the forward radiated fan noise and on the suppression characteristics of three advanced inlets relative to a baseline cylindrical inlet were measured in the NASA Ames Research Center 40 x 80 foot Wind Tunnel. A modified JT15D turbofan engine in a quiet nacelle was the source of fan noise; the advanced inlets were a Conventional Takeoff/Landing (CTOL) hybrid inlet, a Short Takeoff/Landing (STOL) hybrid inlet, and a treated deflector inlet. Also measured were the static to flight effects on the fan noise of canting the baseline inlet 4 deg downward to simulate typical wing mounted turbofan engines. The CTOL hybrid inlet suppressed the high tip speed fan noise as much as 18 PNdB on a 61 m (200 ft) sideline scaled to a CF6 size engine while the STOL hybrid inlet suppressed the low tip speed fan noise as much as 13 PNdB on a 61 m (200 ft) sideline scaled to a OCSEE size engine. The deflector inlet suppressed the high tip speed fan noise as much as 13 PNdB at 61 m (200 ft) overhead scaled to a CF6 size engine. No significant changes in fan noise suppression for the CTOL and STOL hybrid inlets occurred for forward velocity changes above 21 m/s (68 ft/s) or for angle of attack changes up to 15 deg. However, changes in both forward velocity and angle of attack changed the deflector inlet noise unpredictably due to the asymmetry of the inlet flow field into the fan.

Pegasus XL CYGNSS Launch Attempt - Prepared for Takeoff - Scrubb

NASA Image and Video Library

2016-12-12

An Orbital ATK L-1011 Stargazer aircraft carrying a Pegasus XL Rocket with eight NASA Cyclone Global Navigation Satellite System, or CYGNSS, spacecraft is ready for takeoff from the Skid Strip at Cape Canaveral Air Force Station, Florida. With the aircraft flying off shore, the Pegasus rocket will be released. Five seconds later, the solid propellant engine will ignite and boost the eight hurricane observatories to orbit. The eight CYGNSS satellites will make frequent and accurate measurements of ocean surface winds throughout the life cycle of tropical storms and hurricanes.

The performance evaluation of a jet flap on an advanced supersonic harrier

NASA Technical Reports Server (NTRS)

Lipera, L. D.; Sandlin, D. R.

1984-01-01

The performance concept of a supersonic vertical and short takeoff and landing (V/STOL) fighter, model 279-3, modified to utilize a jet flap was evaluated. Replacing the rear nozzles of the 279-3 with the jet flap favorably alters the pressure distribution over the airfoil and dramatically increases lift. The result is a significant decrease in takeoff distance, an increase in payload, and an improvement in combat performance. To investigate the benefit in increased payload, the 279-3 and the jet flapped 279-3JF were modeled on the NASA Aircraft Synthesis (ACSYNT) computer code and flown on a 250 feet takeoff distance interdiction mission. The increase in payload weight that the 279-3JF could carry was converted into fuel in one case, and in another, converted to bomb load. When the fuel was increased, the 279-3JF penetrated into enemy territory almost four times the distance of 279-3, and therefore increased mission capability. When the bomb load was increased, the 279-3JF carried 14 bombs the same distance the 279-3 carried four. The increase in mission performance and improvements in turning rates was realized with only a small penalty in increased empty weight.

Final Scientific/Technical Report: ADVANCED INTEGRATION OF POWER TAKE-OFF IN VIVACE

DOE Office of Scientific and Technical Information (OSTI.GOV)

Simiao, Gustavo

2014-03-21

Vortex Hydro Energy is commercializing a University of Michigan patented MHK device, the VIVACE converter (Vortex Induced Vibration Aquatic Clean Energy). Unlike water turbines, it does not use propeller blades. Rather, river or ocean currents flow around cylinders causing them to move up and down in Flow Induced Motions (FIM). This kinetic energy of the cylinder is then converted to electricity. Importantly, the VIVACE converter is simpler in design and more cost effective than water turbines. This project accelerated the development of the VIVACE technology. Funding from the DOE enabled VHE to accelerate the development in three ways. One wasmore » to increase the efficiency of the hydrodynamics of the system. This aided in maximizing the power output for a wide range of water speeds. The second was to design, build, and test an efficient power take-off (PTO) that converted the most power from the VIVACE cylinders into electricity. This effort was necessary because of the nature of power generated using this technology. Although the PTO uses off-the-shelf components, it is specifically tuned to the specific water flow characteristics. The third way the development was accelerated was by testing the improved Beta 1B prototype over a longer period of time in a river. The greatest benefit from the longer open-water testing-period is a better understand of the power generation characteristics of the system as well as the maintenance lifespan of the device. Renewable energy generation is one of today’s most challenging global dilemmas. The energy crisis requires tapping into every source of energy and developing every technology that can generate energy at a competitive cost within the next 50 years. Development of VIVACE will bolster domestic energy security and mitigate global climate change. There are numerous commercial and military applications for a fully developed system, which could generate clean/renewable energy from small scale (1-5kW) to medium scale

A comparison of take-off dynamics during three different spikes, block and counter-movement jump in female volleyball players.

PubMed

Kabacinski, Jaroslae; Dworak, Lecholslaw B; Murawa, Michal; Ostarello, John; Rzepnicka, Agata; Maczynski, Jacek

2016-12-01

The purpose of the study was to compare the take-off dynamics in counter-movement jump (CMJ), volleyball block and spikes. Twelve professional female players, representing the highest volleyball league in Poland, participated in the laboratory tests. A force platform was used to record ground reaction force (GRF) during take-off phase in CMJ test, block from a run-up and spikes: front row attack, slide attack, back row attack. Vertical (v) GRF (peak: Rmax and integral mean: ), impulse of vGRF (J) and mechanical power (peak: Pmax and integral mean:

) were analyzed. Significant differences (P<0.05) of values of the dynamic parameters (Rmax, , J, Pmax, and

) were found between CMJ, block from a run-up and three different technique spikes. The highest values were recorded during take-off in the back row attack: peak vGRF (2.93±0.05 BW), integral mean vGRF (1.90±0.08 BW), impulse of vGRF (354±40 Ns), peak power (5320±918 W) and integral mean power (3604±683 W). Peak power (2608±217 W) and integral mean power (1417±94 W) were determined in CMJ test to evaluate the force-velocity capabilities of the players. In terms of GRF and the mechanical power, high level of dynamics in take-off influences positively the jumping height and significantly increases the effectiveness of attacks during spike of the ball over the block of the opponent.

Far-Field Acoustic Power Level and Performance Analyses of F31/A31 Open Rotor Model at Simulated Scaled Takeoff, Nominal Takeoff, and Approach Conditions: Technical Report I

NASA Technical Reports Server (NTRS)

Sree, Dave

2015-01-01

Far-field acoustic power level and performance analyses of open rotor model F31/A31 have been performed to determine its noise characteristics at simulated scaled takeoff, nominal takeoff, and approach flight conditions. The nonproprietary parts of the data obtained from experiments in 9- by 15-Foot Low-Speed Wind Tunnel (9?15 LSWT) tests were provided by NASA Glenn Research Center to perform the analyses. The tone and broadband noise components have been separated from raw test data by using a new data analysis tool. Results in terms of sound pressure levels, acoustic power levels, and their variations with rotor speed, angle of attack, thrust, and input shaft power have been presented and discussed. The effect of an upstream pylon on the noise levels of the model has been addressed. Empirical equations relating model's acoustic power level, thrust, and input shaft power have been developed. The far-field acoustic efficiency of the model is also determined for various simulated flight conditions. It is intended that the results presented in this work will serve as a database for comparison and improvement of other open rotor blade designs and also for validating open rotor noise prediction codes.

76 FR 6050 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-03

... Medford Rogue Valley Intl- 1/0369 1/5/11 ILS OR LOC/DME RWY 14, Amdt 2 Medford. 10-Mar-11 NM Roswell Roswell Intl Air 1/0543 1/7/11 Takeoff Minimums and Obstacle DP, Orig Center. 10-Mar-11 TX El Paso Horizon...

Effectiveness of the Mindfulness Art Therapy Short Version for Japanese Patients with Advanced Cancer

ERIC Educational Resources Information Center

Ando, Michiyo; Kira, Haruko; Hayashida, Shigeru; Ito, Sayoko

2016-01-01

The aim of this study was to investigate the feasibility of the Mindfulness Art Therapy Short Version for Japanese patients with advanced cancer. Patients learned mindfulness practices and then made art to express their feelings in the first session. After receiving instruction on practicing mindfulness 2 weeks later, they participated in a second…

Analysis of Convair 990 rejected-takeoff accident with emphasis on decision making, training and procedures

NASA Technical Reports Server (NTRS)

Batthauer, Byron E.

1987-01-01

This paper analyzes a NASA Convair 990 (CV-990) accident with emphasis on rejected-takeoff (RTO) decision making, training, procedures, and accident statistics. The NASA Aircraft Accident Investigation Board was somewhat perplexed that an aircraft could be destroyed as a result of blown tires during the takeoff roll. To provide a better understanding of tire failure RTO's, The Board obtained accident reports, Federal Aviation Administration (FAA) studies, and other pertinent information related to the elements of this accident. This material enhanced the analysis process and convinced the Accident Board that high-speed RTO's in transport aircraft should be given more emphasis during pilot training. Pilots should be made aware of various RTO situations and statistics with emphasis on failed-tire RTO's. This background information could enhance the split-second decision-making process that is required prior to initiating an RTO.

Update of Aircraft Profile Data for the Integrated Noise Model Computer Program. Volume 2. Appendix A: Aircraft Takeoff and Landing Profiles

DTIC Science & Technology

1992-03-01

8 KT) 02- 10 -1992 09: 48 :32 AIRCRAFT ID AIRCRAFT AND ENGINE AIRCRAFT NUMBER NAMES CATEGORY ------------------- ------------------- -------- 003...MAX CLIMB 8 CLIMB ZErO MAX CLIMB 9 CLIMB ZERO MAX CLIMB A-21 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 02- 10 -1992 09: 48 :36 AIRCRAFT AIRCRAFT AND ENGINE...CLIMB ZERO USR SUPPL 34033 LB 10 CLIMB ZERO USR SUPPL 34798 LB A-194 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 06-24-1991 10 :33: 48 AIRCRAFT AIRCRAFT

75 FR 35627 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

... Diego Montgomery Field.... 0/4634 6/9/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 3. 29-Jul-10 CQ Saipan Francisco C. Ada/ 0/9757 3/16/10 ILS OR LOC/DME RWY 7, AMDT 5A. Saipan Intl. [FR Doc. 2010-14980 Filed 6-22...

Trim drag reduction concepts for horizontal takeoff single-stage-to-Orbit vehicles

NASA Technical Reports Server (NTRS)

Shaughnessy, John D.; Gregory, Irene M.

1991-01-01

The results of a study to investigate concepts for minimizing trim drag of horizontal takeoff single-stage-to-orbit (SSTO) vehicles are presented. A generic hypersonic airbreathing conical configuration was used as the subject aircraft. The investigation indicates that extreme forward migration of the aerodynamic center as the vehicle accelerates to orbital velocities causes severe aerodynamic instability and trim moments that must be counteracted. Adequate stability can be provided by active control of elevons and rudder, but use of elevons to produce trim moments results in excessive trim drag and fuel consumption. To alleviate this problem, two solution concepts are examined. Active control of the center of gravity (COG) location to track the aerodynamic center decreases trim moment requirements, reduces elevon deflections, and leads to significant fuel savings. Active control of the direction of the thrust vector produces required trim moments, reduces elevon deflections, and also results in significant fuel savings. It is concluded that the combination of active flight control to provide stabilization, (COG) position control to minimize trim moment requirements, and thrust vectoring to generate required trim moments has the potential to significantly reduce fuel consumption during ascent to orbit of horizontal takeoff SSTO vehicles.

Pegasus XL CYGNSS Launch Attempt - Prepared for Takeoff - Scrubb

NASA Image and Video Library

2016-12-12

A pathfinder aircraft prepares for takeoff from the Skid Strip at Cape Canaveral Air Force Station in Florida. The airplane will provide photographic and video imagery of the Orbital ATK L-1011 Stargazer aircraft carrying a Pegasus XL Rocket with eight NASA Cyclone Global Navigation Satellite System, or CYGNSS, spacecraft. With the aircraft flying off shore, the Pegasus rocket will be released. Five seconds later, the solid propellant engine will ignite and boost the eight hurricane observatories to orbit. The eight CYGNSS satellites will make frequent and accurate measurements of ocean surface winds throughout the life cycle of tropical storms and hurricanes.

Concept identification for a power take-off shielding campaign.

PubMed

Tinc, P J; Madden, E; Park, S; Weil, R; Sorensen, J A

2015-01-01

ABSTRACT Machinery entanglements, specifically power take-off (PTO) entanglements, are a leading cause of injuries and fatalities on farms. In order to address this life-threatening issue, a social marketing campaign is being developed to reduce barriers and emphasize motivators to shielding. This article discusses the process of designing, testing, and selecting concepts to be used in the campaign. Small-group discussions (triads) were held to test 13 message concepts. Participants were asked to provide feedback and select the two messages that they believed to be most powerful. Upon completion, three message concepts were selected to be finalized.

Conceptual Design of a Vertical Takeoff and Landing Unmanned Aerial Vehicle with 24-HR Endurance

NASA Technical Reports Server (NTRS)

Fredericks, William J.

2010-01-01

This paper describes a conceptual design study for a vertical takeoff and landing (VTOL) unmanned aerial vehicle (UAV) that is able to carry a 25-lb science payload for 24 hr and is able to land and take off at elevations as high as 15,000 ft without human intervention. In addition to the science payload, this vehicle must be able to carry a satellite communication system, and the vehicle must be able to be transported in a standard full-size pickup truck and assembled by only two operators. This project started with a brainstorming phase to devise possible vehicle configurations that might satisfy the requirements. A down select was performed to select a near-term solution and two advanced vehicle concepts that are better suited to the intent of the mission. Sensitivity analyses were also performed on the requirements and the technology levels to obtain a better understanding of the design space. This study found that within the study assumptions the mission is feasible; the selected concepts are recommended for further development.

Short versus long duration infusions of paclitaxel for any advanced adenocarcinoma

PubMed Central

Williams, Chris; Bryant, Andrew

2014-01-01

Background Paclitaxel has become a standard drug used in a number of common cancers. At first long infusions were used to reduce the rate of inflow of the drug and as a result reduce the occurrence of hypersensitivity types of allergic reactions. Trials with shorter durations of infusion, and using a cocktail of anti-allergic drugs to prevent hypersensitivity reactions, some randomised, were begun. These were interpreted as showing that effectiveness of treatment was not lessened by a short infusion time. These studies also appeared to show that some important toxicities were less common with short infusions and that they were more convenient for the patient and the hospital. Objectives To assess the effectiveness and toxicity of short versus long infusions of paclitaxel for any advanced adenocarcinoma. Search methods We searched the Cochrane Gynaecological Cancer Review Group Specialised Register, The Cochrane Central Register of Controlled Trials (CENTRAL) Issue 1, 2009, MEDLINE and EMBASE up to March 2009. We also searched registers of clinical trials, abstracts of scientific meetings, reference lists of included trials and contacted experts in the field, as well as drug companies. Selection criteria The review was restricted to randomised controlled trials (RCTs) of single agent paclitaxel or paclitaxel with other drugs, where the only variable was the duration of paclitaxel infusion. The review only includes patients with advanced adenocarcinoma. Data collection and analysis Two review authors independently abstracted data and assessed risk of bias. Where possible the data were synthesised in meta-analyses. Main results We identified six trials that met our inclusion criteria. The trials compared 3, 24 and 96 hour infusions and one trial examined different schedules (1 versus 3 day). From the included RCTs we found no evidence of a difference between short and long infusions in terms of overall and progression-free survival and tumour non-response. In most

77 FR 51896 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-28

... provisions. The incorporation by reference of certain publications listed in the regulations is approved by... incorporated by reference in the amendment is as follows: For Examination-- 1. FAA Rules Docket, FAA..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA...

77 FR 50012 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-20

..., Amdt 2 Oklahoma City, OK, Will Rogers World, Takeoff Minimums and Obstacle DP, Amdt 1 Portland, OR... CLOSE PARALLEL), Amdt 4, CANCELED Philadelphia, PA, Philadelphia Intl, ILS PRM RWY 27L (SIMULTANEOUS CLOSE PARALLEL), Amdt 3, CANCELED Pittsburgh, PA, Allegheny County, ILS OR LOC RWY 10, Amdt 6 Pittsburgh...

75 FR 32094 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-07

... OBSTACLE DP, ORIG 1-Jul-10 TX DALLAS ADDISON 0/6690 4/21/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 5 1-Jul.../10 ILS OR LOC RWY 10R, AMDT 3 1-Jul-10 PA LOCK HAVEN WILLIAM T. PIPER 0/9245 5/12/10 RNAV (GPS)-1...

Optimization of engines for a commercial Mach 0.98 transport using advanced turbine cooling methods

NASA Technical Reports Server (NTRS)

Kraft, G. A.; Whitlow, J. B., Jr.

1972-01-01

A study was made of an advanced technology airplane using supercritical aerodynamics. Cruise Mach number was 0.98 at 40,000 feet altitude with a payload of 60,000 pounds and a range of 3000 nautical miles. Separate-flow turbofans were examined parametrically to determine the effect of sea-level-static design turbine-inlet-temperature and noise on takeoff gross weight (TOGW) assuming full-film turbine cooling. The optimum turbine inlet temperature was 2650 F. Two-stage-fan engines, with cruise fan pressure ratio of 2.25, achieved a noise goal of 103.5 EPNdB with todays noise technology while one-stage-fan engines, achieved a noise goal of 98 EPNdB. The take-off gross weight penalty to use the one-stage fan was 6.2 percent.

78 FR 43782 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-22

..., CANCELED Kalamazoo, MI, Kalamazoo/Battle Creek Intl, RNAV (GPS) RWY 17, Amdt 1 Traverse City, MI, Cherry Capitol, GPS RWY 36, Orig-B, CANCELED Traverse City, MI, Cherry Capitol, RNAV (GPS) RWY 36, Orig Dodge..., Cassville Muni, Takeoff Minimums and Obstacle DP, Amdt 1 Fredericktown, MO, A. Paul Vance Fredericktown Rgnl...

76 FR 55233 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-07

... as the anticipated impact is so minimal. For the same reason, the FAA certifies that this amendment will not have a significant economic impact on a substantial number of small entities under the... Rgnl, Takeoff Minimums and Obstacle DP, Orig Beaver Falls, PA, Beaver County, LOC RWY 10, Amdt 4...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

Development of processing procedures for advanced silicon solar cells. [antireflection coatings and short circuit currents

NASA Technical Reports Server (NTRS)

Scott-Monck, J. A.; Stella, P. M.; Avery, J. E.

1975-01-01

Ten ohm-cm silicon solar cells, 0.2 mm thick, were produced with short circuit current efficiencies up to thirteen percent and using a combination of recent technical advances. The cells were fabricated in conventional and wraparound contact configurations. Improvement in cell collection efficiency from both the short and long wavelengths region of the solar spectrum was obtained by coupling a shallow junction and an optically transparent antireflection coating with back surface field technology. Both boron diffusion and aluminum alloying techniques were evaluated for forming back surface field cells. The latter method is less complicated and is compatible with wraparound cell processing.

An avulsed radial artery with a high take-off.

PubMed

Rojas-Marte, Geurys; Chen, On; Verma, Shivani; Rao, Atul; Shani, Jacob; Ayzenberg, Sergey

2015-04-01

A 63-year-old female was diagnosed with severe aortic stenosis, who underwent a diagnostic coronary angiography via transradial approach prior an aortic-valve replacement. After imaging the left coronary system, entrapment of the diagnostic catheter was encountered as a result of spasm of the radial artery. An arteriogram of the arm revealed an anatomical variation in the radial artery (high take-off). Several attempts to remove the entrapped catheter resulted in avulsion of the artery, which was managed successfully with coil embolization. To our knowledge, no such complication has been reported. © The Author(s) 2014 Reprints and permissions: sagepub.co.uk/journalsPermissions.nav.

75 FR 45047 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-02

...;Prices of new books are listed in the first FEDERAL REGISTER issue of each #0;week. #0; #0; #0; #0;#0..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA... for a special format make publication in the Federal Register expensive and impractical. Furthermore...

78 FR 40383 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-05

..., WI, Baraboo Wisconsin Dells, LOC/DME RWY 1, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, RNAV (GPS) RWY 1, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, RNAV (GPS) RWY 19, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, Takeoff Minimums and Obstacle DP, Amdt 1 Charleston, WV, Yeager, RNAV (RNP) Z RWY 5, Orig...

77 FR 26669 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-07

...., Oklahoma City, OK 73169 or, 4. The National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741- 6030, or go to: http://www.archives.gov..., Amdt 1 Leesburg, VA, Leesburg Executive, RNAV (GPS) RWY 17, Amdt 3 New Market, VA, New Market, Takeoff...

77 FR 45922 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-02

..., Atkinson Muni, RNAV (GPS) RWY 34, Amdt 2 Gonzales, LA, Louisiana Rgnl, RNAV (GPS) RWY 17, Amdt 1 Gonzales, LA, Louisiana Rgnl, RNAV (GPS) RWY 35, Amdt 1 Gonzales, LA, Louisiana Rgnl, Takeoff Minimums and Obstacle DP, Amdt 1 Slidell, LA, Slidell, NDB RWY 36, Orig-E, CANCELED Vineyard Haven, MA, Marthas Vineyard...

Magnetic levitation assisted aircraft take-off and landing (feasibility study - GABRIEL concept)

NASA Astrophysics Data System (ADS)

Rohacs, Daniel; Rohacs, Jozsef

2016-08-01

The Technology Roadmap 2013 developed by the International Air Transport Association envisions the option of flying without an undercarriage to be in operation by 2032. Preliminary investigations clearly indicate that magnetic levitation technology (MagLev) might be an appealing solution to assist the aircraft take-off and landing. The EU supported research project, abbreviated as GABRIEL, was dealing with (i) the concept development, (ii) the identification, evaluation and selection of the deployable magnetic levitation technology, (iii) the definition of the core system elements (including the required aircraft modifications, the ground-based system and airport elements, and the rendezvous control system), (iv) the analysis of the safety and security aspects, (v) the concept validation and (vi) the estimation of the proposed concept impact in terms of aircraft weight, noise, emission, cost-benefit). All results introduced here are compared to a medium size hypothetic passenger aircraft (identical with an Airbus A320). This paper gives a systematic overview of (i) the applied methods, (ii) the investigation of the possible use of magnetic levitation technology to assist the commercial aircraft take-off and landing processes and (iii) the demonstrations, validations showing the feasibility of the radically new concept. All major results are outlined.

A mathematical model for Vertical Attitude Takeoff and Landing (VATOL) aircraft simulation. Volume 3: User's manual for VATOL simulation program

NASA Technical Reports Server (NTRS)

Fortenbaugh, R. L.

1980-01-01

Instructions for using Vertical Attitude Takeoff and Landing Aircraft Simulation (VATLAS), the digital simulation program for application to vertical attitude takeoff and landing (VATOL) aircraft developed for installation on the NASA Ames CDC 7600 computer system are described. The framework for VATLAS is the Off-Line Simulation (OLSIM) routine. The OLSIM routine provides a flexible framework and standardized modules which facilitate the development of off-line aircraft simulations. OLSIM runs under the control of VTOLTH, the main program, which calls the proper modules for executing user specified options. These options include trim, stability derivative calculation, time history generation, and various input-output options.

75 FR 32096 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-07

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need... Rivers, MI, Three Rivers Muni Dr. Haines, NDB RWY 27, Amdt 7A, CANCELLED Brainerd, MN, Brainerd Lakes Rgnl, RNAV (GPS) RWY 5, Amdt 1 Brainerd, MN, Brainerd Lakes Rgnl, RNAV (GPS) RWY 12, Amdt 1 Brainerd...

77 FR 71497 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-03

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need.../Springfield, MA, Barnes Muni, RNAV (GPS) RWY 20, Amdt 1 Moose Lake, MN, Moose Lake Carlton County, GPS RWY 4, Orig, CANCELED Moose Lake, MN, Moose Lake Carlton County, RNAV (GPS) RWY 4, Orig Indianola, MS...

76 FR 8291 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-14

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and... DP, Amdt 3A Ely, MN, Ely Muni, VOR-A, Orig, CANCELLED Paynesville, MN, Paynesville Muni, RNAV (GPS) RWY 11, Orig Paynesville, MN, Paynesville Muni, RNAV (GPS) RWY 29, Orig Kansas City, MO, Kansas City...

78 FR 10058 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-13

...: Effective 7 MARCH 2013 Tatitlek, AK, Tatitlek, RNAV (GPS) RWY 31, Orig-A Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 5, Amdt 1 Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 23, Amdt 1 Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 31, Amdt 1 Jonesboro, AR, Jonesboro Muni, Takeoff Minimums and Obstacle DP, Amdt 3...

76 FR 35101 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-16

... Mobridge, SD, Mobridge Muni, Takeoff Minimums and Obstacle DP, Amdt 1 Spearfish, SD, Black Hills-Clyde Ice Field, GPS RWY 12, Orig-D, CANCELLED Spearfish, SD, Black Hills-Clyde Ice Field, NDB-A, Amdt 1 Spearfish, SD, Black Hills-Clyde Ice Field, RNAV (GPS) RWY 13, Orig Spearfish, SD, Black Hills-Clyde Ice Field...

78 FR 56830 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-16

... Muncie, IN, Delaware County Rgnl, Takeoff Minimums and Obstacle DP, Amdt 4 Bowling Green, KY, Bowling Green-Warren County Rgnl, ILS OR LOC RWY 3, Amdt 1 Bowling Green, KY, Bowling Green-Warren County Rgnl, NDB RWY 3, Amdt 2 Bowling Green, KY, Bowling Green-Warren County Rgnl, RNAV (GPS) RWY 3, Amdt 1...

Wind Tunnel Testing of Powered Lift, All-Wing STOL Model

NASA Technical Reports Server (NTRS)

Collins, Scott W.; Westra, Bryan W.; Lin, John C.; Jones, Gregory S.; Zeune, Cal H.

2008-01-01

Short take-off and landing (STOL) systems can offer significant capabilities to warfighters and, for civil operators thriving on maximizing efficiencies they can improve airspace use while containing noise within airport environments. In order to provide data for next generation systems, a wind tunnel test of an all-wing cruise efficient, short take-off and landing (CE STOL) configuration was conducted in the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) 14- by 22-foot Subsonic Wind Tunnel. The test s purpose was to mature the aerodynamic aspects of an integrated powered lift system within an advanced mobility configuration capable of CE STOL. The full-span model made use of steady flap blowing and a lifting centerbody to achieve high lift coefficients. The test occurred during April through June of 2007 and included objectives for advancing the state-of-the-art of powered lift testing through gathering force and moment data, on-body pressure data, and off-body flow field measurements during automatically controlled blowing conditions. Data were obtained for variations in model configuration, angles of attack and sideslip, blowing coefficient, and height above ground. The database produced by this effort is being used to advance design techniques and computational tools for developing systems with integrated powered lift technologies.

Status of Technological Advancements for Reducing Aircraft Gas Turbine Engine Pollutant Emissions

NASA Technical Reports Server (NTRS)

Rudey, R. A.

1975-01-01

Combustor test rig results indicate that substantial reductions from current emission levels of carbon monoxide (CO), total unburned hydrocarbons (THC), oxides of nitrogen (NOx), and smoke are achievable by employing varying degrees of technological advancements in combustion systems. Minor to moderate modifications to existing conventional combustors produced significant reductions in CO and THC emissions at engine low power (idle/taxi) operating conditions but did not effectively reduce NOx at engine full power (takeoff) operating conditions. Staged combusiton techniques were needed to simultaneously reduce the levels of all the emissions over the entire engine operating range (from idle to takeoff). Emission levels that approached or were below the requirements of the 1979 EPA standards were achieved with the staged combustion systems and in some cases with the minor to moderate modifications to existing conventional combustion systems. Results from research programs indicate that an entire new generation of combustor technology with extremely low emission levels may be possible in the future.

Aerodynamic performance investigation of advanced mechanical suppressor and ejector nozzle concepts for jet noise reduction

NASA Technical Reports Server (NTRS)

Wagenknecht, C. D.; Bediako, E. D.

1985-01-01

Advanced Supersonic Transport jet noise may be reduced to Federal Air Regulation limits if recommended refinements to a recently developed ejector shroud exhaust system are successfully carried out. A two-part program consisting of a design study and a subscale model wind tunnel test effort conducted to define an acoustically treated ejector shroud exhaust system for supersonic transport application is described. Coannular, 20-chute, and ejector shroud exhaust systems were evaluated. Program results were used in a mission analysis study to determine aircraft takeoff gross weight to perform a nominal design mission, under Federal Aviation Regulation (1969), Part 36, Stage 3 noise constraints. Mission trade study results confirmed that the ejector shroud was the best of the three exhaust systems studied with a significant takeoff gross weight advantage over the 20-chute suppressor nozzle which was the second best.

Feasibility of a responsive, hybrid propulsion augmented, Vertical-Takeoff-and-Landing, Single-Stage-to-Orbit launch system

NASA Astrophysics Data System (ADS)

Pelaccio, Dennis G.

1996-03-01

A novel, reusable, Vertical-Takeoff-and-Landing, Single-Stage-to-Orbit (VTOL/SSTO) launch system concept, named HYP-SSTO, is presented in this paper. This launch vehicle system concept uses a highly coupled, main high performance liquid oxygen/liquid hydrogen (LOX/LH2) propulsion system, that is used only for launch, with a hybrid auxiliary propulsion system which is used during final orbit insertion, major orbit maneuvering, and landing propulsive burn phases of flight. By using a hybrid propulsion system for major orbit maneuver burns and landing, this launch system concept has many advantages over conventional VTOL/SSTO concepts that use LOX/LH2 propulsion system(s) burns for all phases of flight. Because hybrid propulsion systems are relatively simple and inert by their nature, this concept has the potential to support short turnaround times between launches, be economical to develop, and be competitive in terms of overall system life-cycle cost. This paper provides a technical description of the novel, reusable HYP-SSTO launch system concept. Launch capability performance, as well as major design and operational system attributes, are identified and discussed.

Behind Start of Take-Off Roll Aircraft Sound Level Directivity Study - Revision 1

NASA Technical Reports Server (NTRS)

Lau, Michael C.; Roof, Christopher J.; Fleming, Gregg G.; Rapoza, Amanda S.; Boeker, Eric R.; McCurdy, David A.; Shepherd, Kevin P.

2015-01-01

The National Aeronautics and Space Administration (NASA), Langley Research Center (LaRC) and the Environmental Measurement and Modeling Division of the Department of Transportation's Volpe National Transportation Systems Center (Volpe) conducted a noise measurement study to examine aircraft sound level directivity patterns behind the start-of-takeoff roll. The study was conducted at Washington Dulles International Airport (IAD) from October 4 through 20, 2004.

Application of advanced high speed turboprop technology to future civil short-haul transport aircraft design

NASA Technical Reports Server (NTRS)

Conlon, J. A.; Bowles, J. V.

1978-01-01

With an overall goal of defining the needs and requirements for short-haul transport aircraft research and development, the objective of this paper is to determine the performance and noise impact of short-haul transport aircraft designed with an advanced turboprop propulsion system. This propulsion system features high-speed propellers that have more blades and reduced diameters. Aircraft are designed for short and medium field lengths; mission block fuel and direct operating costs (DOC) are used as performance measures. The propeller diameter was optimized to minimize DOC. Two methods are employed to estimate the weight of the acoustic treatment needed to reduce interior noise to an acceptable level. Results show decreasing gross weight, block fuel, DOC, engine size, and optimum propfan diameter with increasing field length. The choice of acoustic treatment method has a significant effect on the aircraft design.

75 FR 32655 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-09

............ WILLOWS-GLENN 0/9850 5/18/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 1 COUNTY. 29-Jul-10........ NY DUNKIRK......... CHAUTAUQUA 0/1647 5/25/10 VOR RWY 6, AMDT 2 COUNTY/DUNKIRK. 29-Jul-10........ NY DUNKIRK......... CHAUTAUQUA 0/1648 5/25/10 VOR RWY 24, AMDT 7 COUNTY/DUNKIRK. 29-Jul-10........ MS INDIANOLA....... INDIANOLA...

76 FR 64005 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-17

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need.... Part 97 is amended to read as follows: Effective 20 OCT 2011 Albert Lea, MN, Albert Lea Muni, RNAV (GPS) RWY 17, Amdt 2 Albert Lea, MN, Albert Lea Muni, RNAV (GPS) RWY 35, Amdt 1 Albert Lea, MN, Albert Lea...

75 FR 35629 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

... West Union, IA, George L Scott Muni, GPS RWY 17, Orig, CANCELLED West Union, IA, George L Scott Muni, GPS RWY 35, Orig, CANCELLED West Union, IA, George L Scott Muni, RNAV (GPS) RWY 17, Orig West Union, IA, George L Scott Muni, RNAV (GPS) RWY 35, Orig West Union, IA, George L Scott Muni, Takeoff...

Hydrodynamic Tests in the N.A.C.A. Tank of a Model of the Hull of the Short Calcutta Flying Boat

NASA Technical Reports Server (NTRS)

Ward, Kenneth E

1937-01-01

The hydrodynamic characteristics of a model of the hull of the Short Calcutta (N.A.C.A. Model 47) are presented in non-dimensional form. This model represents one of a series of hulls of successful foreign and domestic flying boats the characteristics of which are being obtained under similar test conditions in the N.A.C.A. tank. The take-off distance and time for a flying boat having the hull of the Calcutta are compared at two values of the gross load with the corresponding distances and times for the same flying boat having hulls of two representative American types, the Sikorsky S-40 and the N.A.C.A. 11-A. This comparison indicates that for hulls of the widely different forms compared, the differences in take-off time and distance are negligible.

Tradespace Exploration of Distributed Propulsors for Advanced On-Demand Mobility Concepts

NASA Technical Reports Server (NTRS)

Borer, Nicholas K.; Moore, Mark D.; Turnbull, Andrew R.

2014-01-01

Combustion-based sources of shaft power tend to significantly penalize distributed propulsion concepts, but electric motors represent an opportunity to advance the use of integrated distributed propulsion on an aircraft. This enables use of propellers in nontraditional, non-thrust-centric applications, including wing lift augmentation, through propeller slipstream acceleration from distributed leading edge propellers, as well as wingtip cruise propulsors. Developing propellers for these applications challenges long-held constraints within propeller design, such as the notion of optimizing for maximum propulsive efficiency, or the use of constant-speed propellers for high-performance aircraft. This paper explores the design space of fixed-pitch propellers for use as (1) lift augmentation when distributed about a wing's leading edge, and (2) as fixed-pitch cruise propellers with significant thrust at reduced tip speeds for takeoff. A methodology is developed for evaluating the high-level trades for these types of propellers and is applied to the exploration of a NASA Distributed Electric Propulsion concept. The results show that the leading edge propellers have very high solidity and pitch well outside of the empirical database, and that the cruise propellers can be operated over a wide RPM range to ensure that thrust can still be produced at takeoff without the need for a pitch change mechanism. To minimize noise exposure to observers on the ground, both the leading edge and cruise propellers are designed for low tip-speed operation during takeoff, climb, and approach.

Intra-specific variation in wing morphology and its impact on take-off performance in blue tits (Cyanistes caeruleus) during escape flights

PubMed Central

McFarlane, Laura; Altringham, John D.; Askew, Graham N.

2016-01-01

ABSTRACT Diurnal and seasonal increases in body mass and seasonal reductions in wing area may compromise a bird's ability to escape, as less of the power available from the flight muscles can be used to accelerate and elevate the animal's centre of mass. Here, we investigated the effects of intra-specific variation in wing morphology on escape take-off performance in blue tits (Cyanistes caeruleus). Flights were recorded using synchronised high-speed video cameras and take-off performance was quantified as the sum of the rates of change of the kinetic and potential energies of the centre of mass. Individuals with a lower wing loading, WL (WL=body weight/wing area) had higher escape take-off performance, consistent with the increase in lift production expected from relatively larger wings. Unexpectedly, it was found that the total power available from the flight muscles (estimated using an aerodynamic analysis) was inversely related to WL. This could simply be because birds with a higher WL have relatively smaller flight muscles. Alternatively or additionally, variation in the aerodynamic load on the wing resulting from differences in wing morphology will affect the mechanical performance of the flight muscles via effects on the muscle's length trajectory. Consistent with this hypothesis is the observation that wing beat frequency and relative downstroke duration increase with decreasing WL; both are factors that are expected to increase muscle power output. Understanding how wing morphology influences take-off performance gives insight into the potential risks associated with feather loss and seasonal and diurnal fluctuations in body mass. PMID:26994175

A review of technologies applicable to low-speed flight of high-performance aircraft investigated in the Langley 14- x 22-foot subsonic tunnel

NASA Technical Reports Server (NTRS)

Paulson, John W., Jr.; Quinto, P. Frank; Banks, Daniel W.; Kemmerly, Guy T.; Gatlin, Gregory M.

1988-01-01

An extensive research program has been underway at the NASA Langley Research Center to define and develop the technologies required for low-speed flight of high-performance aircraft. This 10-year program has placed emphasis on both short takeoff and landing (STOL) and short takeoff and vertical landing (STOVL) operations rather than on regular up and away flight. A series of NASA in-house as well as joint projects have studied various technologies including high lift, vectored thrust, thrust-induced lift, reversed thrust, an alternate method of providing trim and control, and ground effects. These technologies have been investigated on a number of configurations ranging from industry designs for advanced fighter aircraft to generic wing-canard research models. Test conditions have ranged from hover (or static) through transition to wing-borne flight at angles of attack from -5 to 40 deg at representative thrust coefficients.

NASA's Boeing 747 SCA with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards

NASA Technical Reports Server (NTRS)

2001-01-01

NASA's modified Boeing 747 Shuttle Carrier Aircraft with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center in Florida.

75 FR 39152 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-08

... Jackson, AL, Jackson Muni, RNAV (GPS) RWY 19, Orig Troy, AL, Troy Muni, ILS OR LOC RWY 7, Amdt 9 Troy, AL, Troy Muni, RNAV (GPS) RWY 7, Amdt 1 Troy, AL, Troy Muni, RNAV (GPS) RWY 25, Amdt 1 Vernon, AL, Lamar..., Amdt 1 East Troy, WI, East Troy Muni, Takeoff Minimums and Obstacle DP, Orig On June 09, 2010 (75 FR...

77 FR 3100 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-23

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex... 31, Amdt 14 CANCELLED Cook, MN, Cook Muni, RNAV (GPS) RWY 13, Orig Cook, MN, Cook Muni, RNAV (GPS) RWY 31, Amdt 1 Ely, MN, Ely Muni, RNAV (GPS) RWY 12, Amdt 1 Ely, MN, Ely Muni, RNAV (GPS) RWY 30, Amdt...

78 FR 34561 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-10

... regulatory evaluation as the anticipated impact is so minimal. For the same reason, the FAA certifies that... Airport FDC No. FDC Date Subject 6/27/13 NE Alliance Alliance Muni...... 2/3777 5/22/13 NDB RWY 12, Orig. 6/27/13 AK McGrath McGrath 2/7217 5/13/13 Takeoff Minimums and (Obstacle) DP, Amdt 2. 6/27/13 OR...

Generation of optimum vertical profiles for an advanced flight management system

NASA Technical Reports Server (NTRS)

Sorensen, J. A.; Waters, M. H.

1981-01-01

Algorithms for generating minimum fuel or minimum cost vertical profiles are derived and examined. The option for fixing the time of flight is included in the concepts developed. These algorithms form the basis for the design of an advanced on-board flight management system. The variations in the optimum vertical profiles (resulting from these concepts) due to variations in wind, takeoff mass, and range-to-destination are presented. Fuel savings due to optimum climb, free cruise altitude, and absorbing delays enroute are examined.

14 CFR Appendix I to Part 25 - Installation of an Automatic Takeoff Thrust Control System (ATTCS)

Code of Federal Regulations, 2010 CFR

2010-01-01

...) This appendix specifies additional requirements for installation of an engine power control system that... crew to increase thrust or power. I25.2Definitions. (a) Automatic Takeoff Thrust Control System (ATTCS... mechanical and electrical, that sense engine failure, transmit signals, actuate fuel controls or power levers...

Energy Efficient Engine program advanced turbofan nacelle definition study

NASA Technical Reports Server (NTRS)

Howe, David C.; Wynosky, T. A.

1985-01-01

Advanced, low drag, nacelle configurations were defined for some of the more promising propulsion systems identified in the earlier Benefit/Cost Study, to assess the benefits associated with these advanced technology nacelles and formulate programs for developing these nacelles and low volume thrust reversers/spoilers to a state of technology readiness in the early 1990's. The study results established the design feasibility of advanced technology, slim line nacelles applicable to advanced technology, high bypass ratio turbofan engines. Design feasibility was also established for two low volume thrust reverse/spoiler concepts that meet or exceed the required effectiveness for these engines. These nacelle and thrust reverse/spoiler designs were shown to be applicable in engines with takeoff thrust sizes ranging from 24,000 to 60,000 pounds. The reduced weight, drag, and cost of the advanced technology nacelle installations relative to current technology nacelles offer a mission fuel burn savings ranging from 3.0 to 4.5 percent and direct operating cost plus interest improvements from 1.6 to 2.2 percent.

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.

1979-01-01

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Unmanned air vehicle: autonomous takeoff and landing

NASA Astrophysics Data System (ADS)

Lim, K. L.; Gitano-Briggs, Horizon Walker

2010-03-01

UAVs are increasing in popularity and sophistication due to the demonstrated performance which cannot be attained by manned aircraft1. These developments have been made possible by development of sensors, instrumentation, telemetry and controls during the last few decades. UAVs are now common in areas such as aerial observation and as communication relays3. Most UAVs, however, are still flown by a human pilot via remote control from a ground station. Even the existing autonomous UAVs often require a human pilot to handle the most difficult tasks of take off and landing2 (TOL). This is mainly because the navigation of the airplane requires observation, constant situational assessment and hours of experience from the pilot himself4. Therefore, an autonomous takeoff and landing system (TLS) for UAVs using a few practical design rules with various sensors, instrumentation, etc has been developed. This paper details the design and modeling of the UAV TLS. The model indicates that the UAV's TLS shows promising stability.

Unmanned air vehicle: autonomous takeoff and landing

NASA Astrophysics Data System (ADS)

Lim, K. L.; Gitano-Briggs, Horizon Walker

2009-12-01

UAVs are increasing in popularity and sophistication due to the demonstrated performance which cannot be attained by manned aircraft1. These developments have been made possible by development of sensors, instrumentation, telemetry and controls during the last few decades. UAVs are now common in areas such as aerial observation and as communication relays3. Most UAVs, however, are still flown by a human pilot via remote control from a ground station. Even the existing autonomous UAVs often require a human pilot to handle the most difficult tasks of take off and landing2 (TOL). This is mainly because the navigation of the airplane requires observation, constant situational assessment and hours of experience from the pilot himself4. Therefore, an autonomous takeoff and landing system (TLS) for UAVs using a few practical design rules with various sensors, instrumentation, etc has been developed. This paper details the design and modeling of the UAV TLS. The model indicates that the UAV's TLS shows promising stability.

Quiet Clean Short-haul Experimental Engine (QCSEE) Under-The-Wing (UTW) composite Nacelle test report. Volume 2: Acoustic performance

NASA Technical Reports Server (NTRS)

Stimpert, D. L.

1979-01-01

High bypass geared turbofan engines with nacelles forming the propulsion system for short-haul passenger aircraft were tested for use in externally blown flap-type aircraft. System noise levels for a four-engine, UTW-powered aircraft operating in the powered lift mode were calculated to be 97.2 and 95.7 EPNdB at takeoff and approach, respectively, on a 152.4 m (500 ft) sideline compared to a goal of 95.0 EPNdB.

Measured noise of a scale model high speed propeller at simulated takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1987-01-01

A model high-speed advanced propeller, SR-7A, was tested in the NASA Lewis 9x15 foot anechoic wind tunnel at simulated takeoff/approach conditions of 0.2 Mach number. These tests were in support of the full-scale Propfan Text Assessment (PTA) flight program. Acoustic measurements were taken with fixed microphone arrays and with an axially translating microphone probe. Limited aerodynamic measurements were also taken to establish the propeller operating conditions. Tests were conducted with the propeller alone and with three down-stream wing configurations. The propeller was run over a range of blade setting angles from 32.0 deg. to 43.6 deg., tip speeds from 183 to 290 m/sec (600 to 950 ft/sec), and angles of attack from -10 deg. to +15 deg. The propeller alone BPF tone noise was found to increase 10 dB in the flyover plane at 15 deg. propeller axis angle of attack. The installation of the straight wing at minimum spacing of 0.54 wing chord increased the tone noise 5 dB under the wing of 10 deg. propeller axis angle of attack, while a similarly spaced inboard upswept wing only increased the tone noise 2 dB.

Status of the Short-Pulse X-ray Project at the Advanced Photon Source

DOE Office of Scientific and Technical Information (OSTI.GOV)

Nassiri, A; Berenc, T G; Borland, M

2012-07-01

The Advanced Photon Source Upgrade (APS-U) Project at Argonne will include generation of short-pulse x-rays based on Zholents deflecting cavity scheme. We have chosen superconducting (SC) cavities in order to have a continuous train of crabbed bunches and flexibility of operating modes. In collaboration with Jefferson Laboratory, we are prototyping and testing a number of single-cell deflecting cavities and associated auxiliary systems with promising initial results. In collaboration with Lawrence Berkeley National Laboratory, we are working to develop state-of-the-art timing, synchronization, and differential rf phase stability systems that are required for SPX. Collaboration with Advanced Computations Department at Stanford Linearmore » Accelerator Center is looking into simulations of complex, multi-cavity geometries with lower- and higher-order modes waveguide dampers using ACE3P. This contribution provides the current R&D status of the SPX project.« less

Water Stress Affects Development Time but Not Takeoff Performance in the Butterfly Pararge aegeria.

PubMed

Lailvaux, Simon P; Breuker, Casper J; Van Damme, Raoul

Most organisms are limited in the amount and type of resources they are able to extract from the environment. The juvenile environment is particularly important in this regard, as conditions over ontogeny can influence the adult phenotype. Whole-organism performance traits, such as locomotion, are susceptible to such environmental effects, yet the specific biotic and abiotic factors driving performance plasticity have received little attention. We tested whether speckled wood Pararge aegeria L. butterflies reared under conditions of water stress exhibited poorer flight morphology and performance than control individuals. Despite large differences in mortality between treatments, we found no effects of water stress treatment on takeoff performance and only minor treatment effects on flight morphology. However, butterflies reared on water-stressed diets exhibited both significantly greater mortality and longer development times than did control individuals. Pararge aegeria larvae may compensate for this stress by prolonging development, resulting in similar realized performance capacities at least in takeoff performance in surviving adult butterflies; other measures of flight performance remain to be considered. Alternatively, the adult phenotype may be insulated from environmental effects at the larval stage in these insects.

The FM-007: An advanced jet commuter for HUB to spoke transportation

NASA Technical Reports Server (NTRS)

Blouke, Peter Scott; Engel, George Bryan; Fordham, Kari Suzanne; Layne, Steven James; Moore, Joel David; Shaver, Frederick Martin; Thornton, Douglas Hershal, Jr.

1991-01-01

Due to the increasing need for new commuter aircraft, the FM-007 is proposed, a technologically advanced jet propelled short takeoff and landing (STOL) airplane. The proposed commuter is designed for hub to spoke air travel. In order to reduce drag, natural laminar flow technology is integrated into the design using the natural laminar flow airfoil section for the wing. A three lifting surface configuration provides for more efficient cruise flight. This unique design includes a small forward wing (canard), a rear mounted high aspect ratio main wing, and a small horizontal stabilizer high atop the vertical tail. These three surfaces act together to reduce drag by minimizing the downward force the horizontal stabilizer has to account for due to the nose down pitching moment. Commuter aircraft must also incorporate passenger comfort. This is achieved by providing a spacious pressurized cabin with a large galley and reduced cabin noise due to incorporation of noise reduction gear. A basic oval design is adopted, as opposed to a circular design in order to allow for the seating of five passengers abreast. To get STOL capability, an over the wing blown flap is used using a Rolls Royce Tay series engine.

Evaluation of advanced lift concepts and fuel conservative short-haul aircraft, volume 1

NASA Technical Reports Server (NTRS)

Renshaw, J. H.; Bowden, M. K.; Narucki, C. W.; Bennett, J. A.; Smith, P. R.; Ferrill, R. S.; Randall, C. C.; Tibbetts, J. G.; Patterson, R. W.; Meyer, R. T.

1974-01-01

The performance and economics of a twin-engine augmentor wing airplane were evaluated in two phases. Design aspects of the over-the-wing/internally blown flap hybrid, augmentor wing, and mechanical flap aircraft were investigated for 910 m. field length with parametric extension to other field lengths. Fuel savings achievable by application of advanced lift concepts to short-haul aircraft were evaluated and the effect of different field lengths, cruise requirements, and noise levels on fuel consumption and airplane economics at higher fuel prices were determined. Conclusions and recommendations are presented.

An advanced analysis method of initial orbit determination with too short arc data

NASA Astrophysics Data System (ADS)

Li, Binzhe; Fang, Li

2018-02-01

This paper studies the initial orbit determination (IOD) based on space-based angle measurement. Commonly, these space-based observations have short durations. As a result, classical initial orbit determination algorithms give poor results, such as Laplace methods and Gauss methods. In this paper, an advanced analysis method of initial orbit determination is developed for space-based observations. The admissible region and triangulation are introduced in the method. Genetic algorithm is also used for adding some constraints of parameters. Simulation results show that the algorithm can successfully complete the initial orbit determination.

Performance and technological feasibility of rocket powered HTHL-SSTO with take-off assist (aerospace plane/ekranoplane)

NASA Astrophysics Data System (ADS)

Tomita, Nobuyuki; Nebylov, Alexander V.; Sokolov, Victor V.; Ohkami, Yoshiaki

It might be said that it is common understanding that rocket-powered single stage to orbit (SSTO) aerospace planes will become feasible with near-term technology as described in [1] (Koelle, D. E. Survey and comparison of winged launch vehicle options, ISTS 94-g-11 V 1994) and [2] (Bekey, I. Why SSTO rocket launch vehicles are now feasible and practical, IAF-94-V.1.524 1994). Among two methods of launching aerospace planes into orbit, vertical take-off (VT) and horizontal take-off (HT), it seems that VT takes the lead from HT [1, 2]. The decision for the X-33 program by NASA, also, seems to favor VT. In retrospect, almost all of the launch vehicles in the past have been VT, mainly because VT solved the problem of exit from atmosphere to space. However, broadening the range of requirements for space transportation systems from military to commercial and unmanned to manned seems to favor the need for HT. In this paper, the authors are going to prove that aerospace plane/ekranoplane system, which is a reusable launch vehicle system based on the HT concept, with ekranoplane as a take-off and possibly, landing assist, could be competitive with the VT concept from both technological and economical view points. Ekranoplane is a wing-in-ground-effect craft (WIG), which moves at a speed of approximately 0.5 M, carrying heavy loads above the sea surface. Combination of high initial velocity and high performance tri-propellant engine for aerospace plane makes it possible to configure an aerospace plane which is competitive with VT. Other specific features of HT in comparison with VT are discussed.

An economic assessment of STOL aircraft potential including terminal area environmental considerations. Volume 2: Appendices

NASA Technical Reports Server (NTRS)

Solomon, H. L.; Sokolsky, S.

1973-01-01

An economic assessment of short takeoff aircraft for short haul air transportation applications is presented. The economic viability and environmental compatibility of short takeoff aircraft service in high density areas were evaluated. The subjects discussed are: (1) aircraft configurations and performance, (2) airfield and terminal requirements, and (3) direct and indirect operating costs.

Ground noise measurements during landing, take-off, and flyby operations of a four-engine turbopropeller STOL airplane

NASA Technical Reports Server (NTRS)

Hilton, D. A.; Henderson, H. R.; Maglieri, D. J.

1971-01-01

Noise measurements were obtained for a four-engine turbopropeller STOL airplane during a Federal Aviation Administration flight evaluation program at the National Aviation Facilities Experimental Center. These noise measurements involved landing-approach, takeoff-climbout, and flyby operations of the airplane. A total of 13 measuring positions were used to define the noise characteristics around a simulated STOL port. The results are presented in the form of both physical and subjective measurements. An appendix is included to present tabulated values of various subjective reaction units which may be significant for the planning and operation of STOL ports. The main source of noise produced by this vehicle was found to be the propeller, and noise levels decrease generally in accordance with the inverse-distance law for distances up to about 457 meters. For similar slant ranges, somewhat lower noise levels were experienced during flyby than during takeoff or landing.

VIDEO REVIEW: Maths in a Box video: Take-off - moving bodies with constant mass

NASA Astrophysics Data System (ADS)

Marks, Ken

1999-09-01

I write this review as a PGCE maths tutor, and therefore from the perspective of using parts of this series at A-level. The sample video, `Take-off - moving bodies with constant mass', is a good example of combining real footage with commentary as the viewer is invited to think about modelling the take-off of an aircraft. The style is reminiscent of Open University presentations and here the challenge is to determine the necessary length of the runway. The video is split into two sections. The first, commentary, section works quite well, although it jars a bit to hear Newton's Third Law put across as `Action and reaction are equal and opposite'; this is a familiar offering but one that still causes mystification in the sixth form. The viewer is invited to think about setting up equations, and reminded that the chain rule will be necessary to solve the differential equation generated from Newton's Second Law. This gives a good indication of the level of mathematics required. Unfortunately the flow is then somewhat disturbed by a strong emphasis on boundary conditions. If the student can cope with the general level of calculus required, this aspect of the challenge would also seem to fit more naturally into the second section of the video. This second section looks at setting up the equations and `solutions'. It can be used after classroom discussion, and takes the viewer through three, increasingly sophisticated, models involving functions for drag and resistance forces. On the whole this is clear and helpful, but for some reason the solutions each stop with an equation linking the length of the runway to the take-off velocity, failing to make use of the second equation to eliminate this intermediate variable. All in all, it is a useful addition to resources for A-level, particularly if students are also following the sort of mechanics syllabus (within mathematics) that emphasizes modelling.

A biomechanical analysis of the last stride, touch-down and take-off characteristics of the women's long jump.

PubMed

Lees, A; Fowler, N; Derby, D

1993-08-01

This study was concerned with the measurement of a selection of performance variables from competitors in the women's long jump final of the World Student Games held in Sheffield, UK in July 1991. Several performances of each of six finalists were recorded on cine-film at 100 Hz. Resulting planar kinematic data were obtained for the last stride, touch-down and take-off. For the analysis, the point of maximum knee flexion was established and this was used to represent the point at which the compression phase had ended. A variety of variables describing the position, velocity and angular changes are presented as descriptive data. In addition, these were used to compute energies on the basis of a whole body model. The data were interpreted on the basis of a technique model of long jumping established from the literature. It was confirmed that take-off velocity was a function of touch-down velocity, and that there was an increase in vertical velocity at the expense of a reduction of horizontal velocity. An attempt was made to identify the mechanisms acting during the touch-down to take-off phase which were responsible for generating vertical velocity. It was concluded that there was evidence for mechanical, biomechanical and muscular mechanisms. The former relates to the generation of vertical velocity by the body riding over the base of support; the second is the elastic re-utilization of energy; and the third is the contribution by concentric muscular contraction.

Annoyance caused by advanced turboprop aircraft flyover noise: Comparison of different propeller configurations

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1991-01-01

A laboratory experiment was conducted to compare the annoyance of flyover noise from advanced turboprop aircraft having different propeller configurations with the annoyance of conventional turboprop and turbofan aircraft flyover noise. A computer synthesis system was used to generate 40 realistic, time varying simulations of advanced turboprop takeoff noise. Of the 40 noises, single-rotating propeller configurations (8) and counter-rotating propeller configurations with an equal (12) and unequal (20) number of blades on each rotor were represented. Analyses found that advanced turboprops with single-rotating propellers were, on average, slightly less annoying than the other aircraft. Fundamental frequency and tone-to-broadband noise ratio affected annoyance response to advanced turboprops, but the effects varied with propeller configuration and noise metric. The addition of duration corrections and corrections for tones above 500 Hz to the noise measurement procedures improved annoyance prediction ability.

Annoyance caused by advanced turboprop aircraft flyover noise: Comparison of different propeller configurations

NASA Astrophysics Data System (ADS)

McCurdy, David A.

1991-10-01

A laboratory experiment was conducted to compare the annoyance of flyover noise from advanced turboprop aircraft having different propeller configurations with the annoyance of conventional turboprop and turbofan aircraft flyover noise. A computer synthesis system was used to generate 40 realistic, time varying simulations of advanced turboprop takeoff noise. Of the 40 noises, single-rotating propeller configurations (8) and counter-rotating propeller configurations with an equal (12) and unequal (20) number of blades on each rotor were represented. Analyses found that advanced turboprops with single-rotating propellers were, on average, slightly less annoying than the other aircraft. Fundamental frequency and tone-to-broadband noise ratio affected annoyance response to advanced turboprops, but the effects varied with propeller configuration and noise metric. The addition of duration corrections and corrections for tones above 500 Hz to the noise measurement procedures improved annoyance prediction ability.

Noise and economic characteristics of an advanced blended supersonic transport concept

NASA Technical Reports Server (NTRS)

Molloy, J. K.; Grantham, W. D.; Neubauer, M. J., Jr.

1982-01-01

Noise and economic characteristics were obtained for an advanced supersonic transport concept that utilized wing body blending, a double bypass variable cycle engine, superplastically formed and diffusion bonded titanium in both the primary and secondary structures, and an alternative interior arrangement that provides increased seating capacity. The configuration has a cruise Mach number of 2.62, provisions for 290 passengers, a mission range of 8.19 Mm (4423 n.mi.), and an average operating cruise lift drag ratio of 9.23. Advanced operating procedures, which have the potential to reduce airport community noise, were explored by using a simulator. Traded jet noise levels of 105.7 and 103.4 EPNdB were obtained by using standard and advanced takeoff operational procedures, respectively. A new method for predicting lateral attenuation was utilized in obtaining these jet noise levels.

STOL and STOVL hot gas ingestion and airframe heating tests in the NASA Lewis 9- by 15-foot low-speed wind tunnel

NASA Technical Reports Server (NTRS)

Johns, Albert L.

1989-01-01

Short takeoff and landing (STOL) and advanced short takeoff and vertical landing (STOVL) aircraft are being pursued for deployment near the end of this century. These concepts offer unique capabilities not seen in conventional aircraft: for example, shorter takeoff distances and the ability to operate from damaged runways and remote sites. However, special technology is critical to the development of this unique class of aircraft. Some of the real issues that are associated with these concepts are hot gas ingestion and airframe heating while in ground effects. Over the past nine years, NASA Lewis Research Center has been involved in several cooperative programs in the 9- by 15 Foot Low-Speed Wind Tunnel (LSWT) to establish a database for hot gas ingestion and airframe heating. The modifications are presented that were made in the 9- by 15-Foot LSWT, including the evolution of the ground plane, model support system, and tunnel sidewalls; and flow visualization techniques, instrumentation, test procedures, and test results. The 9- by 15-Foot LSWT tests were conducted at full scale exhaust nozzle pressure ratios. The headwind velocities varied from 8 to 120 kn depending on the concept (STOL or STOVL). Typical compressor-face distortions (pressure and temperature), ground plane contours, and model surface temperature profiles are presented.

A Reduced Ejector Equation,

DTIC Science & Technology

Ejectors , * Thrust augmentation , * Thrust augmentor nozzles, *Mathematical models, Equations, Supersonic characteristics, Inlets, Exits, Aerodynamics, Vertical takeoff aircraft, Short takeoff aircraft, Workshops

Development of a Cross-Flow Fan Rotor for Vertical Take-Off and Landing Aircraft

DTIC Science & Technology

2013-06-01

ANSYS CFX , along with the commercial computer-aided design software SolidWorks, was used to model and perform a parametric study on the number of rotor...the results found using ANSYS CFX . The experimental and analytical models were successfully compared at speeds ranging from 4,000 to 7,000 RPM...will make vertical take-off possible. The commercial computational fluid dynamics software ANSYS CFX , along with the commercial computer-aided design

75 FR 65940 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-27

..., RNAV (RNP) RWY 32, Orig Portland, OR, Portland Intl, ILS OR LOC RWY 10R, ILS RWY 10R (SA CAT I), ILS RWY 10R (CAT II), ILS RWY 10R (CAT III), Amdt 33A Hondo, TX, Hondo Muni, Takeoff Minimums and Obstacle... Intl, ILS OR LOC RWY 3, ILS RWY 3 (SA CAT I), ILS RWY 3 (CAT II), ILS RWY 3 (CAT III), Amdt 6 Spokane...

75 FR 55961 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-15

.../1/10 LOC RWY 8, AMDT 5A. 21-Oct-10 AZ FORT HUACHUCA/ SIERRA VISTA MUNI- 0/5486 8/30/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 2. SIERRA VISTA. LIBBY AAF. 21-Oct-10 LA LAKE CHARLES..... LAKE CHARLES RGNL... LOC/DME RWY 14, AMDT 8. 21-Oct-10 LA SLIDELL SLIDELL 0/7403 8/30/10 NDB RWY 36, ORIG-D. 21-Oct-10 FL...

Simulation model of the integrated flight/propulsion control system, displays, and propulsion system for ASTOVL lift-fan aircraft

NASA Technical Reports Server (NTRS)

Chung, W. Y. William; Borchers, Paul F.; Franklin, James A.

1995-01-01

A simulation model has been developed for use in piloted evaluations of takeoff, transition, hover, and landing characteristics of an advanced, short takeoff, vertical landing lift fan fighter aircraft. The flight/propulsion control system includes modes for several response types which are coupled to the aircraft's aerodynamic and propulsion system effectors through a control selector tailored to the lift fan propulsion system. Head-up display modes for approach and hover, tailored to their corresponding control modes are provided in the simulation. Propulsion system components modeled include a remote lift and a lift/cruise engine. Their static performance and dynamic response are represented by the model. A separate report describes the subsonic, power-off aerodynamics and jet induced aerodynamics in hover and forward flight, including ground effects.

Effects of the kinematic viscosity and surface tension on the bubble take-off period in a catalase-hydrogen peroxide system.

PubMed

Sasaki, Satoshi; Iida, Yoshinori

2009-06-01

The effect of kinematic viscosity and surface tension of the solution was investigated by adding catalase, glucose oxidase, or glucose on the bubble movement in a catalase-hydrogen peroxide system. The kinematic viscosity was measured using a Cannon-Fenske kinematic viscometer. The surface tension of the solution was measured by the Wilhelmy method using a self-made apparatus. The effects of the hole diameter/cell wall thickness, catalase concentration, glucose concentration, and glucose oxidase concentration on the kinematic viscosity, surface tension, and bubble take-off period were investigated. With our system, the effects of the changes in the solution materiality on the bubble take-off period were proven to be very small in comparison to the change in the oxygen-producing rate.

Take-Off Time of the First Generation of the Overwintering Small Brown Planthopper, Laodelphax striatellus in the Temperate Zone in East Asia

PubMed Central

Sanada-Morimura, Sachiyo; Otuka, Akira; Matsumura, Masaya; Etoh, Tomoki; Zhu, Yeqin; Zhou, Yijun; Zhang, Gufeng

2015-01-01

Overseas migration of the small brown planthopper, Laodelphax striatellus (Fallén), occurs during the winter wheat harvest season in East Asia. Knowing the take-off time of emigrating L. striatellus is crucial for predicting such migrations with a simulation technique because winds, carriers of migratory insects, change continuously. Several methods were used in China and Japan from late May to early June 2012 and again in 2013 to identify the precise timing of take-off. These methods included: a tow net trap mounted to a pole at 10 m above the ground, a helicopter-towed net trap, and a canopy trap (which also had video monitoring) set over wheat plants. Laodelphax striatellus emigrated from wheat fields mainly in the early evening, before dusk. The insects also emigrated during the daytime but rarely emigrated at dawn, showing a pattern that is unlike the bimodal emigration at dusk and dawn of two other rice planthoppers, the brown planthopper, Nilaparvata lugens (Stål), and the white-backed planthopper, Sogatella furcifera (Horváth). There was no significant difference in the temporal pattern of take-off behavior between females and males of Japanese L. striatellus populations. PMID:25780936

Development and evaluation of automatic landing control laws for power lift STOL aircraft

NASA Technical Reports Server (NTRS)

Feinreich, B.; Gevaert, G.

1981-01-01

A series of investigations were conducted to generate and verify through ground bases simulation and flight research a data base to aid in the design and certification of advanced propulsive lift short takeoff and landing aircraft. Problems impacting the design of powered lift short haul aircraft that are to be landed automatically on STOL runways in adverse weather were examined. An understanding of the problems was gained by a limited coverage of important elements that are normally included in the certification process of a CAT 3 automatic landing system.

Potential missions for advanced airships

NASA Technical Reports Server (NTRS)

Grant, D. T.; Joner, B. A.

1975-01-01

The freight commodity transport and the intercity passenger travel markets in the U.S. for 1967 and 1972 are analyzed, along with 1985 estimates, in order to establish the size, speed and cost enabling use of the airship in these markets. Items examined include frozen meat, confectionary, drugs, electrical equipment, mechanical parts, clothing and plastic products. A 50 ton/500 passenger payload capacity, a cruise speed of 100 kt and a VTOL capability or at minimum short take-off and vertical landing capability are needed to make an LTA vehicle viable in the transport market if it had a direct operating cost of $500 to $800 per hour for freight carrying and $1100 to $2700 an hour in passenger service with utilizations between 2000 hours and 4000 hours a year.

Far-field noise and internal modes from a ducted propeller at simulated aircraft takeoff conditions

NASA Astrophysics Data System (ADS)

Woodward, Richard P.; Bock, Lawrence A.; Heidelberg, Laurence J.; Hall, David G.

1992-01-01

The ducted propeller offers structural and acoustic benefits typical of conventional turbofan engines while retaining much of the aeroacoustic benefits of the unducted propeller. A model Advanced Ducted Propeller (ADP) was tested in the NASA Lewis Low-Speed Anechoic Wind Tunnel at a simulated takeoff velocity of Mach 0.2. The ADP model was designed and manufactured by the Pratt and Whitney Division of United Technologies. The 16-blade rotor ADP was tested with 22- and 40-vane stators to achieve cut-on and cut-off criterion with respect to propagation of the fundamental rotor-stator interaction tone. Additional test parameters included three inlet lengths, three nozzle sizes, two spinner configurations, and two rotor rub strip configurations. The model was tested over a range of rotor blade setting angles and propeller axis angles-of-attack. Acoustic data were taken with a sideline translating microphone probe and with a unique inlet microphone probe which identified inlet rotating acoustic modes. The beneficial acoustic effects of cut-off were clearly demonstrated. A 5 dB fundamental tone reduction was associated with the long inlet and 40-vane sector, which may relate to inlet propeller axis angle-of-attack at rotor speeds of at least 96 percent design.

Far-field noise and internal modes from a ducted propeller at simulated aircraft takeoff conditions

NASA Astrophysics Data System (ADS)

Woodward, Richard P.; Bock, Lawrence A.; Heidelberg, Laurence J.; Hall, David G.

The ducted propeller offers structural and acoustic benefits typical of conventional turbofan engines while retaining much of the aeroacoustic benefits of the unducted propeller. A model Advanced Ducted Propeller (ADP) was tested in the NASA Lewis Low-Speed Anechoic Wind Tunnel at a simulated takeoff velocity of Mach 0.2. The ADP model was designed and manufactured by the Pratt and Whitney Division of United Technologies. The 16-blade rotor ADP was tested with 22- and 40-vane stators to achieve cut-on and cut-off criterion with respect to propagation of the fundamental rotor-stator interaction tone. Additional test parameters included three inlet lengths, three nozzle sizes, two spinner configurations, and two rotor rub strip configurations. The model was tested over a range of rotor blade setting angles and propeller axis angles-of-attack. Acoustic data were taken with a sideline translating microphone probe and with a unique inlet microphone probe which identified inlet rotating acoustic modes. The beneficial acoustic effects of cut-off were clearly demonstrated. A 5 dB fundamental tone reduction was associated with the long inlet and 40-vane sector, which may relate to inlet duct geometry. The fundamental tone level was essentially unaffected by propeller axis angle-of-attack at rotor speeds of at least 96 percent design.

Far-field noise and internal modes from a ducted propeller at simulated aircraft takeoff conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Bock, Lawrence A.; Heidelberg, Laurence J.; Hall, David G.

1992-01-01

The ducted propeller offers structural and acoustic benefits typical of conventional turbofan engines while retaining much of the aeroacoustic benefits of the unducted propeller. A model Advanced Ducted Propeller (ADP) was tested in the NASA Lewis Low-Speed Anechoic Wind Tunnel at a simulated takeoff velocity of Mach 0.2. The ADP model was designed and manufactured by the Pratt and Whitney Division of United Technologies. The 16-blade rotor ADP was tested with 22- and 40-vane stators to achieve cut-on and cut-off criterion with respect to propagation of the fundamental rotor-stator interaction tone. Additional test parameters included three inlet lengths, three nozzle sizes, two spinner configurations, and two rotor rub strip configurations. The model was tested over a range of rotor blade setting angles and propeller axis angles-of-attack. Acoustic data were taken with a sideline translating microphone probe and with a unique inlet microphone probe which identified inlet rotating acoustic modes. The beneficial acoustic effects of cut-off were clearly demonstrated. A 5 dB fundamental tone reduction was associated with the long inlet and 40-vane sector, which may relate to inlet duct geometry. The fundamental tone level was essentially unaffected by propeller axis angle-of-attack at rotor speeds of at least 96 percent design.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport.

PubMed

Moore, Richard H; Shook, Michael A; Ziemba, Luke D; DiGangi, Joshua P; Winstead, Edward L; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L; Crosbie, Ewan C; Robinson, Claire; Shingler, Taylor J; Anderson, Bruce E

2017-12-19

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO 2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 10 16 -10 17 kg -1 and 10 14 -10 16 kg -1 , respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg -1 (except for the GE GEnx engines at 46 mg kg -1 ). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

PubMed Central

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; DiGangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-01-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016–1017 kg−1 and 1014–1016 kg−1, respectively. Black-carbon-equivalent particle mass EIs vary between 175–941 mg kg−1 (except for the GE GEnx engines at 46 mg kg−1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality. PMID:29257135

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

NASA Astrophysics Data System (ADS)

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; Digangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-12-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016-1017 kg-1 and 1014-1016 kg-1, respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg-1 (except for the GE GEnx engines at 46 mg kg-1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

FY 1978 aeronautics and space technology program summary

NASA Technical Reports Server (NTRS)

1977-01-01

Highlights of the aeronautics program include research on aircraft energy efficiency, supersonic cruise aircraft, vertical takeoff and landing aircraft, short haul/short takeoff and landing aircraft, and general aviation aircraft. The space technology program includes work on space structures, propulsion systems, power systems, materials, and electronics.

Energy and Economic Trade Offs for Advanced Technology Subsonic Aircraft

NASA Technical Reports Server (NTRS)

Maddalon, D. V.; Wagner, R. D.

1976-01-01

Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Composite materials may raise aspect radio to about 11 to 12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.

Analysis of the effects of boundary-layer control in the take-off and power-off landing performance characteristics of a liaison type of airplane

NASA Technical Reports Server (NTRS)

Horton, Elmer A; Loftin, Laurence K; Racisz, Stanley F; Quinn, John

1951-01-01

A performance analysis has been made to determine whether boundary-layer control by suction might reduce the minimum take-off and landing distances of a four-place or five-place airplane or a liaison type of airplane below those obtainable with conventional high-lift devices. The airplane was assumed to have a cruise duration of 5 hours at 60-percent power and to be operating from airstrips having a ground friction coefficient of 0.2 or a combined ground and braking coefficient of 0.4. The payload was fixed at 1500 pounds, the wing span was varied from 25 to 100 feet, the aspect ratio was varied from 5 to 15, and the power was varied from 300 to 1300 horsepower. Maximum lift coefficients of 5.0 and 2.8 were assumed for the airplanes with and without boundary-layer-control --equipment weight was included. The effects of the boundary-layer control on total take-off distance, total power-off landing distance, landing and take-off ground run, stalling speed, sinking speed, and gliding speed were determined.

Advanced Supersonic Technology concept AST-100 characteristics developed in a baseline-update study

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.; Swanson, E. E.

1976-01-01

The advanced supersonic technology configuration, AST-100, is described. The combination of wing thickness reduction, nacelle recontouring for minimum drag at cruise, and the use of the horizontal tail to produce lift during climb and cruise resulted in an increase in maximum lift-to-drag ratio. Lighter engines and lower fuel weight associated with this resizing result in a six percent reduction in takeoff gross weight. The AST-100 takeoff maximum effective perceived noise at the runway centerline and sideline measurement stations was 114.4 decibels. Since 1.5-decibels tradeoff is available from the approach noise, the required engine noise supression is 4.9 decibels. The AST-100 largest maximum overpressure would occur during transonic climb acceleration when the aircraft was at relatively low altitude. Calculated standard +8 C day range of the AST-100, with a 292 passenger payload, is 7348 km (3968 n.mi). Fuel price is the largest contributor to direct operating cost. However, if the AST-100 were flown subsonically (M = 0.9), direct operating costs would increase approximately 50 percent because of time related costs.

Noise of a model high speed counterrotation propeller at simulated takeoff/approach conditions (F7/A7)

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1987-01-01

A high speed advanced counterrotation propeller, was tested in the NASA-Lewis 9 x 15 foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach number. Acoustic measurements were taken with fixed floor microphones, an axially translating microphone probe, and with a polar microphone probe which was fixed to the propeller nacelle and could take both sideline and circumferential acoustic surveys. Aerodynamic measurements were also made to establish the propeller operating conditions. The propeller was run over a range of blade setting angles from 36.4/36.5 to 41.1/39.4 deg, tip speeds from 165 to 259 m/sec, rotor spacings from 1.56 to 3.63 based on forward rotor tip chord to aerodynamic separation, and angles of attack to + or - 16 deg. First order rotor alone tones showed highest directivity levels near the propeller plane, while interaction tone showed high levels throughout sideline directivity, especially toward the propeller rotation axis. Interaction tone levels were sensitive to propeller row spacing while rotor alone tones showed little spacing effect. There is a decreased noise level associated with higher propeller blade numbers for the same overall propeller thrust.

Future V/STOL Aircraft For The Pacific Basin

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1992-01-01

Report describes geography and transportation needs of Asian Pacific region, and describes aircraft configurations suitable for region and compares performances. Examines applications of high-speed rotorcraft, vertical/short-takeoff-and-landing (V/STOL) aircraft, and short-takeoff-and landing (STOL) aircraft. Configurations benefit commerce, tourism, and development of resources.

Technical and Economic Evaluation of Advanced Air Cargo Systems

NASA Technical Reports Server (NTRS)

Whitehead, A. H., Jr.

1978-01-01

The current air cargo environment and the relevance of advanced technology aircraft in enhancing the efficiency of the 1990 air cargo system are discussed. NASA preliminary design studies are shown to indicate significant potential gains in aircraft efficiency and operational economics for future freighter concepts. Required research and technology elements are outlined to develop a better base for evaluating advanced design concepts. Current studies of the market operation are reviewed which will develop design criteria for a future dedicated cargo transport. Design features desirable in an all-freighter design are reviewed. NASA-sponsored studies of large, distributed-load freighters are reviewed and these designs are compared to current wide-body aircraft. These concepts vary in gross takeoff weight from 0.5 Gg (one million lbs.) to 1.5 Gg (three million lbs.) and are found to exhibit economic advantages over conventional design concepts.

Interaction of the elytra and hind wing of a rhinoceros beetle (Trypoxylus dichotomus) during a take-off mode

NASA Astrophysics Data System (ADS)

Oh, Seungyoung; Oh, Sehyeong; Choi, Haecheon; Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

The elytra are a pair of hardened wings that cover the abdomen of a beetle to protect beetle's hind wings. During the take-off, these elytra open and flap in phase with the hind wings. We investigate the effect of the elytra flapping on beetle's aerodynamic performance. Numerical simulations are performed at Re=10,000 (based on the wingtip mean velocity and mean chord length of the hind wing) using an immersed boundary method. The simulations are focused on a take-off, and the wing kinematics used is directly obtained from the experimental observations using high speed cameras. The simulation result shows three-dimensional vortical structures generated by the hind wing of the beetle and their interaction with the elytra. The presence of elytra has a negative effect on the lift generation by the hind wings, but the lift force on the elytra themselves is negligible. Further discussions on the elytra - hind wing interaction will be provided during the presentation. Supported by UD130070ID.

Data Visualization of Invisible Airflow Hazards During Helicopter Takeoff and Landing Operations

NASA Technical Reports Server (NTRS)

Aragon, Cecilia R.

2004-01-01

Many aircraft accidents each year are caused by encounters with unseen airflow hazards near the ground such as vortices, downdrafts, wind shear, microbursts, or other turbulence. While such hazards frequently pose problems to fixed-wing airplanes, they are especially dangerous to helicopters, which often have to operate in confined spaces and under operationally stressful conditions. We are developing flight-deck visualizations of airflow hazards during helicopter takeoff and landing operations, and are evaluating their effectiveness with usability studies. Our hope is.that this work will lead to the production of an airflow hazard detection system for pilots that will save lives.

Aeroacoustics of advanced propellers

NASA Technical Reports Server (NTRS)

Groeneweg, John F.

1990-01-01

The aeroacoustics of advanced, high speed propellers (propfans) are reviewed from the perspective of NASA research conducted in support of the Advanced Turboprop Program. Aerodynamic and acoustic components of prediction methods for near and far field noise are summarized for both single and counterrotation propellers in uninstalled and configurations. Experimental results from tests at both takeoff/approach and cruise conditions are reviewed with emphasis on: (1) single and counterrotation model tests in the NASA Lewis 9 by 15 (low speed) and 8 by 6 (high speed) wind tunnels, and (2) full scale flight tests of a 9 ft (2.74 m) diameter single rotation wing mounted tractor and a 11.7 ft (3.57 m) diameter counterrotation aft mounted pusher propeller. Comparisons of model data projected to flight with full scale flight data show good agreement validating the scale model wind tunnel approach. Likewise, comparisons of measured and predicted noise level show excellent agreement for both single and counterrotation propellers. Progress in describing angle of attack and installation effects is also summarized. Finally, the aeroacoustic issues associated with ducted propellers (very high bypass fans) are discussed.

77 FR 1629 - Authorization To Use Lower Than Standard Takeoff, Approach and Landing Minimums at Military and...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-11

... is not prepared. Such a determination has been made for this direct final rule. The reasoning for... guidance to pilots making an IFR takeoff or approach and landing at a military or foreign airport. Under... determination, and the reasoning should be clear. As noted above, the proposed changes to Sec. 135.225(f) are...

Evaluation of advanced multiplex short tandem repeat systems in pairwise kinship analysis.

PubMed

Tamura, Tomonori; Osawa, Motoki; Ochiai, Eriko; Suzuki, Takanori; Nakamura, Takashi

2015-09-01

The AmpFLSTR Identifiler Kit, comprising 15 autosomal short tandem repeat (STR) loci, is commonly employed in forensic practice for calculating match probabilities and parentage testing. The conventional system exhibits insufficient estimation for kinship analysis such as sibship testing because of shortness of examined loci. This study evaluated the power of the PowerPlex Fusion System, GlobalFiler Kit, and PowerPlex 21 System, which comprise more than 20 autosomal STR loci, to estimate pairwise blood relatedness (i.e., parent-child, full siblings, second-degree relatives, and first cousins). The genotypes of all 24 STR loci in 10,000 putative pedigrees were constructed by simulation. The likelihood ratio for each locus was calculated from joint probabilities for relatives and non-relatives. The combined likelihood ratio was calculated according to the product rule. The addition of STR loci improved separation between relatives and non-relatives. However, these systems were less effectively extended to the inference for first cousins. In conclusion, these advanced systems will be useful in forensic personal identification, especially in the evaluation of full siblings and second-degree relatives. Moreover, the additional loci may give rise to two major issues of more frequent mutational events and several pairs of linked loci on the same chromosome. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.

Update of aircraft profile data for the Integrated Noise Model computer program, vol. 2 : appendix A aircraft takeoff and landing profiles

DOT National Transportation Integrated Search

1992-03-01

This report provides aircraft takeoff and landing profiles, aircraft aerodynamic performance coefficients and engine performance coefficients for the aircraft data base (Database 9) in the Integrated Noise Model (INM) computer program. Flight profile...

NASA's Boeing 747 SCA with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards Air Force Base

NASA Image and Video Library

2001-05-08

NASA's modified Boeing 747 Shuttle Carrier Aircraft with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center in Florida.

Revised Simulation Model of the Control System, Displays, and Propulsion System for a ASTOVL Lift Fan Aircraft

NASA Technical Reports Server (NTRS)

Franklin, James A.

1997-01-01

This report describes revisions to a simulation model that was developed for use in piloted evaluations of takeoff, transition, hover, and landing characteristics of an advanced short takeoff and vertical landing lift fan fighter aircraft. These revisions have been made to the flight/propulsion control system, head-up display, and propulsion system to reflect recent flight and simulation experience with short takeoff and vertical landing operations. They include nonlinear inverse control laws in all axes (eliminating earlier versions with state rate feedback), throttle scaling laws for flightpath and thrust command, control selector commands apportioned based on relative effectiveness of the individual controls, lateral guidance algorithms that provide more flexibility for terminal area operations, and a simpler representation of the propulsion system. The model includes modes tailored to the phases of the aircraft's operation, with several response types which are coupled to the aircraft's aerodynamic and propulsion system effectors through a control selector tailored to the propulsion system. Head-up display modes for approach and hover are integrated with the corresponding control modes. Propulsion system components modeled include a remote lift fan and a lift-cruise engine. Their static performance and dynamic responses are represented by the model. A separate report describes the subsonic, power-off aerodynamics and jet induced aerodynamics in hover and forward flight, including ground effects.

Compound Wing Vertical Takeoff and Landing Small Unmanned Aircraft System

NASA Technical Reports Server (NTRS)

Logan, Michael J. (Inventor); Motter, Mark A. (Inventor); Deloach, Richard (Inventor); Vranas, Thomas L. (Inventor); Prendergast, Joseph M. (Inventor); Lipp, Brittney N. (Inventor)

2017-01-01

Systems, methods, and devices are provided that enable robust operations of a small unmanned aircraft system (sUAS) using a compound wing. The various embodiments may provide a sUAS with vertical takeoff and landing capability, long endurance, and the capability to operate in adverse environmental conditions. In the various embodiments a sUAS may include a fuselage and a compound wing comprising a fixed portion coupled to the fuselage, a wing lifting portion outboard of the fixed portion comprising a rigid cross member and a controllable articulating portion configured to rotate controllable through a range of motion from a horizontal position to a vertical position, and a freely rotating wing portion outboard of the wing lifting portion and configured to rotate freely based on wind forces incident on the freely rotating wing portion.

Piloted Simulation Study of the Effects of High-Lift Aerodynamics on the Takeoff Noise of a Representative High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Glaab, Louis J.; Riley, Donald R.; Brandon, Jay M.; Person, Lee H., Jr.; Glaab, Patricia C.

1999-01-01

As part of an effort between NASA and private industry to reduce airport-community noise for high-speed civil transport (HSCT) concepts, a piloted simulation study was initiated for the purpose of predicting the noise reduction benefits that could result from improved low-speed high-lift aerodynamic performance for a typical HSCT configuration during takeoff and initial climb. Flight profile and engine information from the piloted simulation were coupled with the NASA Langley Aircraft Noise Prediction Program (ANOPP) to estimate jet engine noise and to propagate the resulting source noise to ground observer stations. A baseline aircraft configuration, which also incorporated different levels of projected improvements in low-speed high-lift aerodynamic performance, was simulated to investigate effects of increased lift and lift-to-drag ratio on takeoff noise levels. Simulated takeoff flights were performed with the pilots following a specified procedure in which either a single thrust cutback was performed at selected altitudes ranging from 400 to 2000 ft, or a multiple-cutback procedure was performed where thrust was reduced by a two-step process. Results show that improved low-speed high-lift aerodynamic performance provides at least a 4 to 6 dB reduction in effective perceived noise level at the FAA downrange flyover measurement station for either cutback procedure. However, improved low-speed high-lift aerodynamic performance reduced maximum sideline noise levels only when using the multiple-cutback procedures.

Do the kinematics of a baulked take-off in springboard diving differ from those of a completed dive.

PubMed

Barris, Sian; Farrow, Damian; Davids, Keith

2013-01-01

Consistency and invariance in movements are traditionally viewed as essential features of skill acquisition and elite sports performance. This emphasis on the stabilization of action has resulted in important processes of adaptation in movement coordination during performance being overlooked in investigations of elite sport performance. Here we investigate whether differences exist between the movement kinematics displayed by five, elite springboard divers (age 17 ± 2.4 years) in the preparation phases of baulked and completed take-offs. The two-dimensional kinematic characteristics of the reverse somersault take-off phases (approach and hurdle) were recorded during normal training sessions and used for intra-individual analysis. All participants displayed observable differences in movement patterns at key events during the approach phase; however, the presence of similar global topological characteristics suggested that, overall, participants did not perform distinctly different movement patterns during completed and baulked dives. These findings provide a powerful rationale for coaches to consider assessing functional variability or adaptability of motor behaviour as a key criterion of successful performance in sports such as diving.

Advanced supersonic propulsion study, phases 3 and 4. [variable cycle engines

NASA Technical Reports Server (NTRS)

Allan, R. D.; Joy, W.

1977-01-01

An evaluation of various advanced propulsion concepts for supersonic cruise aircraft resulted in the identification of the double-bypass variable cycle engine as the most promising concept. This engine design utilizes special variable geometry components and an annular exhaust nozzle to provide high take-off thrust and low jet noise. The engine also provides good performance at both supersonic cruise and subsonic cruise. Emission characteristics are excellent. The advanced technology double-bypass variable cycle engine offers an improvement in aircraft range performance relative to earlier supersonic jet engine designs and yet at a lower level of engine noise. Research and technology programs required in certain design areas for this engine concept to realize its potential benefits include refined parametric analysis of selected variable cycle engines, screening of additional unconventional concepts, and engine preliminary design studies. Required critical technology programs are summarized.

Take-off Stability Characteristics of a 1/13-scale Model of the Consolidated Vultee Skate 7 Seaplane (TED No. NACA DE 338)

NASA Technical Reports Server (NTRS)

McKann, Robert; Coffee, Claude W.; Abrabian, Donald D.

1949-01-01

The take-off stability characteristics of a Consolidated Vultee Aircraft Corporation Skate 7 seaplane were determined in the Langley tank no. 2. Trim limits of stability, trim tracks, and elevator limits of stability are presented.

78 FR 32088 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-29

...This rule establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

75 FR 69331 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-12

...This establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

77 FR 12454 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-01

...This rule establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

Obstructive Sleep Apnea Syndrome in a Pubescent Boy of Short Stature Was Improved with an Orthodontic Mandibular Advancement Oral Appliance: A Case Report

PubMed Central

Ito, Shin; Otake, Hironao; Tsuiki, Satoru; Miyao, Etsuko; Noda, Akiko

2015-01-01

We report a 16-year-old pubescent pediatric patient with obstructive sleep apnea syndrome (OSAS) and short stature whose apnea hypopnea index (AHI) was significantly reduced following the use of an orthodontic oral appliance that advances the mandible ventrally. The mandible was advanced 64% of the maximal mandibular protrusive position with use of the appliance over a 3-year period. The patient's AHI without the appliance in place decreased from 101.6/h at baseline to 11/h after treatment. Moreover, the patient's height increased 14 cm during treatment, resulting in height close to the average height for his age. Cephalometric analysis revealed an improvement in his retrognathic mandible and proclination of the upper front teeth. In conclusion, an orthodontic mandibular advancement oral appliance played an important role not only in improving the patient's OSAS but also in normalizing his physical growth during puberty. Citation: Ito S, Otake H, Tsuiki S, Miyao E, Noda A. Obstructive sleep apnea syndrome in a pubescent boy of short stature was improved with an orthodontic mandibular advancement oral appliance: a case report. J Clin Sleep Med 2015;11(1):75–76. PMID:25348240

NASA Advanced Propeller Research

NASA Technical Reports Server (NTRS)

Groeneweg, John F.; Bober, Lawrence J.

1988-01-01

Acoustic and aerodynamic research at NASA Lewis Research Center on advanced propellers is reviewed including analytical and experimental results on both single and counterrotation. Computational tools used to calculate the detailed flow and acoustic i e l d s a r e described along with wind tunnel tests to obtain data for code verification . Results from two kinds of experiments are reviewed: ( 1 ) performance and near field noise at cruise conditions as measured in the NASA Lewis 8-by 6-Foot Wind Tunnel and ( 2 ) farfield noise and performance for takeoff/approach conditions as measured in the NASA Lewis 9-by 15-Font Anechoic Wind Tunnel. Detailed measurements of steady blade surface pressures are described along with vortex flow phenomena at off design conditions . Near field noise at cruise is shown to level out or decrease as tip relative Mach number is increased beyond 1.15. Counterrotation interaction noise is shown to be a dominant source at take off but a secondary source at cruise. Effects of unequal rotor diameters and rotor-to-rotor spacing on interaction noise a real so illustrated. Comparisons of wind tunnel acoustic measurements to flight results are made. Finally, some future directions in advanced propeller research such as swirl recovery vanes, higher sweep, forward sweep, and ducted propellers are discussed.

Noise of a simulated installed model counterrotation propeller at angle-of-attack and takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1990-01-01

Two modern high-speed advanced counterrotation propellers, F7/A7 and F7/A3 were tested in the NASA Lewis Research Center's 9- by 15-Foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach. Both rotors were of similar diameter on the F7/A7 propeller, while the aft diameter of the F7/A3 propeller was 85 percent of the forward propeller to reduce tip vortex-aft rotor interaction. The two propellers were designed for similar performance. The propellers were tested in both the baseline configuration and installed configuration consisting of a simulated upstream nacelle support pylon and fuselage section. Acoustic measurements were made with a polar microphone probe which recorded sideline directivities at various azimuthal locations. Aerodynamic measurements were also made to establish propeller operating conditions. The propellers were run at initial blade setting angles adjusted to achieve equal forward/aft torque ratios at angle of attack with the pylon and fuselage simulation in place. Data are presented for propeller operation at 80 and 90 percent of design speed (the forward rotor design tip speed was 238 m/sec (780 ft/sec). Both propellers were tested at the maximum rotor-rotor spacing of 14.99 cm (5.90 in.) based on the pitch change axis separation.

Effect of UV-Blocking Plastic Films on Take-Off and Host Plant Finding Ability of Diaphorina citri (Hemiptera: Liviidae).

PubMed

Miranda, M P; Dos Santos, F L; Felippe, M R; Moreno, A; Fereres, A

2015-02-01

The Asian citrus psyllid, Diaphorina citri Kuwayama (Hemiptera: Liviidae), is a major pest of citrus worldwide due to its ability to transmit the bacteria associated with huanglongbing. Vision, behavior, and performance of insect pests can be manipulated by using ultraviolet (UV)-blocking materials. Thus, the aim of our study was to evaluate how UV-blocking plastic films may affect the take-off and host plant finding ability of D. citri. To assess the effect of a UV-deficient environment on take-off, adult psyllids were released from a vial inside a screenhouse covered by a UV-blocking or standard (control) film and the number of insects remaining on each vial under each treatment was counted at different time intervals. Moreover, to assess the ability of D. citri to find citrus plants under a UV-deficient environment, two independent no-choice host plant finding assays with different plant arrangements were conducted. In each treatment, the number of psyllids per plant at different time intervals was counted. Both D. citri take-off and host plant finding ability was clearly disrupted under a UV-deficient environment. The number of psyllids remaining in the vials was significantly higher under UV-blocking than standard film in all periods recorded. Furthermore, psyllids were present in significantly higher number on citrus plants under standard film than under UV-blocking film in all of the periods assessed and experiments conducted. Our results showed that UV-blocking materials could become a valuable strategy for integrated management of D. citri and huanglongbing in citrus grown in enclosed environments. © The Authors 2015. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Aeroacoustic effects of reduced aft tip speed at constant thrust for a model counterrotation turboprop at takeoff conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hughes, Christopher E.

1990-01-01

A model high-speed, advanced counterrotation propeller, F7/A7, was tested in the NASA Lewis Research Center's 9- by 15-foot anechoic wind tunnel at simulated takeoff and approach conditions of Mach 0.2. The propeller was operated in a baseline configuration with the forward and aft rotor blade setting angles (36.2deg and 35.4 deg) and forward and aft rotational speeds essentially equal. Two additional configurations were tested with the aft rotor at increased blade setting angles and the rotational speed reduced to achieve overall performance similar to that of the baseline configuration. The aft rotor blade angles were adjusted such that the thrust and power absorption for each rotor remained the same as for the baseline configuration. Acoustic data were taken with an axially translating microphone probe that was attached to the tunnel floor. Concurrent aerodynamic data were taken to define propeller operating conditions. The aft rotor fundamental tone was about 6 dB lower with the 36.2 deg and 38.4 deg blade setting angles, and about 9 dB lower with the 36.2 and 41.4 deg blade setting angles. Predicted noise reductions based on tip speed considerations were 5 and 9.5 dB, respectively, for the two altered blade setting angles.

The UAV take-off and landing system used for small areas of mobile vehicles

NASA Astrophysics Data System (ADS)

Ren, Tian-Yu; Duanmu, Qing-Duo; Wu, Bo-Qi

2018-03-01

In order to realize an UAV formation cluster system based on the current GPS and the fault and insufficiency of Beidou integrated navigation system in strong jamming environment. Due to the impact of the compass on the plane crash, navigation system error caused by the mobile area to help reduce the need for large landing sites and not in the small fast moving area to achieve the reality of the landing. By using Strapdown inertial and all-optical system to form Composite UAV flight control system, the photoelectric composite strapdown inertial coupling is realized, and through the laser and microwave telemetry link compound communication mechanism, using all-optical strapdown inertial and visual navigation system to solve the deviation of take-off and landing caused by electromagnetic interference, all-optical bidirectional data link realizes two-way position correction of landing site and aircraft, thus achieves the accurate recovery of UAV formation cluster in the mobile narrow area which the traditional navigation system can't realize. This system is a set of efficient unmanned aerial vehicle Group Take-off/descending system, which is suitable for many tasks, and not only realizes the reliable continuous navigation under the complex electromagnetic interference environment, moreover, the intelligent flight and Take-off and landing of unmanned aerial vehicles relative to the fast moving and small recovery sites in complex electromagnetic interference environment can not only improve the safe operation rate of unmanned aerial vehicle, but also guarantee the operation safety of the aircraft, and the more has important social value for the application foreground of the aircraft.

Impact of emerging technologies on future combat aircraft agility

NASA Technical Reports Server (NTRS)

Nguyen, Luat T.; Gilert, William P.

1990-01-01

The foreseeable character of future within-visual-range air combat entails a degree of agility which calls for the integration of high-alpha aerodynamics, thrust vectoring, intimate pilot/vehicle interfaces, and advanced weapons/avionics suites, in prospective configurations. The primary technology-development programs currently contributing to these goals are presently discussed; they encompass the F-15 Short Takeoff and Landing/Maneuver Technology Demonstrator Program, the Enhanced Fighter Maneuverability Program, the High Angle-of-Attack Technology Program, and the X-29 Technology Demonstrator Program.

Advanced propeller research

NASA Technical Reports Server (NTRS)

Groeneweg, John F.; Bober, Lawrence J.

1987-01-01

Resent results of aerodynamic and acoustic research on both single and counter-rotation propellers are reviewed. Data and analytical results are presented for three propellers: SR-7A, the single rotation design used in the NASA Propfan Test Assessment (PTA); and F7-A7, the 8+8 counterrotating design used in the proof-of-concept Unducted Fan (UDF) engine. In addition to propeller efficiencies, cruise and takeoff noise, and blade pressure data, off-design phenomena involving formation of leading edge vortices are described. Aerodynamic and acoustic computational results derived from three-dimensional Euler and acoustic radiation codes are presented. Research on unsteady flows, which are particularly important for understanding counterrotation interaction noise, unsteady loading effects on acoustics, and flutter or forced response is described. The first results of three-dimensional unsteady Euler solutions are illustrated for a single rotation propeller at an angle of attack and for a counterrotation propeller. Basic experimental and theoretical results from studies of the unsteady aerodynamics of oscillating cascades are outlined. Finally, advanced concepts involving swirl recovery vanes and ultra bypass ducted propellers are discussed.

The Department of Defense Statement on the Science and Technology Program by Mr. H. Mark Grove, Assistant Deputy Under Secretary of Defense for Research and Advanced Technology Before the Defense Subcommittee of the Committee on Appropriations of the United States House of Representatives, 97th Congress, Second Session,

DTIC Science & Technology

1982-06-16

Technology Intergration (AFTI) Pro- gram, (2) a nonmetallic composite helicopter fuselage, and (3) a new initiative to develop Short Take-Off and...range of passive sonobuoys is being extended and the performance of a high gain extended life deployed horizontal line array is being investigated

Energy and economic trade offs for advanced technology subsonic aircraft

NASA Technical Reports Server (NTRS)

Maddalon, D. V.; Wagner, R. D.

1976-01-01

Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Whereas current airplanes have been designed for AR = 7, supercritical technology and much higher fuel prices will drive aspect ratio to the AR = 9-10 range. Composite materials may raise aspect ratio to about 11-12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.

Characteristics of a Single Float Seaplane During Take-off

NASA Technical Reports Server (NTRS)

Crowley, J W , Jr; Ronan, K M

1925-01-01

At the request of the Bureau of Aeronautics, Navy Department, the National Advisory Committee for Aeronautics at Langley Field is investigating the get-away characteristics of an N-9H, a DT-2, and an F-5l, as representing, respectively, a single float, a double float, and a boat type of seaplane. This report covers the investigation conducted on the N-9H. The results show that a single float seaplane trims aft in taking off. Until a planing condition is reached the angle of attack is about 15 degrees and is only slightly affected by controls. When planing it seeks a lower angle, but is controllable through a widening range, until at the take-off it is possible to obtain angles of 8 degrees to 15 degrees with corresponding speeds of 53 to 41 M. P. H. or about 40 per cent of the speed range. The point of greatest resistance occurs at about the highest angle of a pontoon planing angle of 9 1/2 degrees and at a water speed of 24 M. P. H.

Noise of the Harrier in vertical landing and takeoff

NASA Technical Reports Server (NTRS)

Soderman, Paul T.; Foster, John D.

1988-01-01

The noise of the Harrier AV8C aircraft in vertical takeoff and landing was measured 100 feet to the side of the aircraft where jet noise dominates. The noise levels were quite high - up to 125 dB overall sound level at 100 feet. The increased noise due to jet impingement on the ground is presented as a function of jet height to diameter ratio. The impingement noise with the aircraft close to the ground was 14 to 17 dB greater than noise from a free jet. Results are compared with small-scale jet impingement data acquired elsewhere. The agreement between small-scale and full-scale noise increase in ground effect is fairly good except with the jet close to the ground. It is proposed that differences in the jet Reynolds numbers and the resultant character of the jets may be partially responsible for the disparity in the full-scale and small-scale jet impingement noise. The difference between single-jet impingement and multiple-jet impingement may also have been responsible for the small-scale and full-scale disagreement.

XCALIBUR: a Vertical Takeoff TSTO RLV Concept with a HEDM Upperstage and a Scram-Rocket Booster

NASA Astrophysics Data System (ADS)

Bradford, J.

2002-01-01

A new 3rd generation, two-stage-to-orbit (TSTO) reusable launch vehicle (RLV) has been designed. The Xcalibur concept represents a novel approach due to its integration method for the upperstage element of the system. The vertical-takeoff booster, which is powered by rocket-based combined-cycle (RBCC) engines, carries the upperstage internally in the aft section of the airframe to a Mach 15 staging condition. The upperstage is released from the booster and carries the 6,820 kg of payload to low earth orbit (LEO) using its high energy density matter (HEDM) propulsion system. The booster element is capable of returning to the original launch site in a ramjet-cruise propulsion mode. Both the booster and the upperstage utilize advanced technologies including: graphite-epoxy tanks, metal-matrix composites, UHTC TPS materials, electro- mechanical actuators (EMAs), and lightweight subsystems (avionics, power distribution, etc.). The booster system is enabled main propulsion system which utilizes four RBCC engines. These engines operate in four distinct modes: air- augmented rocket (AAR), ramjet, scram-rocket, and all-rocket. The booster operates in AAR mode from takeoff to Mach 3, with ramjet mode operation from Mach 3 to Mach 6. The rocket re-ignition for scram-rocket mode occurs at Mach 6, with all-rocket mode from Mach 14 to the staging condition. The extended utilization of the scram-rocket mode greatly improves vehicle performance by providing superior vehicle acceleration when compared to the scramjet mode performance over the same flight region. Results indicate that the specific impulse penalty due to the scram-rocket mode operation is outweighed by the reduced flight time, smaller vehicle size due to increased mixture ratio, and lower allowable maximum dynamic pressure. A complete vehicle system life-cycle analysis was performed in an automated, multi-disciplinary design environment. Automated disciplinary performance analysis tools include: trajectory (POST

Eclipse takeoff and flight

NASA Technical Reports Server (NTRS)

1998-01-01

This 25-second clip shows the QF-106 'Delta Dart' tethered to the USAF C-141A during takeoff and in flight. NASA Dryden Flight Research Center, Edwards, California, supported a Kelly Space and Technology, Inc. (KST)/U.S. Air Force project known as Eclipse, which demonstrated a reusable tow launch vehicle concept. The purpose of the project was to demonstrate a reusable tow launch vehicle concept that had been conceived and patented by KST. Kelly Space obtained a contract with the USAF Research Laboratory for the tow launch demonstration project under the Small Business Innovation Research (SBIR) program. The USAF SBIR contract included the modifications to turn the QF-106 into the Experimental Demonstrator #1 (EXD-01), and the C141A aircraft to incorporate the tow provisions to link the two aircraft, as well as conducting flight tests. The demonstration consisted of ground and flight tests. These tests included a Combined Systems Test of both airplanes joined by a tow rope, a towed taxi test, and six towed flights. The primary goal of the project was demonstrating the tow phase of the Eclipse concept using a scaled-down tow aircraft (C-141A) and a representative aerodynamically-shaped aircraft (QF-106A) as a launch vehicle. This was successfully accomplished. On December 20, 1997, NASA research pilot Mark Stucky flew a QF-106 on the first towed flight behind an Air Force C-141 in the joint Eclipse project with KST to demonstrate the reusable tow launch vehicle concept developed by KST. Kelly hoped to use the data from the tow tests to validate a tow-to-launch procedure for reusable space launch vehicles. Stucky flew six successful tow tests between December 1997 and February 6, 1998. On February 6, 1998, the sixth and final towed flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight measured values of tow rope tension were well within predictions

Design optimization of high-speed proprotor aircraft

NASA Technical Reports Server (NTRS)

Schleicher, David R.; Phillips, James D.; Carbajal, Kevin B.

1993-01-01

NASA's high-speed rotorcraft (HSRC) studies have the objective of investigating technology for vehicles that have both low downwash velocities and forward flight speed capability of up to 450 knots. This paper investigates a tilt rotor, a tilt wing, and a folding tilt rotor designed for a civil transport mission. Baseline aircraft models using current technology are developed for each configuration using a vertical/short takeoff and landing (V/STOL) aircraft design synthesis computer program to generate converged vehicle designs. Sensitivity studies and numerical optimization are used to illustrate each configuration's key design tradeoffs and constraints. Minimization of the gross takeoff weight is used as the optimization objective function. Several advanced technologies are chosen, and their relative impact on future configurational development is discussed. Finally, the impact of maximum cruise speed on vehicle figures of merit (gross weight, productivity, and direct operating cost) is analyzed. The three most important conclusions from the study are payload ratios for these aircraft will be commensurate with current fixed-wing commuter aircraft; future tilt rotors and tilt wings will be significantly lighter, more productive, and cheaper than competing folding tilt rotors; and the most promising technologies are an advanced-technology proprotor for both tilt rotor and tilt wing and advanced structural materials for the folding tilt rotor.

Probing Intrinsic Properties of Short Gamma-Ray Bursts with Gravitational Waves.

PubMed

Fan, Xilong; Messenger, Christopher; Heng, Ik Siong

2017-11-03

Progenitors of short gamma-ray bursts are thought to be neutron stars coalescing with their companion black hole or neutron star, which are one of the main gravitational wave sources. We have devised a Bayesian framework for combining gamma-ray burst and gravitational wave information that allows us to probe short gamma-ray burst luminosities. We show that combined short gamma-ray burst and gravitational wave observations not only improve progenitor distance and inclination angle estimates, they also allow the isotropic luminosities of short gamma-ray bursts to be determined without the need for host galaxy or light-curve information. We characterize our approach by simulating 1000 joint short gamma-ray burst and gravitational wave detections by Advanced LIGO and Advanced Virgo. We show that ∼90% of the simulations have uncertainties on short gamma-ray burst isotropic luminosity estimates that are within a factor of two of the ideal scenario, where the distance is known exactly. Therefore, isotropic luminosities can be confidently determined for short gamma-ray bursts observed jointly with gravitational waves detected by Advanced LIGO and Advanced Virgo. Planned enhancements to Advanced LIGO will extend its range and likely produce several joint detections of short gamma-ray bursts and gravitational waves. Third-generation gravitational wave detectors will allow for isotropic luminosity estimates for the majority of the short gamma-ray burst population within a redshift of z∼1.

Noise of two high-speed model counter-rotation propellers at takeoff/approach conditions

NASA Astrophysics Data System (ADS)

Woodward, Richard P.

1992-08-01

This paper presents acoustic results for two model counter-rotation propellers which were tested in the NASA Lewis 9- x 15-ft Anechoic Wind Tunnel. The propellers had a common forward rotor, but the diameter of the aft rotor of the second propeller was reduced in an effort to reduce its interaction with the forward rotor tip vortex. The propellers were tested at Mach 0.20, which is representative of takeoff/approach operation. Acoustic results are presented for these propellers which show the effect of rotor spacing, reduced aft rotor diameter, operation at angle-of-attack, blade loading, and blade number. Limited aerodynamic results are also presented to establish the propeller operating conditions.

Noise of two high-speed model counter-rotation propellers at takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1992-01-01

This paper presents acoustic results for two model counter-rotation propellers which were tested in the NASA Lewis 9- x 15-ft Anechoic Wind Tunnel. The propellers had a common forward rotor, but the diameter of the aft rotor of the second propeller was reduced in an effort to reduce its interaction with the forward rotor tip vortex. The propellers were tested at Mach 0.20, which is representative of takeoff/approach operation. Acoustic results are presented for these propellers which show the effect of rotor spacing, reduced aft rotor diameter, operation at angle-of-attack, blade loading, and blade number. Limited aerodynamic results are also presented to establish the propeller operating conditions.

Advanced prediction technique for the low speed aerodynamics of V/STOL aircraft. Volume 2: User's manual

NASA Technical Reports Server (NTRS)

Beatty, T. D.; Worthey, M. K.

1984-01-01

A computerized prediction method known as the Vought V/STOL Aircraft Propulsive Effects computer program (VAPE) for propulsive induced forces and moments in transition and Short TakeOff and Landing (STOL) flight is improved and evaluated. The VAPE program is capable of evaluating: (1) effects of relative wind about an aircraft, (2) effects of propulsive lift jet entrainment, vorticity and flow blockage, (3) effects of engine inlet flow on the aircraft flow field, (4) engine inlet forces and moments including inlet separation, (5) ground effects in the STOL region of flight, and (6) viscous effects on lifting surfaces.

Gender variability in electromyographic activity, in vivo behaviour of the human gastrocnemius and mechanical capacity during the take-off phase of a countermovement jump.

PubMed

Rubio-Arias, Jacobo Ángel; Ramos-Campo, Domingo Jesús; Peña Amaro, José; Esteban, Paula; Mendizábal, Susana; Jiménez, José Fernando

2017-11-01

The purpose of this study was to analyse gender differences in neuromuscular behaviour of the gastrocnemius and vastus lateralis during the take-off phase of a countermovement jump (CMJ), using direct measures (ground reaction forces, muscle activity and dynamic ultrasound). Sixty-four young adults (aged 18-25 years) participated voluntarily in this study, 35 men and 29 women. The firing of the trigger allowed obtainment of data collection vertical ground reaction forces (GRF), surface electromyography activity (sEMG) and dynamic ultrasound gastrocnemius of both legs. Statistically significant gender differences were observed in the jump performance, which appear to be based on differences in muscle architecture and the electrical activation of the gastrocnemius muscles and vastus lateralis. So while men developed greater peak power, velocity take-offs and jump heights, jump kinetics compared to women, women also required a higher electrical activity to develop lower power values. Additionally, the men had higher values pennation angles and muscle thickness than women. Men show higher performance of the jump test than women, due to significant statistical differences in the values of muscle architecture (pennation angle and thickness muscle), lower Neural Efficiency Index and a higher amount of sEMG activity per second during the take-off phase of a CMJ. © 2016 Scandinavian Society of Clinical Physiology and Nuclear Medicine. Published by John Wiley & Sons Ltd.

The Effects of System and Environmental Factors Upon Experienced Pilot Performance in the Advanced Simulator for Pilot Training

DTIC Science & Technology

1977-04-01

System by System Variable Interactions Across All Maneuvers ... .......... 23 11 Field of View by Motion Interaction Cell Means for Takeoff...23 12 Motion by Field :f View Interaction Cell Means for GCA ..... ................. 24 13 Motion by FOV Interaction Mc--n Ratings for the...GCA and Takeoff Maneuvers ... ....... 24 14 Motion by G.Seat Interaction Cell Means for Takeoff ...... ................... 25 15 Motion by G.Seat

Aircraft concepts for advanced short haul systems

NASA Technical Reports Server (NTRS)

Galloway, T. L.

1975-01-01

The results of recent NASA-sponsored high-density and medium-density short-haul (less than 500 miles) air transportation systems studies are summarized. Trends in vehicle characteristics, in particular of RTOL and STOL concepts, are noted, and their economic suitability and impact on the community are examined.

Applicability of the control configured design approach to advanced earth orbital transportation systems

NASA Technical Reports Server (NTRS)

Hepler, A. K.; Zeck, H.; Walker, W. H.; Shafer, D. E.

1978-01-01

The applicability of the control configured design approach (CCV) to advanced earth orbital transportation systems was studied. The baseline system investigated was fully reusable vertical take-off/horizontal landing single-stage-to-orbit vehicle and had mission requirements similar to the space shuttle orbiter. Technical analyses were made to determine aerodynamic, flight control and subsystem design characteristics. Figures of merit were assessed on vehicle dry weight and orbital payload. The results indicated that the major parameters for CCV designs are hypersonic trim, aft center of gravity, and control surface heating. Optimized CCV designs can be controllable and provide substantial payload gains over conventional non-CCV design vertical take-off vehicles.

Takeoff/approach noise for a model counterrotation propeller with a forward-swept upstream rotor

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hall, David G.; Podboy, Gary G.; Jeracki, Robert J.

1993-01-01

A scale model of a counterrotating propeller with forward-swept blades in the forward rotor and aft-swept blades in the aft rotor (designated F39/A31) has been tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel. This paper presents aeroacoustic results at a takeoff/approach condition of Mach 0.20. Laser Doppler Velocimeter results taken in a plane between the two rotors are also included to quantify the interaction flow field. The intention of the forward-swept design is to reduce the magnitude of the forward rotor tip vortex and/or wakes which impinge on the aft rotor, thus lowering the interaction tone levels.

A simulator study for the development and evaluation of operating procedures on a supersonic cruise research transport to minimize airport-community noise

NASA Technical Reports Server (NTRS)

Grantham, W. D.; Smith, P. M.; Deal, P. L.

1980-01-01

Piloted-simulator studies were conducted to determine takeoff and landing operating procedures for a supersonic cruise research transport concept that result in predicted noise levels which meet current Federal Aviation Administration (FAA) certification standards. With the use of standard FAA noise certification test procedures, the subject simulated aircraft did not meet the FAA traded-noise-level standards during takeoff and landing. However, with the use of advanced procedures, this aircraft meets the traded-noise-level standards for flight crews with average skills. The advanced takeoff procedures developed involved violating some of the current Federal Aviation Regulations (FAR), but it was not necessary to violate any FAR noise-test conditions during landing approach. Noise contours were also determined for some of the simulated takeoffs and landings in order to indicate the noise-reduction advantages of using operational procedures other than standard.

Noise of a model counterrotation propeller with simulated fuselage and support pylon at takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hughes, Christopher E.

1989-01-01

Two modern high-speed advanced counterrotation propellers, F7/A7 and F7/A3 were tested in the NASA Lewis Research Centers's 9- by 15-foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach number. Both rotors were of similar diameter on the F7/A7 propeller, while the aft rotor diameter of the F7/A3 propeller was 85 percent of the forward propeller to reduce tip vortex-aft rotor interaction. The two propellers were designed for similar performance. The propellers were tested in both the clean configuration, and installed configuration consisting of a simulated upstream nacelle support pylon and fuselage section. Acoustic measurements were made with an axially translating microphone probe, and with a polar microphone probe which was fixed to the propeller nacelle and could make both sideline and circumferential acoustic surveys. Aerodynamic measurements were also made to establish propeller operating conditions. The propellers were run at blade setting angles (fron angle/rear angle) of 41.1/39.4 deg for the F7/A7 propeller, and 41.1/46.4 deg for the F7/A3 propeller. The forward rotors were tested over a range of tip speeds from 165 to 259 m/sec (540 to 850 ft/sec), and both propellers were tested at the maximum rotor-rotor spacing, based on pitch change axis separation, of 14.99 cm (5.90 in.). The data presented in this paper are for 0 deg propeller axis angle of attack. Results are presented for the baseline, pylon-alone, and strut + fuselage configurations. The presence of the simulated fuselage resulted in higher rotor-alone tone levels in a direction normal to the advancing propeller blade near the fuselage. A corresponding rotor-alone tone reduction was often observed 180 deg circumferentially from this region of increased noise. A significant rotor-alone increase for both rotors was observed diametrically opposite the fuselage. In some cases, interaction tone levels were likewise affected by the simulated installation.

Enhancing Discussion through Short Stories.

ERIC Educational Resources Information Center

Marcus, Sybil

A teacher of English in a college-level intensive English language program describes a method for stimulating speech in high-intermediate and advanced students, using short stories. It is argued that in short stories, the themes are universal, and even shy students are willing to discuss this form of literature in class. Criteria for selecting…

Advanced Transport Operating System (ATOPS) color displays software description microprocessor system

NASA Technical Reports Server (NTRS)

Slominski, Christopher J.; Plyler, Valerie E.; Dickson, Richard W.

1992-01-01

This document describes the software created for the Sperry Microprocessor Color Display System used for the Advanced Transport Operating Systems (ATOPS) project on the Transport Systems Research Vehicle (TSRV). The software delivery known as the 'baseline display system', is the one described in this document. Throughout this publication, module descriptions are presented in a standardized format which contains module purpose, calling sequence, detailed description, and global references. The global reference section includes procedures and common variables referenced by a particular module. The system described supports the Research Flight Deck (RFD) of the TSRV. The RFD contains eight cathode ray tubes (CRTs) which depict a Primary Flight Display, Navigation Display, System Warning Display, Takeoff Performance Monitoring System Display, and Engine Display.

Take-Off and Landing Characteristics of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in Steady Winds, TED No. NACA DE 368

NASA Technical Reports Server (NTRS)

Schade, Robert O.; Smith, Charles C., Jr.; Lovell, P. M., Jr.

1954-01-01

An experimental investigation has been conducted to determine the stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane during take-offs and landings in steady winds. The tests indicated that take-offs in headwinds up to at least 20 knots (full scale) will be fairly easy to perform although the airplane may be blown downstream as much as 3 spans before a trim condition can be established. The distance that the airplane will be blown down-stream can be reduced by restraining the upwind landing gear until the instant of take-off. The tests also indicated that spot landings in headwinds up to at least 30 knots (full scale) and in crosswinds up to at least 20 knots (full scale) can be accomplished with reasonable accuracy although, during the landing approach, there will probably be an undesirable nosing-up tendency caused by ground effect and by the change in angle of attack resulting from vertical descent. Some form of arresting gear will probably be required to prevent the airplane from rolling downwind or tipping over after contact. This rolling and tipping can be prevented by a snubbing line attached to the tip of the upwind' wing or tail or by an arresting gear consisting of a wire mesh on the ground and hooks on the landing gear to engage the mesh.

Flapping Tail Membrane in Bats Produces Potentially Important Thrust during Horizontal Takeoffs and Very Slow Flight

PubMed Central

Adams, Rick A.; Snode, Emily R.; Shaw, Jason B.

2012-01-01

Historically, studies concerning bat flight have focused primarily on the wings. By analyzing high-speed video taken on 48 individuals of five species of vespertilionid bats, we show that the capacity to flap the tail-membrane (uropatagium) in order to generate thrust and lift during takeoffs and minimal-speed flight (<1 m s−1) was largely underestimated. Indeed, bats flapped the tail-membrane by extensive dorso-ventral fanning motions covering as much as 135 degrees of arc consistent with thrust generation by air displacement. The degree of dorsal extension of the tail-membrane, and thus the potential amount of thrust generated during platform launches, was significantly correlated with body mass (P = 0.02). Adduction of the hind limbs during upstrokes collapsed the tail-membrane thereby reducing its surface area and minimizing negative lift forces. Abduction of the hind limbs during the downstroke fully expanded the tail-membrane as it was swept ventrally. The flapping kinematics of the tail-membrane is thus consistent with expectations for an airfoil. Timing offsets between the wings and tail-membrane during downstrokes was as much as 50%, suggesting that the tail-membrane was providing thrust and perhaps lift when the wings were retracting through the upstoke phase of the wing-beat cycle. The extent to which the tail-membrane was used during takeoffs differed significantly among four vespertilionid species (P = 0.01) and aligned with predictions derived from bat ecomorphology. The extensive fanning motion of the tail membrane by vespertilionid bats has not been reported for other flying vertebrates. PMID:22393378

Advanced electrical power system technology for the all electric aircraft

NASA Technical Reports Server (NTRS)

Finke, R. C.; Sundberg, G. R.

1983-01-01

The application of advanced electric power system technology to an all electric airplane results in an estimated reduction of the total takeoff gross weight of over 23,000 pounds for a large airplane. This will result in a 5 to 10 percent reduction in direct operating costs (DOC). Critical to this savings is the basic electrical power system component technology. These advanced electrical power components will provide a solid foundation for the materials, devices, circuits, and subsystems needed to satisfy the unique requirements of advanced all electric aircraft power systems. The program for the development of advanced electrical power component technology is described. The program is divided into five generic areas: semiconductor devices (transistors, thyristors, and diodes); conductors (materials and transmission lines); dielectrics; magnetic devices; and load management devices. Examples of progress in each of the five areas are discussed. Bipolar power transistors up to 1000 V at 100 A with a gain of 10 and a 0.5 microsec rise and fall time are presented. A class of semiconductor devices with a possibility of switching up to 100 kV is described. Solid state power controllers for load management at 120 to 1000 V and power levels to 25 kW were developed along with a 25 kW, 20 kHz transformer weighing only 3.2 kg.

Advanced electrical power system technology for the all electric aircraft

NASA Technical Reports Server (NTRS)

Finke, R. C.; Sundberg, G. R.

1983-01-01

The application of advanced electric power system technology to an all electric airplane results in an estimated reduction of the total takeoff gross weight of over 23,000 pounds for a large airplane. This will result in a 5 to 10 percent reduction in direct operating costs (DOC). Critical to this savings is the basic electrical power system component technology. These advanced electrical power components will provide a solid foundation for the materials, devices, circuits, and subsystems needed to satisfy the unique requirements of advanced all electric aircraft power systems. The program for the development of advanced electrical power component technology is described. The program is divided into five generic areas: semiconductor devices (transistors, thyristors, and diodes); conductors (materials and transmission lines); dielectrics; magnetic devices; and load management devices. Examples of progress in each of the five areas are discussed. Bipolar power transistors up to 1000 V at 100 A with a gain of 10 and a 0.5 microsec rise and fall time are presented. A class of semiconductor devices with a possibility of switching up to 100 kV is described. Solid state power controllers for load management at 120 to 1000 V and power levels to 25 kW were developed along with a 25 kW, 20 kHz transformer weighing only 3.2 kg. Previously announced in STAR as N83-24764

Hot gas ingestion testing of an advanced STOVL concept in the NASA Lewis 9- by 15-foot low speed wind tunnel with flow visualization

NASA Technical Reports Server (NTRS)

Johns, Albert L.; Flood, Joseph D.; Strock, Thomas W.; Amuedo, Kurt C.

1988-01-01

Advanced Short Takeoff/Vertical Landing (STOVL) aircraft capable of operating from remote sites, damaged runways, and small air capable ships are being pursued for deployment around the turn of the century. To achieve this goal, it is important that the technologies critical to this unique class of aircraft be developed. Recognizing this need, NASA Lewis Research Center, McDonnell Douglas Aircraft, and DARPA defined a cooperative program for testing in the NASA Lewis 9- by 15-Foot Low Speed Wind Tunnel (LSWT) to establish a database for hot gas ingestion, one of the technologies critical to STOVL. Results from a test program are presented along with a discussion of the facility modifications allowing this type of testing at model scale. These modifications to the tunnel include a novel ground plane, an elaborate model support which included 4 degrees of freedom, heated high pressure air for nozzle flow, a suction system exhaust for inlet flow, and tunnel sidewall modifications. Several flow visualization techniques were employed including water mist in the nozzle flows and tufts on the ground plane. Headwind (free-stream) velocity was varied from 8 to 23 knots.

The course correction implementation of the inertial navigation system based on the information from the aircraft satellite navigation system before take-off

NASA Astrophysics Data System (ADS)

Markelov, V.; Shukalov, A.; Zharinov, I.; Kostishin, M.; Kniga, I.

2016-04-01

The use of the correction course option before aircraft take-off after inertial navigation system (INS) inaccurate alignment based on the platform attitude-and-heading reference system in azimuth is considered in the paper. A course correction is performed based on the track angle defined by the information received from the satellite navigation system (SNS). The course correction includes a calculated track error definition during ground taxiing along straight sections before take-off with its input in the onboard digital computational system like amendment for using in the current flight. The track error calculation is performed by the statistical evaluation of the track angle comparison defined by the SNS information with the current course measured by INS for a given number of measurements on the realizable time interval. The course correction testing results and recommendation application are given in the paper. The course correction based on the information from SNS can be used for improving accuracy characteristics for determining an aircraft path after making accelerated INS preparation concerning inaccurate initial azimuth alignment.

Using the Advanced Progressive Matrices (Set I) to Assess Fluid Ability in a Short Time Frame: An Item Response Theory-Based Analysis

ERIC Educational Resources Information Center

Chiesi, Francesca; Ciancaleoni, Matteo; Galli, Silvia; Primi, Caterina

2012-01-01

This article is aimed at evaluating the possibility that Set I of the Advanced Progressive Matrices (APM-Set I) can be employed to assess fluid ability in a short time frame. The APM-Set I was administered to a sample of 1,389 primary and secondary school students. Confirmatory factor analysis attested to the unidimensionality of the scale. Item…

NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Navarro, Robert

2009-01-01

This DVD has several short videos showing some of the work that Dryden is involved in with experimental aircraft. These are: shots showing the Active AeroElastic Wing (AAW) loads calibration tests, AAW roll maneuvers, AAW flight control surface inputs, Helios flight, and takeoff, and Pathfinder takeoff, flight and landing.

Effects of visual and motion simulation cueing systems on pilot performance during takeoffs with engine failures

NASA Technical Reports Server (NTRS)

Parris, B. L.; Cook, A. M.

1978-01-01

Data are presented that show the effects of visual and motion during cueing on pilot performance during takeoffs with engine failures. Four groups of USAF pilots flew a simulated KC-135 using four different cueing systems. The most basic of these systems was of the instrument-only type. Visual scene simulation and/or motion simulation was added to produce the other systems. Learning curves, mean performance, and subjective data are examined. The results show that the addition of visual cueing results in significant improvement in pilot performance, but the combined use of visual and motion cueing results in far better performance.

Development of a short length combustor for a supersonic cruise turbofan engine using a 90 deg sector of a full annulus

NASA Technical Reports Server (NTRS)

Clements, T. R.

1972-01-01

A performance development program has been conducted on a short length, double-annular, ram-induction combustor. The combustor was designed for a large augmented turbofan engine capable of sustained flight speeds up to Mach 3.0. Performance tests were conducted at an inlet temperature and Mach number simulating engine sea level takeoff conditions. At the design temperature rise of 1600 F, combustion efficiency was 100%, pattern factor was 0.20, and combined diffuser-combustor pressure loss was 4.4% or 1.12 times the diffuser inlet velocity head. A temperature rise in excess of 2400 F with a combustion efficiency of 94% was demonstrated.

Advanced Transport Operating System (ATOPS) color displays software description: MicroVAX system

NASA Technical Reports Server (NTRS)

Slominski, Christopher J.; Plyler, Valerie E.; Dickson, Richard W.

1992-01-01

This document describes the software created for the Display MicroVAX computer used for the Advanced Transport Operating Systems (ATOPS) project on the Transport Systems Research Vehicle (TSRV). The software delivery of February 27, 1991, known as the 'baseline display system', is the one described in this document. Throughout this publication, module descriptions are presented in a standardized format which contains module purpose, calling sequence, detailed description, and global references. The global references section includes subroutines, functions, and common variables referenced by a particular module. The system described supports the Research Flight Deck (RFD) of the TSRV. The RFD contains eight Cathode Ray Tubes (CRTs) which depict a Primary Flight Display, Navigation Display, System Warning Display, Takeoff Performance Monitoring System Display, and Engine Display.

Potential impacts of advanced technologies on the ATC capacity of high-density terminal areas

NASA Technical Reports Server (NTRS)

Simpson, R. W.; Odoni, A. R.; Salas-Roche, F.

1986-01-01

Advanced technologies for airborne systems (automatic flight control, flight displays, navigation) and for ground ATC systems (digital communications, improved surveillance and tracking, automated decision-making) create the possibility of advanced ATC operations and procedures which can bring increased capacity for runway systems. A systematic analysis is carried out to identify certain such advanced ATC operations, and then to evaluate the potential benefits occurring over time at typical US high-density airports (Denver and Boston). The study is divided into three parts: (1) A Critical Examination of Factors Which Determine Operational Capacity of Runway Systems at Major Airports, is an intensive review of current US separation criteria and terminal area ATC operations. It identifies 11 new methods to increase the capacity of landings and takeoffs for runway systems; (2) Development of Risk Based Separation Criteria is the development of a rational structure for establishing reduced ATC separation criteria which meet a consistent Target Level of Safety using advanced technology and operational procedures; and (3) Estimation of Capacity Benefits from Advanced Terminal Area Operations - Denver and Boston, provides an estimate of the overall annual improvement in runway capacity which might be expected at Denver and Boston from using some of the advanced ATC procedures developed in Part 1. Whereas Boston achieved a substantial 37% increase, Denver only achieved a 4.7% increase in its overall annual capacity.

Aircraft accident report : runway departure during attempted takeoff Tower Air Flight 41 Boeing 747-136, N605FF JFK International Airport, New York December 20, 1995

DOT National Transportation Integrated Search

1996-12-01

This report explains the runway departure during attempted takeoff of Tower Air flight 41, N605FF, a Boeing 747-136 at John F. Kennedy International Airport, New York, on December 20, 1995. The safety issues discussed in this report include the adequ...

Ground reaction forces and knee mechanics in the weight acceptance phase of a dance leap take-off and landing.

PubMed

Kulig, Kornelia; Fietzer, Abbigail L; Popovich, John M

2011-01-01

Aesthetic constraints allow dancers fewer technique modifications than other athletes to negotiate the demands of leaping. We examined vertical ground reaction force and knee mechanics during a saut de chat performed by healthy dancers. It was hypothesized that vertical ground reaction force during landing would exceed that of take-off, resulting in greater knee extensor moments and greater knee angular stiffness. Twelve dancers (six males, six females; age 18.9 ± 1.2 years, mass 59.2 ± 9.5 kg, height 1.68 ± 0.08 m, dance training 8.9 ± 5.1 years) with no history of low back pain or lower extremity pathology participated in the study. Saut de chat data were captured using an eight-camera Vicon system and AMTI force platforms. Peak ground reaction force was 26% greater during the landing phase, but did not result in increased peak knee extensor moments. Taking into account the 67% greater knee angular displacement during landing, this resulted in less knee angular stiffness during landing. In conclusion, landing was accomplished with less knee angular stiffness despite the greater peak ground reaction force. A link between decreased joint angular stiffness and increased soft tissue injury risk has been proposed elsewhere; therefore, landing from a saut de chat may be more injurious to the knee soft tissue than take-off.

System identification methods for aircraft flight control development and validation

NASA Technical Reports Server (NTRS)

Tischler, Mark B.

1995-01-01

System-identification methods compose a mathematical model, or series of models, from measurements of inputs and outputs of dynamic systems. The extracted models allow the characterization of the response of the overall aircraft or component subsystem behavior, such as actuators and on-board signal processing algorithms. This paper discusses the use of frequency-domain system-identification methods for the development and integration of aircraft flight-control systems. The extraction and analysis of models of varying complexity from nonparametric frequency-responses to transfer-functions and high-order state-space representations is illustrated using the Comprehensive Identification from FrEquency Responses (CIFER) system-identification facility. Results are presented for test data of numerous flight and simulation programs at the Ames Research Center including rotorcraft, fixed-wing aircraft, advanced short takeoff and vertical landing (ASTOVL), vertical/short takeoff and landing (V/STOL), tiltrotor aircraft, and rotor experiments in the wind tunnel. Excellent system characterization and dynamic response prediction is achieved for this wide class of systems. Examples illustrate the role of system-identification technology in providing an integrated flow of dynamic response data around the entire life-cycle of aircraft development from initial specifications, through simulation and bench testing, and into flight-test optimization.

Parametric study of supersonic STOVL flight characteristics

NASA Technical Reports Server (NTRS)

Rapp, David C.

1985-01-01

A number of different control devices and techniques are evaluated to determine their suitability for increasing the short takeoff performance of a supersonic short-takeoff/vertical landing (STOVL) aircraft. Analysis was based on a rigid-body mathematical model of the General Dynamics E-7, a single engine configuration that utilizes ejectors and thrust deflection for propulsive lift. Alternatives investigated include increased static pitch, the addition of a close-coupled canard, use of boundary layer control to increase the takeoff lift coefficient, and the addition of a vectorable aft fan air nozzle. Other performance studies included the impact of individual E-7 features, the sensitivity to ejector performance, the effect of removing the afterburners, and a determination of optional takeoff and landing transition methods. The results pertain to both the E-7 and other configurations. Several alternatives were not as well suited to the E-7 characteristics as they would be to an alternative configuration, and vice versa. A large amount of supporting data for each analysis is included.

Water striders adjust leg movement speed to optimize takeoff velocity for their morphology.

PubMed

Yang, Eunjin; Son, Jae Hak; Lee, Sang-Im; Jablonski, Piotr G; Kim, Ho-Young

2016-12-07

Water striders are water-walking insects that can jump upwards from the water surface. Quick jumps allow striders to avoid sudden dangers such as predators' attacks, and therefore their jumping is expected to be shaped by natural selection for optimal performance. Related species with different morphological constraints could require different jumping mechanics to successfully avoid predation. Here we show that jumping striders tune their leg rotation speed to reach the maximum jumping speed that water surface allows. We find that the leg stroke speeds of water strider species with different leg morphologies correspond to mathematically calculated morphology-specific optima that maximize vertical takeoff velocity by fully exploiting the capillary force of water. These results improve the understanding of correlated evolution between morphology and leg movements in small jumping insects, and provide a theoretical basis to develop biomimetic technology in semi-aquatic environments.

Water striders adjust leg movement speed to optimize takeoff velocity for their morphology

NASA Astrophysics Data System (ADS)

Yang, Eunjin; Son, Jae Hak; Lee, Sang-Im; Jablonski, Piotr G.; Kim, Ho-Young

2016-12-01

Water striders are water-walking insects that can jump upwards from the water surface. Quick jumps allow striders to avoid sudden dangers such as predators' attacks, and therefore their jumping is expected to be shaped by natural selection for optimal performance. Related species with different morphological constraints could require different jumping mechanics to successfully avoid predation. Here we show that jumping striders tune their leg rotation speed to reach the maximum jumping speed that water surface allows. We find that the leg stroke speeds of water strider species with different leg morphologies correspond to mathematically calculated morphology-specific optima that maximize vertical takeoff velocity by fully exploiting the capillary force of water. These results improve the understanding of correlated evolution between morphology and leg movements in small jumping insects, and provide a theoretical basis to develop biomimetic technology in semi-aquatic environments.

Taxiing, Take-Off, and Landing Simulation of the High Speed Civil Transport Aircraft

NASA Technical Reports Server (NTRS)

Reaves, Mercedes C.; Horta, Lucas G.

1999-01-01

The aircraft industry jointly with NASA is studying enabling technologies for higher speed, longer range aircraft configurations. Higher speeds, higher temperatures, and aerodynamics are driving these newer aircraft configurations towards long, slender, flexible fuselages. Aircraft response during ground operations, although often overlooked, is a concern due to the increased fuselage flexibility. This paper discusses modeling and simulation of the High Speed Civil Transport aircraft during taxiing, take-off, and landing. Finite element models of the airframe for various configurations are used and combined with nonlinear landing gear models to provide a simulation tool to study responses to different ground input conditions. A commercial computer simulation program is used to numerically integrate the equations of motion and to compute estimates of the responses using an existing runway profile. Results show aircraft responses exceeding safe acceptable human response levels.

Noise of a model counterrotation propeller with reduced aft rotor diameter at simulated takeoff/approach conditions (F7/A3)

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Gordon, Eliott B.

1988-01-01

A model high-speed advanced counterrotation propeller, F7/A3, was tested in the NASA Lewis Research Center 9 by 15 foot Anechoic Wind Tunnel at simulated takeoff/approach conditions of 0.2 Mach number. Acoustic measurements were taken with an axially translating microphone probe, and with a polar microphone probe which was fixed to the propeller nacelle and could take both sideline and circumferential acoustic surveys. Aerodynamic measurements were also made to establish propeller operating conditions. The propeller was run at two setting angles (front angle/rear angle) of 36.4/43.5 and 41.1/46.4 degrees, forward rotor tip speeds from 165 to 259 m/sec, rotor spacings from 8.48 to 14.99 cm based on pitch change axis separation, and angles of attack to 16 degrees. The aft rotor diameter was 85 percent of the forward rotor diameter to reduce tip vortex-aft rotor interaction as a major interaction noise source. Results are compared with equal diameter F7/A7 data which was previously obtained under similar operating conditions. The aft rotor-alone tone was 7 dB lower for the reduced diameter aft rotor, due to reduced tip speed at constant rpm. Interaction tone levels for the F7/A3 propeller were higher at minimum row spacing and lower at maximum spacing.

Handling Qualities of Large Rotorcraft in Hover and Low Speed

NASA Technical Reports Server (NTRS)

Malpica, Carlos; Theodore, Colin R.; Lawrence , Ben; Blanken, Chris L.

2015-01-01

According to a number of system studies, large capacity advanced rotorcraft with a capability of high cruise speeds (approx.350 mph) as well as vertical and/or short take-off and landing (V/STOL) flight could alleviate anticipated air transportation capacity issues by making use of non-primary runways, taxiways, and aprons. These advanced aircraft pose a number of design challenges, as well as unknown issues in the flight control and handling qualities domains. A series of piloted simulation experiments have been conducted on the NASA Ames Research Center Vertical Motion Simulator (VMS) in recent years to systematically investigate the fundamental flight control and handling qualities issues associated with the characteristics of large rotorcraft, including tiltrotors, in hover and low-speed maneuvering.

Measurement of Unsteady Blade Surface Pressure on a Single Rotation Large Scale Advanced Prop-fan with Angular and Wake Inflow at Mach Numbers from 0.02 to 0.70

NASA Technical Reports Server (NTRS)

Bushnell, P.; Gruber, M.; Parzych, D.

1988-01-01

Unsteady blade surface pressure data for the Large-Scale Advanced Prop-Fan (LAP) blade operation with angular inflow, wake inflow and uniform flow over a range of inflow Mach numbers of 0.02 to 0.70 is provided. The data are presented as Fourier coefficients for the first 35 harmonics of shaft rotational frequency. Also presented is a brief discussion of the unsteady blade response observed at takeoff and cruise conditions with angular and wake inflow.

Mandibular Advancement Splint as Short-Term Alternative Treatment in Patients with Obstructive Sleep Apnea Already Effectively Treated with Continuous Positive Airway Pressure

PubMed Central

Almeida, Fernanda R.; Mulgrew, Alan; Ayas, Najib; Tsuda, Hiroko; Lowe, Alan A.; Fox, Nurit; Harrison, Sandra; Fleetham, John A.

2013-01-01

Study Objectives: CPAP is used as the first-line treatment for patients with severe OSA, but this machine is not always feasible to use on the long term. We performed a clinical trial to determine whether patients with OSA could use a mandibular advancement splint (MAS) as a short-term treatment alternative to CPAP. Methods: Twenty-two patients adherent with CPAP therapy were recruited to the study. Each patient used the MAS for approximately 4 months. The transition between CPAP to MAS was gradual, and patients were asked to start using MAS together with CPAP during the MAS titration until subjective improvement or maximum mandibular advancement was achieved. Sleepiness (ESS), quality of life (SAQLI), and polysomnography were recorded prior to and after MAS titration. Patients recorded CPAP or MAS usage for the following 3 months. Results: Seven women and 12 men with a mean age of 53.8 (± 12.1) years and mean body mass index of 28.1 (± 4.8) kg/m2 completed the clinical trial. Prior to MAS, CPAP adherence was 5.8 h/night. AHI decreased significantly with MAS use compared to baseline (30.7 ± 23.1 vs 13.2 ± 11; p < 0.01). Fourteen patients (74%) had > 50% decrease in their AHI, while 2 patients had an increase in their AHI. There were no significant differences in SAQLI between MAS and CPAP treatment, while ESS decreased significantly on MAS. MAS self-reported usage was correlated with treatment efficacy (r = 0.52; p < 0.05). Seventy-five percent of the patients reported being sufficiently satisfied with MAS to continue to use it as an alternative short-term therapy. Conclusions: MAS partially or completely reduced sleep disordered breathing in the majority of selected, successfully CPAP-treated severe OSA patients. Many patients can probably effectively use MAS as a short-term treatment alternative to CPAP. Clinical Trial Registration: ClinicalTrials.gov registration number NCT00358605. Commentary: A commentary on this article appears in this issue on page 325

Effects of an Advanced Sleep Schedule and Morning Short Wavelength Light Exposure on Circadian Phase in Young Adults with Late Sleep Schedules

PubMed Central

Sharkey, Katherine M.; Carskadon, Mary A.; Figueiro, Mariana G.; Zhu, Yong; Rea, Mark S.

2011-01-01

Objective We examined the effects of an advanced sleep/wake schedule and morning short wavelength (blue) light in 25 adults (mean age±SD = 21.8±3 years; 13 women) with late sleep schedules and subclinical features of delayed sleep phase syndrome (DSPD). Methods After a baseline week, participants kept individualized, fixed, advanced 7.5-hour sleep schedules for 6 days. Participants were randomly assigned to groups to receive “blue” (470 nm, ~225 lux, n=12) or “dim” (< 1 lux, n=13) light for one hour after waking each day. Head-worn “Daysimeters” measured light exposure; actigraphs and sleep diaries confirmed schedule compliance. Salivary dim light melatonin onset (DLMO), self-reported sleep, and mood were examined with 2×2 ANOVA. Results After 6 days, both groups showed significant circadian phase advances, but morning blue-light was not associated with larger phase shifts than dim-light exposure. The average DLMO advances (mean±SD) were 1.5±1.1 hours in the dim light group and 1.4±0.7 hours in the blue light group. Conclusions Adherence to a fixed advanced sleep/wake schedule resulted in significant circadian phase shifts in young adults with subclinical DSPD with or without morning blue light exposure. Light/dark exposures associated with fixed early sleep schedules are sufficient to advance circadian phase in young adults. PMID:21704557

Effects of an advanced sleep schedule and morning short wavelength light exposure on circadian phase in young adults with late sleep schedules.

PubMed

Sharkey, Katherine M; Carskadon, Mary A; Figueiro, Mariana G; Zhu, Yong; Rea, Mark S

2011-08-01

We examined the effects of an advanced sleep/wake schedule and morning short wavelength (blue) light in 25 adults (mean age±SD=21.8±3 years; 13 women) with late sleep schedules and subclinical features of delayed sleep phase disorder (DSPD). After a baseline week, participants kept individualized, fixed, advanced 7.5-h sleep schedules for 6days. Participants were randomly assigned to groups to receive "blue" (470nm, ∼225lux, n=12) or "dim" (<1lux, n=13) light for 1h after waking each day. Head-worn "Daysimeters" measured light exposure; actigraphs and sleep diaries confirmed schedule compliance. Salivary dim light melatonin onset (DLMO), self-reported sleep, and mood were examined with 2×2 ANOVA. After 6days, both groups showed significant circadian phase advances, but morning blue light was not associated with larger phase shifts than dim-light exposure. The average DLMO advances (mean±SD) were 1.5±1.1h in the dim light group and 1.4±0.7h in the blue light group. Adherence to a fixed advanced sleep/wake schedule resulted in significant circadian phase shifts in young adults with subclinical DSPD with or without morning blue light exposure. Light/dark exposures associated with fixed early sleep schedules are sufficient to advance circadian phase in young adults. Copyright © 2011 Elsevier B.V. All rights reserved.

Static internal performance of ventral and rear nozzle concepts for short-takeoff and vertical-landing aircraft

NASA Technical Reports Server (NTRS)

Re, Richard J.; Carson, George T., Jr.

1991-01-01

The internal performance of two exhaust system concepts applicable to single-engine short-take-off and vertical-landing tactical fighter configurations was investigated. These concepts involved blocking (or partially blocking) tailpipe flow to the rear (cruise) nozzle and diverting it through an opening to a ventral nozzle exit for vertical thrust. A set of variable angle vanes at the ventral nozzle exit were used to vary ventral nozzle thrust angle between 45 and 110 deg relative to the positive axial force direction. In the vertical flight mode the rear nozzle (or tailpipe flow to it) was completely blocked. In the transition flight mode flow in the tailpipe was split between the rear and ventral nozzles and the flow was vectored at both exits for aircraft control purposes through this flight regime. In the cruise flight mode the ventral nozzle was sealed and all flow exited through the rear nozzle.

CTOL Transport Technology, 1978. [conferences

NASA Technical Reports Server (NTRS)

1978-01-01

Technology associated with advanced conventional takeoff and landing transport aircraft is discussed. Topics covered include: advanced aerodynamics and active controls; operations and safety; and advanced systems. Emphasis is placed on increased energy efficiency.

The short-term outcomes of induction SOX (S-1 + oxaliplatin) ± cetuximab chemotherapy followed by short-course chemoradiotherapy in patients with poor-risk locally advanced rectal cancer.

PubMed

Beppu, Naohito; Yoshie, Hidenori; Kimura, Fumihiko; Aihara, Tsukasa; Doi, Hiroshi; Kamikonya, Norihiko; Matsubara, Nagahide; Tomita, Naohiro; Yanagi, Hidenori; Yamanaka, Naoki

2016-10-01

To evaluate the safety and efficacy of induction SOX (S-1 + oxaliplatin) ± cetuximab chemotherapy followed by short-course chemoradiotherapy and surgery in patients with poor-risk locally advanced rectal cancer. We enrolled eligible patients with poor-risk rectal cancer defined as T3 lower rectal cancer with mesorectal fascia involvement, T4a or T4b tumors or cases with lateral lymph node swelling. The primary endpoint was a pathological complete response (pCR), and the secondary endpoints were the objective response rate (ORR) and the pathological high response rate (Grade 2 plus 3). Twenty eligible patients were enrolled. The majority (75.0 %, 15/20) of the patients completed four cycles of induction chemotherapy, and all patients completed the radiotherapy (25 Gy/10 fractions/5 days). The global rate of Grade 3-4 toxicities was 30.0 % (6/20 patients). The ORRs were 85.0 % (17/20) and 95.0 % (19/20) in the patients who underwent R0 and R1 resection, respectively. The pathological high response rate was 70.0 % (14/20) and the pCR was 10.0 % (2/20). The regimen of induction SOX (S-1 + oxaliplatin) ± cetuximab chemotherapy followed by short-course chemoradiotherapy is safe and is associated with good tumor regression in patients with poor-risk locally advanced rectal cancer.

Eclipse project QF-106 and C-141A takeoff on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW ROPE TAKEOFF - The Kelly Space & Technology (KST)/USAF Eclipse project's modified QF-106 and a USAF C-141A takeoff for the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Theseus on Take-off for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft takes off for its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden

An evaluation of composite propulsion for single-stage-to-orbit vehicles designed for horizontal take-off

NASA Technical Reports Server (NTRS)

Martin, J. A.

1977-01-01

Composite propulsion was analyzed for single-stage-to-orbit vehicles designed for horizontal take-off. Trajectory, geometric, and mass analyses were performed to establish the orbital payload capability of six engines. The results indicated that none of the engines performed adequately to deliver payloads to orbit as analyzed. The single-stage turbine and oxidizer-rich gas generator resulted in a low engine specific impulse, and the performance increment of the ejector subsystem was less than that of a separate rocket system with a high combustion pressure. There was a benefit from incorporating a fan into the engine, and removal of the fan from the airstream during the ramjet mode increased the orbital payload capability.

Obstructive sleep apnea syndrome in a pubescent boy of short stature was improved with an orthodontic mandibular advancement oral appliance: a case report.

PubMed

Ito, Shin; Otake, Hironao; Tsuiki, Satoru; Miyao, Etsuko; Noda, Akiko

2015-01-15

We report a 16-year-old pubescent pediatric patient with obstructive sleep apnea syndrome (OSAS) and short stature whose apnea hypopnea index (AHI) was significantly reduced following the use of an orthodontic oral appliance that advances the mandible ventrally. The mandible was advanced 64% of the maximal mandibular protrusive position with use of the appliance over a 3-year period. The patient's AHI without the appliance in place decreased from 101.6/h at baseline to 11/h after treatment. Moreover, the patient's height increased 14 cm during treatment, resulting in height close to the average height for his age. Cephalometric analysis revealed an improvement in his retrognathic mandible and proclination of the upper front teeth. In conclusion, an orthodontic mandibular advancement oral appliance played an important role not only in improving the patient's OSAS but also in normalizing his physical growth during puberty. © 2015 American Academy of Sleep Medicine.

Beta 2: A near term, fully reusable, horizontal takeoff and landing two-stage-to-orbit launch vehicle concept

NASA Technical Reports Server (NTRS)

Burkardt, Leo A.

1992-01-01

A recent study has confirmed the feasibility of a near term, fully reusable, horizontal takeoff and landing two-stage-to-orbit (TSTO) launch vehicle concept. The vehicle stages at Mach 6.5. The first stage is powered by a turboramjet propulsion system with the turbojets being fueled by JP and the ramjet by LH2. The second stage is powered by a space shuttle main engine (SSME) rocket engine. For about the same gross weight as growth versions of the 747, the vehicle can place 10,000 lbm. in low polar orbit or 16,000 lbm. to Space Station Freedom.

All-sky search for short gravitational-wave bursts in the first Advanced LIGO run

NASA Astrophysics Data System (ADS)

Abbott, B. P.; Abbott, R.; Abbott, T. D.; Abernathy, M. R.; Acernese, F.; Ackley, K.; Adams, C.; Adams, T.; Addesso, P.; Adhikari, R. X.; Adya, V. B.; Affeldt, C.; Agathos, M.; Agatsuma, K.; Aggarwal, N.; Aguiar, O. D.; Aiello, L.; Ain, A.; Allen, B.; Allocca, A.; Altin, P. A.; Ananyeva, A.; Anderson, S. B.; Anderson, W. G.; Appert, S.; Arai, K.; Araya, M. C.; Areeda, J. S.; Arnaud, N.; Arun, K. G.; Ascenzi, S.; Ashton, G.; Ast, M.; Aston, S. M.; Astone, P.; Aufmuth, P.; Aulbert, C.; Avila-Alvarez, A.; Babak, S.; Bacon, P.; Bader, M. K. M.; Baker, P. T.; Baldaccini, F.; Ballardin, G.; Ballmer, S. W.; Barayoga, J. C.; Barclay, S. E.; Barish, B. C.; Barker, D.; Barone, F.; Barr, B.; Barsotti, L.; Barsuglia, M.; Barta, D.; Bartlett, J.; Bartos, I.; Bassiri, R.; Basti, A.; Batch, J. C.; Baune, C.; Bavigadda, V.; Bazzan, M.; Beer, C.; Bejger, M.; Belahcene, I.; Belgin, M.; Bell, A. S.; Berger, B. K.; Bergmann, G.; Berry, C. P. L.; Bersanetti, D.; Bertolini, A.; Betzwieser, J.; Bhagwat, S.; Bhandare, R.; Bilenko, I. A.; Billingsley, G.; Billman, C. R.; Birch, J.; Birney, R.; Birnholtz, O.; Biscans, S.; Bisht, A.; Bitossi, M.; Biwer, C.; Bizouard, M. A.; Blackburn, J. K.; Blackman, J.; Blair, C. D.; Blair, D. G.; Blair, R. M.; Bloemen, S.; Bock, O.; Boer, M.; Bogaert, G.; Bohe, A.; Bondu, F.; Bonnand, R.; Boom, B. A.; Bork, R.; Boschi, V.; Bose, S.; Bouffanais, Y.; Bozzi, A.; Bradaschia, C.; Brady, P. R.; Braginsky, V. B.; Branchesi, M.; Brau, J. E.; Briant, T.; Brillet, A.; Brinkmann, M.; Brisson, V.; Brockill, P.; Broida, J. E.; Brooks, A. F.; Brown, D. A.; Brown, D. D.; Brown, N. M.; Brunett, S.; Buchanan, C. C.; Buikema, A.; Bulik, T.; Bulten, H. J.; Buonanno, A.; Buskulic, D.; Buy, C.; Byer, R. L.; Cabero, M.; Cadonati, L.; Cagnoli, G.; Cahillane, C.; Calderón Bustillo, J.; Callister, T. A.; Calloni, E.; Camp, J. B.; Canepa, M.; Cannon, K. C.; Cao, H.; Cao, J.; Capano, C. D.; Capocasa, E.; Carbognani, F.; Caride, S.; Casanueva Diaz, J.; Casentini, C.; Caudill, S.; Cavaglià, M.; Cavalier, F.; Cavalieri, R.; Cella, G.; Cepeda, C. B.; Cerboni Baiardi, L.; Cerretani, G.; Cesarini, E.; Chamberlin, S. J.; Chan, M.; Chao, S.; Charlton, P.; Chassande-Mottin, E.; Cheeseboro, B. D.; Chen, H. Y.; Chen, Y.; Cheng, H.-P.; Chincarini, A.; Chiummo, A.; Chmiel, T.; Cho, H. S.; Cho, M.; Chow, J. H.; Christensen, N.; Chu, Q.; Chua, A. J. K.; Chua, S.; Chung, S.; Ciani, G.; Clara, F.; Clark, J. A.; Cleva, F.; Cocchieri, C.; Coccia, E.; Cohadon, P.-F.; Colla, A.; Collette, C. G.; Cominsky, L.; Constancio, M.; Conti, L.; Cooper, S. J.; Corbitt, T. R.; Cornish, N.; Corsi, A.; Cortese, S.; Costa, C. A.; Coughlin, M. W.; Coughlin, S. B.; Coulon, J.-P.; Countryman, S. T.; Couvares, P.; Covas, P. B.; Cowan, E. E.; Coward, D. M.; Cowart, M. J.; Coyne, D. C.; Coyne, R.; Creighton, J. D. E.; Creighton, T. D.; Cripe, J.; Crowder, S. G.; Cullen, T. J.; Cumming, A.; Cunningham, L.; Cuoco, E.; Dal Canton, T.; Danilishin, S. L.; D'Antonio, S.; Danzmann, K.; Dasgupta, A.; Da Silva Costa, C. F.; Dattilo, V.; Dave, I.; Davier, M.; Davies, G. S.; Davis, D.; Daw, E. J.; Day, B.; Day, R.; De, S.; DeBra, D.; Debreczeni, G.; Degallaix, J.; De Laurentis, M.; Deléglise, S.; Del Pozzo, W.; Denker, T.; Dent, T.; Dergachev, V.; De Rosa, R.; DeRosa, R. T.; DeSalvo, R.; Devenson, J.; Devine, R. C.; Dhurandhar, S.; Díaz, M. C.; Di Fiore, L.; Di Giovanni, M.; Di Girolamo, T.; Di Lieto, A.; Di Pace, S.; Di Palma, I.; Di Virgilio, A.; Doctor, Z.; Dolique, V.; Donovan, F.; Dooley, K. L.; Doravari, S.; Dorrington, I.; Douglas, R.; Dovale Álvarez, M.; Downes, T. P.; Drago, M.; Drever, R. W. P.; Driggers, J. C.; Du, Z.; Ducrot, M.; Dwyer, S. E.; Edo, T. B.; Edwards, M. C.; Effler, A.; Eggenstein, H.-B.; Ehrens, P.; Eichholz, J.; Eikenberry, S. S.; Eisenstein, R. A.; Essick, R. C.; Etienne, Z.; Etzel, T.; Evans, M.; Evans, T. M.; Everett, R.; Factourovich, M.; Fafone, V.; Fair, H.; Fairhurst, S.; Fan, X.; Farinon, S.; Farr, B.; Farr, W. M.; Fauchon-Jones, E. J.; Favata, M.; Fays, M.; Fehrmann, H.; Fejer, M. M.; Fernández Galiana, A.; Ferrante, I.; Ferreira, E. C.; Ferrini, F.; Fidecaro, F.; Fiori, I.; Fiorucci, D.; Fisher, R. P.; Flaminio, R.; Fletcher, M.; Fong, H.; Forsyth, S. S.; Fournier, J.-D.; Frasca, S.; Frasconi, F.; Frei, Z.; Freise, A.; Frey, R.; Frey, V.; Fries, E. M.; Fritschel, P.; Frolov, V. V.; Fulda, P.; Fyffe, M.; Gabbard, H.; Gadre, B. U.; Gaebel, S. M.; Gair, J. R.; Gammaitoni, L.; Gaonkar, S. G.; Garufi, F.; Gaur, G.; Gayathri, V.; Gehrels, N.; Gemme, G.; Genin, E.; Gennai, A.; George, J.; Gergely, L.; Germain, V.; Ghonge, S.; Ghosh, Abhirup; Ghosh, Archisman; Ghosh, S.; Giaime, J. A.; Giardina, K. D.; Giazotto, A.; Gill, K.; Glaefke, A.; Goetz, E.; Goetz, R.; Gondan, L.; González, G.; Gonzalez Castro, J. M.; Gopakumar, A.; Gorodetsky, M. L.; Gossan, S. E.; Gosselin, M.; Gouaty, R.; Grado, A.; Graef, C.; Granata, M.; Grant, A.; Gras, S.; Gray, C.; Greco, G.; Green, A. C.; Groot, P.; Grote, H.; Grunewald, S.; Guidi, G. M.; Guo, X.; Gupta, A.; Gupta, M. K.; Gushwa, K. E.; Gustafson, E. K.; Gustafson, R.; Hacker, J. J.; Hall, B. R.; Hall, E. D.; Hammond, G.; Haney, M.; Hanke, M. M.; Hanks, J.; Hanna, C.; Hanson, J.; Hardwick, T.; Harms, J.; Harry, G. M.; Harry, I. W.; Hart, M. J.; Hartman, M. T.; Haster, C.-J.; Haughian, K.; Healy, J.; Heidmann, A.; Heintze, M. C.; Heitmann, H.; Hello, P.; Hemming, G.; Hendry, M.; Heng, I. S.; Hennig, J.; Henry, J.; Heptonstall, A. W.; Heurs, M.; Hild, S.; Hoak, D.; Hofman, D.; Holt, K.; Holz, D. E.; Hopkins, P.; Hough, J.; Houston, E. A.; Howell, E. J.; Hu, Y. M.; Huerta, E. A.; Huet, D.; Hughey, B.; Husa, S.; Huttner, S. H.; Huynh-Dinh, T.; Indik, N.; Ingram, D. R.; Inta, R.; Isa, H. N.; Isac, J.-M.; Isi, M.; Isogai, T.; Iyer, B. R.; Izumi, K.; Jacqmin, T.; Jani, K.; Jaranowski, P.; Jawahar, S.; Jiménez-Forteza, F.; Johnson, W. W.; Jones, D. I.; Jones, R.; Jonker, R. J. G.; Ju, L.; Junker, J.; Kalaghatgi, C. V.; Kandhasamy, S.; Kang, G.; Kanner, J. B.; Karki, S.; Karvinen, K. S.; Kasprzack, M.; Katsavounidis, E.; Katzman, W.; Kaufer, S.; Kaur, T.; Kawabe, K.; Kéfélian, F.; Keitel, D.; Kelley, D. B.; Kennedy, R.; Key, J. S.; Khalili, F. Y.; Khan, I.; Khan, S.; Khan, Z.; Khazanov, E. A.; Kijbunchoo, N.; Kim, Chunglee; Kim, J. C.; Kim, Whansun; Kim, W.; Kim, Y.-M.; Kimbrell, S. J.; King, E. J.; King, P. J.; Kirchhoff, R.; Kissel, J. S.; Klein, B.; Kleybolte, L.; Klimenko, S.; Koch, P.; Koehlenbeck, S. M.; Koley, S.; Kondrashov, V.; Kontos, A.; Korobko, M.; Korth, W. Z.; Kowalska, I.; Kozak, D. B.; Krämer, C.; Kringel, V.; Krishnan, B.; Królak, A.; Kuehn, G.; Kumar, P.; Kumar, R.; Kuo, L.; Kutynia, A.; Lackey, B. D.; Landry, M.; Lang, R. N.; Lange, J.; Lantz, B.; Lanza, R. K.; Lartaux-Vollard, A.; Lasky, P. D.; Laxen, M.; Lazzarini, A.; Lazzaro, C.; Leaci, P.; Leavey, S.; Lebigot, E. O.; Lee, C. H.; Lee, H. K.; Lee, H. M.; Lee, K.; Lehmann, J.; Lenon, A.; Leonardi, M.; Leong, J. R.; Leroy, N.; Letendre, N.; Levin, Y.; Li, T. G. F.; Libson, A.; Littenberg, T. B.; Liu, J.; Lockerbie, N. A.; Lombardi, A. L.; London, L. T.; Lord, J. E.; Lorenzini, M.; Loriette, V.; Lormand, M.; Losurdo, G.; Lough, J. D.; Lovelace, G.; Lück, H.; Lundgren, A. P.; Lynch, R.; Ma, Y.; Macfoy, S.; Machenschalk, B.; MacInnis, M.; Macleod, D. M.; Magaña-Sandoval, F.; Majorana, E.; Maksimovic, I.; Malvezzi, V.; Man, N.; Mandic, V.; Mangano, V.; Mansell, G. L.; Manske, M.; Mantovani, M.; Marchesoni, F.; Marion, F.; Márka, S.; Márka, Z.; Markosyan, A. S.; Maros, E.; Martelli, F.; Martellini, L.; Martin, I. W.; Martynov, D. V.; Mason, K.; Masserot, A.; Massinger, T. J.; Masso-Reid, M.; Mastrogiovanni, S.; Matichard, F.; Matone, L.; Mavalvala, N.; Mazumder, N.; McCarthy, R.; McClelland, D. E.; McCormick, S.; McGrath, C.; McGuire, S. C.; McIntyre, G.; McIver, J.; McManus, D. J.; McRae, T.; McWilliams, S. T.; Meacher, D.; Meadors, G. D.; Meidam, J.; Melatos, A.; Mendell, G.; Mendoza-Gandara, D.; Mercer, R. A.; Merilh, E. L.; Merzougui, M.; Meshkov, S.; Messenger, C.; Messick, C.; Metzdorff, R.; Meyers, P. M.; Mezzani, F.; Miao, H.; Michel, C.; Middleton, H.; Mikhailov, E. E.; Milano, L.; Miller, A. L.; Miller, A.; Miller, B. B.; Miller, J.; Millhouse, M.; Minenkov, Y.; Ming, J.; Mirshekari, S.; Mishra, C.; Mitra, S.; Mitrofanov, V. P.; Mitselmakher, G.; Mittleman, R.; Moggi, A.; Mohan, M.; Mohapatra, S. R. P.; Montani, M.; Moore, B. C.; Moore, C. J.; Moraru, D.; Moreno, G.; Morriss, S. R.; Mours, B.; Mow-Lowry, C. M.; Mueller, G.; Muir, A. W.; Mukherjee, Arunava; Mukherjee, D.; Mukherjee, S.; Mukund, N.; Mullavey, A.; Munch, J.; Muniz, E. A. M.; Murray, P. G.; Mytidis, A.; Napier, K.; Nardecchia, I.; Naticchioni, L.; Nelemans, G.; Nelson, T. J. N.; Neri, M.; Nery, M.; Neunzert, A.; Newport, J. M.; Newton, G.; Nguyen, T. T.; Nissanke, S.; Nitz, A.; Noack, A.; Nocera, F.; Nolting, D.; Normandin, M. E. N.; Nuttall, L. K.; Oberling, J.; Ochsner, E.; Oelker, E.; Ogin, G. H.; Oh, J. J.; Oh, S. H.; Ohme, F.; Oliver, M.; Oppermann, P.; Oram, Richard J.; O'Reilly, B.; O'Shaughnessy, R.; Ottaway, D. J.; Overmier, H.; Owen, B. J.; Pace, A. E.; Page, J.; Pai, A.; Pai, S. A.; Palamos, J. R.; Palashov, O.; Palomba, C.; Pal-Singh, A.; Pan, H.; Pankow, C.; Pannarale, F.; Pant, B. C.; Paoletti, F.; Paoli, A.; Papa, M. A.; Paris, H. R.; Parker, W.; Pascucci, D.; Pasqualetti, A.; Passaquieti, R.; Passuello, D.; Patricelli, B.; Pearlstone, B. L.; Pedraza, M.; Pedurand, R.; Pekowsky, L.; Pele, A.; Penn, S.; Perez, C. J.; Perreca, A.; Perri, L. M.; Pfeiffer, H. P.; Phelps, M.; Piccinni, O. J.; Pichot, M.; Piergiovanni, F.; Pierro, V.; Pillant, G.; Pinard, L.; Pinto, I. M.; Pitkin, M.; Poe, M.; Poggiani, R.; Popolizio, P.; Post, A.; Powell, J.; Prasad, J.; Pratt, J. W. W.; Predoi, V.; Prestegard, T.; Prijatelj, M.; Principe, M.; Privitera, S.; Prodi, G. A.; Prokhorov, L. G.; Puncken, O.; Punturo, M.; Puppo, P.; Pürrer, M.; Qi, H.; Qin, J.; Qiu, S.; Quetschke, V.; Quintero, E. A.; Quitzow-James, R.; Raab, F. J.; Rabeling, D. S.; Radkins, H.; Raffai, P.; Raja, S.; Rajan, C.; Rakhmanov, M.; Rapagnani, P.; Raymond, V.; Razzano, M.; Re, V.; Read, J.; Regimbau, T.; Rei, L.; Reid, S.; Reitze, D. H.; Rew, H.; Reyes, S. D.; Rhoades, E.; Ricci, F.; Riles, K.; Rizzo, M.; Robertson, N. A.; Robie, R.; Robinet, F.; Rocchi, A.; Rolland, L.; Rollins, J. G.; Roma, V. J.; Romano, R.; Romie, J. H.; Rosińska, D.; Rowan, S.; Rüdiger, A.; Ruggi, P.; Ryan, K.; Sachdev, S.; Sadecki, T.; Sadeghian, L.; Sakellariadou, M.; Salconi, L.; Saleem, M.; Salemi, F.; Samajdar, A.; Sammut, L.; Sampson, L. M.; Sanchez, E. J.; Sandberg, V.; Sanders, J. R.; Sassolas, B.; Sathyaprakash, B. S.; Saulson, P. R.; Sauter, O.; Savage, R. L.; Sawadsky, A.; Schale, P.; Scheuer, J.; Schmidt, E.; Schmidt, J.; Schmidt, P.; Schnabel, R.; Schofield, R. M. S.; Schönbeck, A.; Schreiber, E.; Schuette, D.; Schutz, B. F.; Schwalbe, S. G.; Scott, J.; Scott, S. M.; Sellers, D.; Sengupta, A. S.; Sentenac, D.; Sequino, V.; Sergeev, A.; Setyawati, Y.; Shaddock, D. A.; Shaffer, T. J.; Shahriar, M. S.; Shapiro, B.; Shawhan, P.; Sheperd, A.; Shoemaker, D. H.; Shoemaker, D. M.; Siellez, K.; Siemens, X.; Sieniawska, M.; Sigg, D.; Silva, A. D.; Singer, A.; Singer, L. P.; Singh, A.; Singh, R.; Singhal, A.; Sintes, A. M.; Slagmolen, B. J. J.; Smith, B.; Smith, J. R.; Smith, R. J. E.; Son, E. J.; Sorazu, B.; Sorrentino, F.; Souradeep, T.; Spencer, A. P.; Srivastava, A. K.; Staley, A.; Steinke, M.; Steinlechner, J.; Steinlechner, S.; Steinmeyer, D.; Stephens, B. C.; Stevenson, S. P.; Stone, R.; Strain, K. A.; Straniero, N.; Stratta, G.; Strigin, S. E.; Sturani, R.; Stuver, A. L.; Summerscales, T. Z.; Sun, L.; Sunil, S.; Sutton, P. J.; Swinkels, B. L.; Szczepańczyk, M. J.; Tacca, M.; Talukder, D.; Tanner, D. B.; Tápai, M.; Taracchini, A.; Taylor, R.; Theeg, T.; Thomas, E. G.; Thomas, M.; Thomas, P.; Thorne, K. A.; Thrane, E.; Tippens, T.; Tiwari, S.; Tiwari, V.; Tokmakov, K. V.; Toland, K.; Tomlinson, C.; Tonelli, M.; Tornasi, Z.; Torrie, C. I.; Töyrä, D.; Travasso, F.; Traylor, G.; Trifirò, D.; Trinastic, J.; Tringali, M. C.; Trozzo, L.; Tse, M.; Tso, R.; Turconi, M.; Tuyenbayev, D.; Ugolini, D.; Unnikrishnan, C. S.; Urban, A. L.; Usman, S. A.; Vahlbruch, H.; Vajente, G.; Valdes, G.; van Bakel, N.; van Beuzekom, M.; van den Brand, J. F. J.; Van Den Broeck, C.; Vander-Hyde, D. C.; van der Schaaf, L.; van Heijningen, J. V.; van Veggel, A. A.; Vardaro, M.; Varma, V.; Vass, S.; Vasúth, M.; Vecchio, A.; Vedovato, G.; Veitch, J.; Veitch, P. J.; Venkateswara, K.; Venugopalan, G.; Verkindt, D.; Vetrano, F.; Viceré, A.; Viets, A. D.; Vinciguerra, S.; Vine, D. J.; Vinet, J.-Y.; Vitale, S.; Vo, T.; Vocca, H.; Vorvick, C.; Voss, D. V.; Vousden, W. D.; Vyatchanin, S. P.; Wade, A. R.; Wade, L. E.; Wade, M.; Walker, M.; Wallace, L.; Walsh, S.; Wang, G.; Wang, H.; Wang, M.; Wang, Y.; Ward, R. L.; Warner, J.; Was, M.; Watchi, J.; Weaver, B.; Wei, L.-W.; Weinert, M.; Weinstein, A. J.; Weiss, R.; Wen, L.; Weßels, P.; Westphal, T.; Wette, K.; Whelan, J. T.; Whiting, B. F.; Whittle, C.; Williams, D.; Williams, R. D.; Williamson, A. R.; Willis, J. L.; Willke, B.; Wimmer, M. H.; Winkler, W.; Wipf, C. C.; Wittel, H.; Woan, G.; Woehler, J.; Worden, J.; Wright, J. L.; Wu, D. S.; Wu, G.; Yam, W.; Yamamoto, H.; Yancey, C. C.; Yap, M. J.; Yu, Hang; Yu, Haocun; Yvert, M.; ZadroŻny, A.; Zangrando, L.; Zanolin, M.; Zendri, J.-P.; Zevin, M.; Zhang, L.; Zhang, M.; Zhang, T.; Zhang, Y.; Zhao, C.; Zhou, M.; Zhou, Z.; Zhu, S. J.; Zhu, X. J.; Zucker, M. E.; Zweizig, J.; LIGO Scientific Collaboration; Virgo Collaboration

2017-02-01

We present the results from an all-sky search for short-duration gravitational waves in the data of the first run of the Advanced LIGO detectors between September 2015 and January 2016. The search algorithms use minimal assumptions on the signal morphology, so they are sensitive to a wide range of sources emitting gravitational waves. The analyses target transient signals with duration ranging from milliseconds to seconds over the frequency band of 32 to 4096 Hz. The first observed gravitational-wave event, GW150914, has been detected with high confidence in this search; the other known gravitational-wave event, GW151226, falls below the search's sensitivity. Besides GW150914, all of the search results are consistent with the expected rate of accidental noise coincidences. Finally, we estimate rate-density limits for a broad range of non-binary-black-hole transient gravitational-wave sources as a function of their gravitational radiation emission energy and their characteristic frequency. These rate-density upper limits are stricter than those previously published by an order of magnitude.

Genetic Evaluation of Short Stature

PubMed Central

Rosenfeld, Ron G.

2014-01-01

Context: Genetics plays a major role in determining an individual's height. Although there are many monogenic disorders that lead to perturbations in growth and result in short stature, there is still no consensus as to the role that genetic diagnostics should play in the evaluation of a child with short stature. Evidence Acquisition: A search of PubMed was performed, focusing on the genetic diagnosis of short stature as well as on specific diagnostic subgroups included in this article. Consensus guidelines were reviewed. Evidence Synthesis: There are a multitude of rare genetic causes of severe short stature. There is no high-quality evidence to define the optimal approach to the genetic evaluation of short stature. We review genetic etiologies of a number of diagnostic subgroups and propose an algorithm for genetic testing based on these subgroups. Conclusion: Advances in genomic technologies are revolutionizing the diagnostic approach to short stature. Endocrinologists must become facile with the use of genetic testing in order to identify the various monogenic disorders that present with short stature. PMID:24915122

Preoperative Short-Course Concurrent Chemoradiation Therapy Followed by Delayed Surgery for Locally Advanced Rectal Cancer: A Phase 2 Multicenter Study (KROG 10-01)

DOE Office of Scientific and Technical Information (OSTI.GOV)

Yeo, Seung-Gu; Department of Radiation Oncology, Soonchunhyang University College of Medicine, Cheonan; Oh, Jae Hwan

Purpose: A prospective phase 2 multicenter trial was performed to investigate the efficacy and safety of preoperative short-course concurrent chemoradiation therapy (CRT) followed by delayed surgery for patients with locally advanced rectal cancer. Methods and Materials: Seventy-three patients with cT3-4 rectal cancer were enrolled. Radiation therapy of 25 Gy in 5 fractions was delivered over 5 consecutive days using helical tomotherapy. Concurrent chemotherapy was administered on the same 5 days with intravenous bolus injection of 5-fluorouracil (400 mg/m{sup 2}/day) and leucovorin (20 mg/m{sup 2}/day). After 4 to 8 weeks, total mesorectal excision was performed. The primary endpoint was the pathologicmore » downstaging (ypStage 0-I) rate, and secondary endpoints included tumor regression grade, tumor volume reduction rate, and toxicity. Results: Seventy-one patients completed the planned preoperative CRT and surgery. Downstaging occurred in 20 (28.2%) patients, including 1 (1.4%) with a pathologic complete response. Favorable tumor regression (grade 4-3) was observed in 4 (5.6%) patients, and the mean tumor volume reduction rate was 62.5 ± 21.3%. Severe (grade ≥3) treatment toxicities were reported in 27 (38%) patients from CRT until 3 months after surgery. Conclusions: Preoperative short-course concurrent CRT followed by delayed surgery for patients with locally advanced rectal cancer demonstrated poor pathologic responses compared with conventional long-course CRT, and it yielded considerable toxicities despite the use of an advanced radiation therapy technique.« less

Quiet Clean Short-haul Experimental Engine (QCSEE) over-the-wing engine and control simulation results

NASA Technical Reports Server (NTRS)

1978-01-01

A hybrid-computer simulation of the over the wing turbofan engine was constructed to develop the dynamic design of the control. This engine and control system includes a full authority digital electronic control using compressor stator reset to achieve fast thrust response and a modified Kalman filter to correct for sensor failures. Fast thrust response for powered-lift operations and accurate, fast responding, steady state control of the engine is provided. Simulation results for throttle bursts from 62 to 100 percent takeoff thrust predict that the engine will accelerate from 62 to 95 percent takeoff thrust in one second.

Unsteady blade-surface pressures on a large-scale advanced propeller: Prediction and data

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Groeneweg, J. F.

1990-01-01

An unsteady 3-D Euler analysis technique is employed to compute the flow field of an advanced propeller operating at an angle of attack. The predicted blade pressure waveforms are compared with wind tunnel data at two Mach numbers, 0.5 and 0.2. The inflow angle is three degrees. For an inflow Mach number of 0.5, the predicted pressure response is in fair agreement with data: the predicted phases of the waveforms are in close agreement with data while the magnitudes are underpredicted. At the low Mach number of 0.2 (takeoff), the numerical solution shows the formation of a leading edge vortex which is in qualitative agreement with measurements. However, the highly nonlinear pressure response measured on the blade suction surface is not captured in the present inviscid analysis.

Unsteady blade surface pressures on a large-scale advanced propeller - Prediction and data

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Groeneweg, J. F.

1990-01-01

An unsteady three dimensional Euler analysis technique is employed to compute the flowfield of an advanced propeller operating at an angle of attack. The predicted blade pressure waveforms are compared with wind tunnel data at two Mach numbers, 0.5 and 0.2. The inflow angle is three degrees. For an inflow Mach number of 0.5, the predicted pressure response is in fair agreement with data: the predicted phases of the waveforms are in close agreement with data while the magnitudes are underpredicted. At the low Mach number of 0.2 (take-off) the numerical solution shows the formation of a leading edge vortex which is in qualitative agreement with measurements. However, the highly nonlinear pressure response measured on the blade suction surface is not captured in the present inviscid analysis.

Feedback Control of a Morphing Chevron for Takeoff and Cruise Noise Reduction

NASA Technical Reports Server (NTRS)

Cabell, Randolph H.; Schiller, Noah H.; Mabe, James H.; Ruggeri, Robert T.; Butler, G. W.

2004-01-01

Noise from commercial high-bypass ratio turbofan engines is generated by turbulent mixing of the hot jet exhaust, fan stream, and ambient air. Serrated aerodynamic devices, known as chevrons, along the trailing edges of a jet engine primary and secondary exhaust nozzle have been shown to reduce jet noise at takeoff and shock-cell noise at cruise conditions. Their optimum shape is a finely tuned compromise between noise-benefit and thrust-loss. The design of a full scale Variable Geometry Chevron (VGC) fan-nozzle incorporating Shape Memory Alloy (SMA) actuators is described in a companion paper. This paper describes the development and testing of a proportional-integral control system that regulates the heating of the SMA actuators to control the VGC s tip immersion. The VGC and control system were tested under representative flow conditions in Boeing s Nozzle Test Facility (NTF). Results from the NTF test which demonstrate controllable immersion of the VGC are described. The paper also describes the correlation between strains and temperatures on the chevron with a photogrammetric measurement of the chevron's tip immersion.

Crew factors in flight operations 2: Psychophysiological responses to short-haul air transport operations

NASA Technical Reports Server (NTRS)

Gander, Philippa H.; Graeber, R. Curtis; Foushee, H. Clayton; Lauber, John K.; Connell, Linda J.

1994-01-01

Seventy-four pilots were monitored before, during, and after 3- or 4-day commercial short-haul trip patterns. The trips studied averaged 10.6 hr of duty per day with 4.5 hr of flight time and 5.5 flight segments. The mean rest period lasted 12.5 hr and occurred progressively earlier across successive days. On trip nights, subjects took longer to fall asleep, slept less, woke earlier, and reported lighter, poorer sleep with more awakenings than on pretrip nights. During layovers, subjective fatigue and negative affect were higher, and positive affect and activation lower, than during pretrip, in-flight, or posttrip. Pilots consumed more caffeine, alcohol, and snacks on trip days than either pretrip or posttrip. Increases in heart rate over mid-cruise were observed during descent and landing, and were greater for the pilot flying. Heart-rate increases were greater during takeoff and descent under instrument meteorological conditions (IMC) than under visual meteorological conditions (VMC). The following would be expected to reduce fatigue in short-haul operations: regulating duty hours, as well as flight hours; scheduling rest periods to begin at the same time of day, or progressively later, across the days of a trip; and educating pilots about alternatives to alcohol as a means of relaxing before sleep.

Integration of Rotor Aerodynamic Optimization with the Conceptual Design of a Large Civil Tiltrotor

DTIC Science & Technology

2010-01-01

Rotor MCP Maximum Continuous Power MRP Maximum Rated Power (take-off power) NDARC NASA Design and Analysis of Rotorcraft OEI One Engine Inoperative...OGE Out of Ground Effect SFC Specific Fuel Consumption SNI Simultaneous Non-Interfering approach STOL Short Takeoff and Landing VTOL Vertical...that are assembled into a complete aircraft model. NDARC is designed for high computational efficiency. Performance is calculated with physics- based

Teachable Anthologies of Short Fiction for Developmental Students.

ERIC Educational Resources Information Center

Ngovo, Bernard L.

2002-01-01

Explains the rationale for including short fiction in the curricula for two college developmental reading classes and describes the features of the anthologies used. Suggests the use of the middle and the advanced levels of "Best Short Stories" published by Jamestown Publishers. Notes that these anthologies contain features that make…

Force balance in the take-off of a pierid butterfly: relative importance and timing of leg impulsion and aerodynamic forces.

PubMed

Bimbard, Gaëlle; Kolomenskiy, Dmitry; Bouteleux, Olivier; Casas, Jérôme; Godoy-Diana, Ramiro

2013-09-15

Up to now, the take-off stage has remained an elusive phase of insect flight that was relatively poorly explored compared with other maneuvers. An overall assessment of the different mechanisms involved in force production during take-off has never been explored. Focusing on the first downstroke, we have addressed this problem from a force balance perspective in butterflies taking off from the ground. In order to determine whether the sole aerodynamic wing force could explain the observed motion of the insect, we have firstly compared a simple analytical model of the wing force with the acceleration of the insect's center of mass estimated from video tracking of the wing and body motions. Secondly, wing kinematics were also used for numerical simulations of the aerodynamic flow field. Similar wing aerodynamic forces were obtained by the two methods. However, neither are sufficient, nor is the inclusion of the ground effect, to predict faithfully the body acceleration. We have to resort to the leg forces to obtain a model that best fits the data. We show that the median and hind legs display an active extension responsible for the initiation of the upward motion of the insect's body, occurring before the onset of the wing downstroke. We estimate that legs generate, at various times, an upward force that can be much larger than all other forces applied to the insect's body. The relative timing of leg and wing forces explains the large variability of trajectories observed during the maneuvers.

Piloted evaluation of an integrated propulsion and flight control simulator

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Simon, Donald L.

1992-01-01

A piloted evaluation of the integrated flight and propulsion control simulator for advanced integrated propulsion and airframe control design is described. The evaluation will cover control effector gains and deadbands, control effectiveness and control authority, and heads up display functionality. For this evaluation the flight simulator is configured for transition flight using an advanced Short Take-Off and Vertical Landing fighter aircraft model, a simplified high-bypass turbofan engine model, fighter cockpit displays, and pilot effectors. The piloted tasks used for rating displays and control effector gains are described. Pilot comments and simulation results confirm that the display symbology and control gains are very adequate for the transition flight task. Additionally, it is demonstrated that this small-scale, fixed base flight simulator facility can adequately perform a real time, piloted control evaluation.

Estimation of the Basic Reproductive Ratio for Dengue Fever at the Take-Off Period of Dengue Infection.

PubMed

Jafaruddin; Indratno, Sapto W; Nuraini, Nuning; Supriatna, Asep K; Soewono, Edy

2015-01-01

Estimating the basic reproductive ratio ℛ 0 of dengue fever has continued to be an ever-increasing challenge among epidemiologists. In this paper we propose two different constructions to estimate ℛ 0 which is derived from a dynamical system of host-vector dengue transmission model. The construction is based on the original assumption that in the early states of an epidemic the infected human compartment increases exponentially at the same rate as the infected mosquito compartment (previous work). In the first proposed construction, we modify previous works by assuming that the rates of infection for mosquito and human compartments might be different. In the second construction, we add an improvement by including more realistic conditions in which the dynamics of an infected human compartments are intervened by the dynamics of an infected mosquito compartment, and vice versa. We apply our construction to the real dengue epidemic data from SB Hospital, Bandung, Indonesia, during the period of outbreak Nov. 25, 2008-Dec. 2012. We also propose two scenarios to determine the take-off rate of infection at the beginning of a dengue epidemic for construction of the estimates of ℛ 0: scenario I from equation of new cases of dengue with respect to time (daily) and scenario II from equation of new cases of dengue with respect to cumulative number of new cases of dengue. The results show that our first construction of ℛ 0 accommodates the take-off rate differences between mosquitoes and humans. Our second construction of the ℛ 0 estimation takes into account the presence of infective mosquitoes in the early growth rate of infective humans and vice versa. We conclude that the second approach is more realistic, compared with our first approach and the previous work.

Technology requirements for advanced earth-orbital transportation systems, dual-mode propulsion

NASA Technical Reports Server (NTRS)

Haefeli, R. C.; Littler, E. G.; Hurley, J. B.; Winter, M. G.

1977-01-01

The application of dual-mode propulsion concepts to fully reusable single-stage-to-orbit (SSTO) vehicles is discussed. Dual-mode propulsion uses main rocket engines that consume hydrocarbon fuels as well as liquid hydrogen fuel. Liquid oxygen is used as the oxidizer. These engine concepts were integrated into transportation vehicle designs capable of vertical takeoff, delivering a payload to earth orbit, and return to earth with a horizontal landing. Benefits of these vehicles were assessed and compared with vehicles using single-mode propulsion (liquid hydrogen and oxygen engines). Technology requirements for such advanced transportation systems were identified. Figures of merit, including life-cycle cost savings and research costs, were derived for dual-mode technology programs, and were used for assessments of potential benefits of proposed technology activities. Dual-mode propulsion concepts display potential for significant cost and performance benefits when applied to SSTO vehicles.

Idiopathic Short Stature due to Novel Heterozygous Mutation of the Aggrecan Gene

PubMed Central

Quintos, Jose Bernardo; Guo, Michael H.; Dauber, Andrew

2015-01-01

Background Recently, whole exome sequencing identified heterozygous defects in the Aggrecan gene (ACAN) in three families with short stature and advanced bone age. Objective We report a novel frameshift mutation in ACAN in a family with dominantly inherited short stature, advanced bone age, and premature growth cessation. This is the first case of targeted sequencing of ACAN in this phenotype and confirms that ACAN sequencing is warranted in patients with this rare constellation of findings. Results We present a 5 1/2 year old male with a family history of short stature in 3 generations. The maternal grandfather stands 144.5 cm (Ht SDS -4.7), mother 147.7 cm (Ht SDS -2.6), and index case 99.2 cm (Ht SDS -2.7). Our prepubertal patient has significant bone age advancement (bone age 8 years at chronologic age 5 1/2 years) resulting in a poor predicted adult height of 142 cm (Ht SDS -5.1). DNA sequencing identified a novel heterozygous variant in ACAN, which encodes aggrecan, a proteoglycan in the extracellular matrix of growth plate and other cartilaginous tissues. The mutation (p.Gly1797Glyfs*52) results in premature truncation and presumed loss of protein function. Conclusion Mutations in aggrecan gene should be included in the differential diagnosis of the child with idiopathic short stature or familial short stature and bone age advancement. PMID:25741789

Concept Development of a Mach 2.4 High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Fenbert, James W.; Ozoroski, Lori P.; Geiselhart, Karl A.; Shields, Elwood W.; McElroy, Marcus O.

1999-01-01

In support of the NASA High-Speed Research Program, a Mach 2.4 high-speed civil transport concept was developed to serve as a baseline for studies to assess advanced technologies required for a feasible year 2005 entry-into-service vehicle. The configuration was designed to carry 251 passengers at Mach 2.4 cruise with a 6500-n.mi. range and operate in the existing world airport structure. The details of the configuration development, aerodynamic design, propulsion system and integration, mass properties, sizing, and mission performance are presented. The baseline configuration has a wing area of 9l00 sq ft and a takeoff gross weight of 614300 lb. The four advanced turbine bypass engines have 39 000 lb thrust with a weight of 9950 lb each, yielding a vehicle takeoff thrust-to-weight ratio of 0.254 and a takeoff wing loading of 67.5 lb/sq ft. The configuration was sized by the 11000-ft takeoff field length requirement and the usable fuel volume limit, which results in a rotation speed of 179 knots and an end-of-mission landing approach velocity of 134 knots.

Preliminary noise tests of the engine-over-the-wing concept. 2: 10 deg - 20 deg flap position

NASA Technical Reports Server (NTRS)

Reshotko, M.; Olsen, W. A.; Dorsch, R. G.

1972-01-01

Preliminary acoustic tests of the engine-over-the-wing concept as a method for reducing the aerodynamic noise created by conventional and short takeoff aircraft are discussed. Tests were conducted with a small wing section model having two flaps which can be set for either the landing or takeoff positions. Data was acquired with the flaps set at 10 degrees and 20 degrees for takeoff and 30 and 60 degrees for landing. The engine exhaust was simulated by an air jet from a convergent nozzle. Far field noise data are presented for nominal pressure ratios of 1.25, 1.4 and 1.7 for both the flyover and sideline modes.

Theseus Take-off from Rogers Dry Lake

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing in this rear view of the aircraft as it takes off on its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able

Considerations For Distributed Short Takeoff Vertical Landing (STOVL) Operations

DTIC Science & Technology

2015-05-18

intended to confuse the enemy through non-linear operations by creating a network of highly-capable battalion to squad sized units spread across the...the next iteration was named Enhanced Company Operations ( ECO ). Here, the infantry Company became the focus of the distributed concept... friendly battlefield against the MAGTF commander’s idea. As events progress over time, the enemy can eventually target the remaining defended M-FARPs and

Integrated application of active controls (IAAC) technology to an advanced subsonic transport project. Conventional baseline configuration study

NASA Technical Reports Server (NTRS)

1980-01-01

Characteristics of the U.S. domestic fleet were evaluated to determine the mission characteristics that would have the most impact on U. S. transport fuel use in the future. This resulted in selection of a 197-passenger (plus cargo), about 3710-km (2000 nmi) mission. The existing data base was reviewed and additional analysis was conducted as necessary to complete the technical descriptions. The resulting baseline configuration utilizes a double-lobe, but nearly circular, body with seven-abreast seating. External characteristics feature an 8.71 aspect ratio, 31.5-degree sweep wing, a T-tail empennage, and a dual CF6-6D2, wing-mounted engine arrangement. It provides for 22 LD-2 or 11 LD-3 containers plus bulk cargo in the lower lobe. Passenger/cargo loading, servicing provisions, taxi/takeoff speeds, and field length characteristics are all compatible with accepted airline operations and regulatory provisions. The baseline configuration construction uses conventional aluminum structure except for advanced aluminum alloys and a limited amount of graphite epoxy secondary structure. Modern systems are used, including advanced guidance, navigation, and controls which emphasize application of digital electronics and advanced displays.

Smooth-Water Landing Stability and Rough-Water Landing and Take-Off Behavior of a 1/13-Scale Model of the Consolidated Vultee Skate 7 Seaplane, TED No. NACA DE 338

NASA Technical Reports Server (NTRS)

McKann, Robert F.; Coffee, Claude W.; Arabian, Donald D.

1949-01-01

A model of the Consolidated Vultee Aircraft Corporation Skate 7 seaplane was tested in Langley tank no. 2. Presented without discussion in this paper are landing stability in smooth water, maximum normal accelerations occurring during rough-water landings, and take-off behavior in waves.

A Systematic Determination of Skill and Simulator Requirements for Airline Transport Pilot Certification.

DTIC Science & Technology

1985-03-01

scene contents should provide the needed information simultaneously in each perspec- tive as prioritized. For the others, the requirement is that...turn the airplane using nosewheel steering until lineup is accomplished. Minimize side loads. (3) Apply forward elevator pressure to ensure positive... simultaneously advancing the power toward the computed takeoff setting. Set final takeoff thrust by approxi- mately 60 knots. (6) As the airplane accelerates, keep

Single-incision laparoscopic surgery for locally advanced colorectal cancer : feasibility, short-term and oncologic outcomes.

PubMed

Famiglietti, F; Leonard, D; Bachmann, R; Remue, C; Abbes Orabi, N; van Maanen, A; van den Eynde, M; Kartheuser, A

2018-01-01

Data about single-incision laparoscopic surgery (SILS) in locally advanced colorectal cancers are scarce. This study aimed to evaluate perioperative and shortterm oncologic outcomes of SILS in pT3-T4 colorectal cancer. From 2011 to 2015 data from 249 SILS performed in our Colorectal Unit were entered into a prospective database. Data regarding patients with a pT3-T4 colorectal adenocarcinoma were compared to those with pTis-pT2. Factors influencing conversion were assessed by multivariate analysis. There were 100 consecutive patients (T3-T4 = 70, Tis-T2 = 30). Demographics were similar. Tumor size was significantly larger in the T3-T4 group [3.9cm vs 2cm; p<0.001]. In T3-T4 patients we found a significant higher number of lymph nodes harvested [20 vs 13 ; p<0.001]. Early (<30 days) severe (Clavien-Dindo classification>2) postoperative complication rate was similar between groups (8.6% vs 10% ; p = 0.999), as well as conversion rate (18.6% vs 6.7% ; p = 0.220). Finally, there were no differences in terms of hospital stay and mortality rate. On multivariate analysis, age (OR = 1.06, 95%CI: 1.012-1.113 ; p = 0.015] and stage IV (OR = 5.372, 95%CI: 1.320-21.862, p = 0.019) were independently associated with conversion. SILS for locally advanced colorectal cancer did not affect the short-term outcomes in this series and oncological clearance remained satisfactory. Age and stage IV disease are independent risk factors for conversion. © Acta Gastro-Enterologica Belgica.

A Comparison of Jump Height, Takeoff Velocities, and Blocking Coverage in the Swing and Traditional Volleyball Blocking Techniques

PubMed Central

Ficklin, Travis; Lund, Robin; Schipper, Megan

2014-01-01

The purpose of this study was to compare traditional and swing blocking techniques on center of mass (COM) projectile motion and effective blocking area in nine healthy Division I female volleyball players. Two high-definition (1080 p) video cameras (60 Hz) were used to collect two-dimensional variables from two separate views. One was placed perpendicular to the plane of the net and the other was directed along the top of the net, and were used to estimate COM locations and blocking area in a plane parallel to the net and hand penetration through the plane of the net respectively. Video of both the traditional and swing techniques were digitized and kinematic variables were calculated. Paired samples t-tests indicated that the swing technique resulted in greater (p < 0.05) vertical and horizontal takeoff velocities (vy and vx), jump height (H), duration of the block (tBLOCK), blocking coverage during the block (C) as well as hand penetration above and through the net’s plane (YPEN, ZPEN). The traditional technique had significantly greater approach time (tAPP). The results of this study suggest that the swing technique results in both greater jump height and effective blocking area. However, the shorter tAPP that occurs with swing is associated with longer times in the air during the block which may reduce the ability of the athlete to make adjustments to attacks designed to misdirect the defense. Key Points Swing blocking technique has greater jump height, effective blocking area, hand penetration, horizontal and vertical takeoff velocity, and has a shorter time of approach. Despite these advantages, there may be more potential for mistiming blocks and having erratic deflections of the ball after contact when using the swing technique. Coaches should take more than simple jump height and hand penetration into account when deciding which technique to employ. PMID:24570609

A comparison of jump height, takeoff velocities, and blocking coverage in the swing and traditional volleyball blocking techniques.

PubMed

Ficklin, Travis; Lund, Robin; Schipper, Megan

2014-01-01

The purpose of this study was to compare traditional and swing blocking techniques on center of mass (COM) projectile motion and effective blocking area in nine healthy Division I female volleyball players. Two high-definition (1080 p) video cameras (60 Hz) were used to collect two-dimensional variables from two separate views. One was placed perpendicular to the plane of the net and the other was directed along the top of the net, and were used to estimate COM locations and blocking area in a plane parallel to the net and hand penetration through the plane of the net respectively. Video of both the traditional and swing techniques were digitized and kinematic variables were calculated. Paired samples t-tests indicated that the swing technique resulted in greater (p < 0.05) vertical and horizontal takeoff velocities (vy and vx), jump height (H), duration of the block (tBLOCK), blocking coverage during the block (C) as well as hand penetration above and through the net's plane (YPEN, ZPEN). The traditional technique had significantly greater approach time (tAPP). The results of this study suggest that the swing technique results in both greater jump height and effective blocking area. However, the shorter tAPP that occurs with swing is associated with longer times in the air during the block which may reduce the ability of the athlete to make adjustments to attacks designed to misdirect the defense. Key PointsSwing blocking technique has greater jump height, effective blocking area, hand penetration, horizontal and vertical takeoff velocity, and has a shorter time of approach.Despite these advantages, there may be more potential for mistiming blocks and having erratic deflections of the ball after contact when using the swing technique.Coaches should take more than simple jump height and hand penetration into account when deciding which technique to employ.

A Survey of Bioinspired Jumping Robot: Takeoff, Air Posture Adjustment, and Landing Buffer

PubMed Central

2017-01-01

A bioinspired jumping robot has a strong ability to overcome obstacles. It can be applied to the occasion with complex and changeable environment, such as detection of planet surface, postdisaster relief, and military reconnaissance. So the bioinspired jumping robot has broad application prospect. The jumping process of the robot can be divided into three stages: takeoff, air posture adjustment, and landing buffer. The motivation of this review is to investigate the research results of the most published bioinspired jumping robots for these three stages. Then, the movement performance of the bioinspired jumping robots is analyzed and compared quantitatively. Then, the limitation of the research on bioinspired jumping robots is discussed, such as the research on the mechanism of biological motion is not thorough enough, the research method about structural design, material applications, and control are still traditional, and energy utilization is low, which make the robots far from practical applications. Finally, the development trend is summarized. This review provides a reference for further research of bioinspired jumping robots. PMID:29311756

The Effect of Spray Strips on the Take-off Performance of a Model of a Flying-Boat Hull

NASA Technical Reports Server (NTRS)

Truscott, Starr

1935-01-01

The effect on the take-off performance of a model of the hull of a typical flying boat, Navy PH-1, of fitting spray strips of four different widths, each at three different angles, was determined by model tests in the NACA Tank. Spray strips of widths up to 3 percent of the beam improve the general performance at speeds near the hump and reduce the spray thrown. A downward angle of 30 degrees to 45 degrees in the neighborhood of the step seems most favorable for the reduction of the spray. The spray strips have a large effect in reducing the trimming moments at speeds near the hump speed, but have little effect on them at high speeds.

Sleep-Wake Actigraphy and Light Exposure During Spaceflight - Short

NASA Technical Reports Server (NTRS)

Czeisler, Charles A.; Wright, Kenneth P., Jr.; Ronda, Joseph

2009-01-01

Sleep-Wake Actigraphy and Light Exposure During Spaceflight - Short (Sleep-Short) will examine the effects of spaceflight on the sleep of the astronauts during space shuttle missions. Advancing state-of-the-art technology for monitoring, diagnosing and assessing treatment of sleep patterns is vital to treating insomnia on Earth and in space.

Structural Configuration Systems Analysis for Advanced Aircraft Fuselage Concepts

NASA Technical Reports Server (NTRS)

Mukhopadhyay, Vivek; Welstead, Jason R.; Quinlan, Jesse R.; Guynn, Mark D.

2016-01-01

Structural configuration analysis of an advanced aircraft fuselage concept is investigated. This concept is characterized by a double-bubble section fuselage with rear mounted engines. Based on lessons learned from structural systems analysis of unconventional aircraft, high-fidelity finite-element models (FEM) are developed for evaluating structural performance of three double-bubble section configurations. Structural sizing and stress analysis are applied for design improvement and weight reduction. Among the three double-bubble configurations, the double-D cross-section fuselage design was found to have a relatively lower structural weight. The structural FEM weights of these three double-bubble fuselage section concepts are also compared with several cylindrical fuselage models. Since these fuselage concepts are different in size, shape and material, the fuselage structural FEM weights are normalized by the corresponding passenger floor area for a relative comparison. This structural systems analysis indicates that an advanced composite double-D section fuselage may have a relative structural weight ratio advantage over a conventional aluminum fuselage. Ten commercial and conceptual aircraft fuselage structural weight estimates, which are empirically derived from the corresponding maximum takeoff gross weight, are also presented and compared with the FEM- based estimates for possible correlation. A conceptual full vehicle FEM model with a double-D fuselage is also developed for preliminary structural analysis and weight estimation.

A comparison of flight and simulation data for three automatic landing system control laws for the Augmentor wing jet STOL research airplane

NASA Technical Reports Server (NTRS)

Feinreich, B.; Gevaert, G.

1980-01-01

Automatic flare and decrab control laws for conventional takeoff and landing aircraft were adapted to the unique requirements of the powered lift short takeoff and landing airplane. Three longitudinal autoland control laws were developed. Direct lift and direct drag control were used in the longitudinal axis. A fast time simulation was used for the control law synthesis, with emphasis on stochastic performance prediction and evaluation. Good correlation with flight test results was obtained.

Quiet Clean Short-haul Experimental Engine (QCSEE); acoustic performance of a 50.8-cm (20 inch) diameter variable pitch fan and inlet, test results and analysis, volume 1

NASA Technical Reports Server (NTRS)

Bilwakesh, K. R.; Clemons, A.; Stimpert, D. L.

1979-01-01

Tests were run both in forward and in reverse thrust modes with a bellmouth inlet, five accelerating inlets (one hard wall and four treated) with a design throat Mach number of 0.79 at the takeoff condition, and four low Mach inlets (one hard wall and three treated) with a design throat Mach number of 0.6 at the takeoff condition. Unsuppressed and suppressed inlet radiated noise levels were measured at conditions representative of QCSEE takeoff, approach, and reverse thrust operations. Measured aerodynamic performance of the accelerating inlet is also included. The test objectives, facility, configurations, are described as well as the data analysis, results, and comparisons.

Theoretical Study of Turbulent Mixing in Inclined Ducted Jets.

DTIC Science & Technology

Jet mixing flow, * Thrust augmentation , Curved profiles, Short takeoff aircraft, Flow fields, Ducts, Ejectors , Mathematical models, Secondary flow, Theory, Angles, Problem solving, Incompressible flow

Integrated control and display research for transition and vertical flight on the NASA V/STOL Research Aircraft (VSRA)

NASA Technical Reports Server (NTRS)

Foster, John D.; Moralez, Ernesto, III; Franklin, James A.; Schroeder, Jeffery A.

1987-01-01

Results of a substantial body of ground-based simulation experiments indicate that a high degree of precision of operation for recovery aboard small ships in heavy seas and low visibility with acceptable levels of effort by the pilot can be achieved by integrating the aircraft flight and propulsion controls. The availability of digital fly-by-wire controls makes it feasible to implement an integrated control design to achieve and demonstrate in flight the operational benefits promised by the simulation experience. It remains to validate these systems concepts in flight to establish their value for advanced short takeoff vertical landing (STOVL) aircraft designs. This paper summarizes analytical studies and simulation experiments which provide a basis for the flight research program that will develop and validate critical technologies for advanced STOVL aircraft through the development and evaluation of advanced, integrated control and display concepts, and lays out the plan for the flight program that will be conducted on NASA's V/STOL Research Aircraft (VSRA).

The outlook for advanced transport aircraft

NASA Technical Reports Server (NTRS)

Leavens, J. M., Jr.; Schaufele, R. D.; Jones, R. T.; Steiner, J. E.; Beteille, R.; Titcomb, G. A.; Coplin, J. F.; Rowe, B. H.; Lloyd-Jones, D. J.; Overend, W. J.

1982-01-01

The technological advances most likely to contribute to advanced aircraft designs and the efficiency, performance, and financial considerations driving the development directions for new aircraft are reviewed. Fuel-efficiency is perceived as the most critical factor for any new aircraft or component design, with most gains expected to come in areas of propulsion, aerodynamics, configurations, structural designs and materials, active controls, digital avionics, laminar flow control, and air-traffic control improvements. Any component area offers an efficiency improvement of 3-12%, with a maximum of 50% possible with a 4000 m range aircraft. Advanced turboprops have potential applications in short and medium haul subsonic aircraft, while a fuel efficient SST may be possible by the year 2000. Further discussion is devoted to the pivoted oblique wing aircraft, lightweight structures, and the necessity for short payback times.

Short Stature, Accelerated Bone Maturation, and Early Growth Cessation Due to Heterozygous Aggrecan Mutations

PubMed Central

Nilsson, Ola; Guo, Michael H.; Dunbar, Nancy; Popovic, Jadranka; Flynn, Daniel; Jacobsen, Christina; Lui, Julian C.; Hirschhorn, Joel N.; Baron, Jeffrey

2014-01-01

Context: Many children with idiopathic short stature have a delayed bone age. Idiopathic short stature with advanced bone age is far less common. Objective: The aim was to identify underlying genetic causes of short stature with advanced bone age. Setting and Design: We used whole-exome sequencing to study three families with autosomal-dominant short stature, advanced bone age, and premature growth cessation. Results: Affected individuals presented with short stature [adult heights −2.3 to −4.2 standard deviation scores (SDS)] with histories of early growth cessation or childhood short stature (height SDS −1.9 to −3.5 SDS), advancement of bone age, and normal endocrine evaluations. Whole-exome sequencing identified novel heterozygous variants in ACAN, which encodes aggrecan, a proteoglycan in the extracellular matrix of growth plate and other cartilaginous tissues. The variants were present in all affected, but in no unaffected, family members. In Family 1, a novel frameshift mutation in exon 3 (c.272delA) was identified, which is predicted to cause early truncation of the aggrecan protein. In Family 2, a base-pair substitution was found in a highly conserved location within a splice donor site (c.2026+1G>A), which is also likely to alter the amino acid sequence of a large portion of the protein. In Family 3, a missense variant (c.7064T>C) in exon 14 affects a highly conserved residue (L2355P) and is strongly predicted to perturb protein function. Conclusions: Our study demonstrates that heterozygous mutations in ACAN can cause a mild skeletal dysplasia, which presents clinically as short stature with advanced bone age. The accelerating effect on skeletal maturation has not previously been noted in the few prior reports of human ACAN mutations. Our findings thus expand the spectrum of ACAN defects and provide a new molecular genetic etiology for the unusual child who presents with short stature and accelerated skeletal maturation. PMID:24762113

Advanced catalytic combustors for low pollutant emissions, phase 1

NASA Technical Reports Server (NTRS)

Dodds, W. J.

1979-01-01

The feasibility of employing the known attractive and distinguishing features of catalytic combustion technology to reduce nitric oxide emissions from gas turbine engines during subsonic, stratospheric cruise operation was investigated. Six conceptual combustor designs employing catalytic combustion were defined and evaluated for their potential to meet specific emissions and performance goals. Based on these evaluations, two parallel-staged, fixed-geometry designs were identified as the most promising concepts. Additional design studies were conducted to produce detailed preliminary designs of these two combustors. Results indicate that cruise nitric oxide emissions can be reduced by an order of magnitude relative to current technology levels by the use of catalytic combustion. Also, these combustors have the potential for operating over the EPA landing-takeoff cycle and at cruise with a low pressure drop, high combustion efficiency and with a very low overall level of emission pollutants. The use of catalytic combustion, however, requires advanced technology generation in order to obtain the time-temperature catalytic reactor performance and durability required for practical aircraft engine combustors.

On-Demand Cell Internal Short Circuit Device

NASA Technical Reports Server (NTRS)

Darcy, Eric; Keyser, Matthew

2014-01-01

A device implantable in Li-ion cells that can generate a hard internal short circuit on-demand by exposing the cell to 60?C has been demonstrated to be valuable for expanding our understanding of cell responses. The device provides a negligible impact to cell performance and enables the instigation of the 4 general categories of cell internal shorts to determine relative severity and cell design susceptibility. Tests with a 18650 cell design indicates that the anode active material short to the aluminum cathode current collector tends to be more catastrophic than the 3 other types of internal shorts. Advanced safety features (such as shutdown separators) to prevent or mitigate the severity of cell internal shorts can be verified with this device. The hard short success rate achieved to date in 18650 cells is about 80%, which is sufficient for using these cells in battery assemblies for field-failure-relevant, cell-cell thermal runaway propagation verification tests

Model Predictive Control-based Power take-off Control of an Oscillating Water Column Wave Energy Conversion System

NASA Astrophysics Data System (ADS)

Rajapakse, G.; Jayasinghe, S. G.; Fleming, A.; Shahnia, F.

2017-07-01

Australia’s extended coastline asserts abundance of wave and tidal power. The predictability of these energy sources and their proximity to cities and towns make them more desirable. Several tidal current turbine and ocean wave energy conversion projects have already been planned in the coastline of southern Australia. Some of these projects use air turbine technology with air driven turbines to harvest the energy from an oscillating water column. This study focuses on the power take-off control of a single stage unidirectional oscillating water column air turbine generator system, and proposes a model predictive control-based speed controller for the generator-turbine assembly. The proposed method is verified with simulation results that show the efficacy of the controller in extracting power from the turbine while maintaining the speed at the desired level.

Conceptual engineering design studies of 1985-era commercial VTOL and STOL transports that utilize rotors

NASA Technical Reports Server (NTRS)

Magee, J. P.; Clark, R. D.; Widdison, C. A.

1975-01-01

Conceptual design studies are summarized of tandem-rotor helicopter and tilt-rotor aircraft for a short haul transport mission in the 1985 time frame. Vertical takeoff designs of both configurations are discussed, and the impact of external noise criteria on the vehicle designs, performance, and costs are shown. A STOL design for the tilt-rotor configuration is reported, and the effect of removing the vertical takeoff design constraints on the design parameters, fuel economy, and operating cost is discussed.

United States Air Force F-35A Operational Basing Environmental Impact Statement. Appendix E: Responses

DTIC Science & Technology

2013-09-01

R0287, R0549, R0662, R0740 Concerned that the afterburner was not factored into the noise zone equation. Afterburner takeoffs were factored into...the noise assessment. The F-35s at Burlington International Airport are proposed to use afterburners on only 5 percent of their takeoffs (vice the...90 percent done now by F-16s). However, the afterburner would be turned off shortly after the aircraft becomes airborne, much prior to crossing the

Novel pathogenic ACAN variants in non-syndromic short stature patients.

PubMed

Hu, Xuyun; Gui, Baoheng; Su, Jiasun; Li, Hongdou; Li, Niu; Yu, Tingting; Zhang, Qinle; Xu, Yufei; Li, Guoqiang; Chen, Yulin; Qing, Yanrong; Li, Chuan; Luo, Jingsi; Fan, Xin; Ding, Yu; Li, Juan; Wang, Jian; Wang, Xiumin; Chen, Shaoke; Shen, Yiping

2017-06-01

Pathogenic variants of ACAN have been reported to cause spondyloepiphyseal dysplasia Kimberley type, spondyloepimetaphyseal dysplasia, familial osteochondritis dissecans and idiopathic short stature with normal to advanced bone age. A recent international cohort study significantly expanded the ACAN mutation spectrum, further delineated the heterogeneous clinical characteristics of ACAN mutation patients. The prevalence of ACAN mutation in short stature patients is yet unknown. Here we set to assess the frequency of ACAN variants among a cohort of 218 Chinese children with non-syndromic short stature. We identified three novel truncating variants at the 5' end of ACAN gene. All these pathogenic variants co-segregate with severe short stature phenotype in families. In addition, none of the probands showed significant advanced bone age. All affected individuals showed no signs of significant dysmorphic features or skeletal abnormities. The prevalence of ACAN defect in this cohort is estimated to be 1.4% (3/218). It is higher among families with parents also affected with severe short stature, up to 7.0% (3/43) if parental height is <2.5 SD or 16.7% (3/18) if parental height is <3.0 SD. Our data suggest that ACAN mutation is a relative common cause of familial severe short stature. Copyright © 2017 Elsevier B.V. All rights reserved.

Performance and Environmental Assessment of an Advanced Aircraft with Open Rotor Propulsion

NASA Technical Reports Server (NTRS)

Guynn, Mark D.; Berton, Jeffrey J.; Haller, William J.; Hendricks, Eric S.; Tong, Michael T.

2012-01-01

Application of high speed, advanced turboprops, or "propfans," to transonic transport aircraft received significant attention during the 1970s and 1980s when fuel efficiency was the driving focus of aeronautical research. Unfortunately, after fuel prices declined sharply there was no longer sufficient motivation to continue maturing this technology. Recent volatility in fuel prices and increasing concern for aviation s environmental impact, however, have renewed interest in unducted, open rotor propulsion. Because of the renewed interest in open rotor propulsion, the lack of publicly available up-to-date studies assessing its benefits, and NASA s focus on reducing fuel consumption, a preliminary aircraft system level study on open rotor propulsion was initiated to inform decisions concerning research in this area. New analysis processes were established to assess the characteristics of open rotor aircraft. These processes were then used to assess the performance, noise, and emissions characteristics of an advanced, single-aisle aircraft using open rotor propulsion. The results of this initial study indicate open rotor engines have the potential to provide significant reductions in fuel consumption and landing-takeoff cycle NOX emissions. Noise analysis of the study configuration indicates that an open rotor aircraft in the single-aisle class would be able to meet current noise regulations with margin.

Analysis and documentation of QCSEE (Quiet Clean Short-haul Experimental Engine) over-the-wing exhaust system development

NASA Technical Reports Server (NTRS)

Ammer, R. C.; Kutney, J. T.

1977-01-01

A static scale model test program was conducted in the static test area of the NASA-Langley 9.14- by 18.29 m(30- by 60-ft) Full-Scale Wind Tunnel Facility to develop an over-the-wing (OTW) nozzle and reverser configuration for the Quiet Clean Short-Haul Experimental Engine (QCSEE). Three nozzles and one basic reverser configuration were tested over the QCSEE takeoff and approach power nozzle pressure ratio range between 1.1 and 1.3. The models were scaled to 8.53% of QCSEE engine size and tested behind two 13.97-cm (5.5-in.) diameter tip-turbine-driven fan simulators coupled in tandem. An OTW nozzle and reverser configuration was identified which satisfies the QCSEE experimental engine requirements in terms of nozzle cycle area variation capability and reverse thrust level, and provides good jet flow spreading over a wing upper surface for achievement of high propulsive lift performance.

Aggrecan Mutations in Nonfamilial Short Stature and Short Stature Without Accelerated Skeletal Maturation.

PubMed

Tatsi, Christina; Gkourogianni, Alexandra; Mohnike, Klaus; DeArment, Diana; Witchel, Selma; Andrade, Anenisia C; Markello, Thomas C; Baron, Jeffrey; Nilsson, Ola; Jee, Youn Hee

2017-08-01

Aggrecan, a proteoglycan, is an important component of cartilage extracellular matrix, including that of the growth plate. Heterozygous mutations in ACAN , the gene encoding aggrecan, cause autosomal dominant short stature, accelerated skeletal maturation, and joint disease. The inheritance pattern and the presence of bone age equal to or greater than chronological age have been consistent features, serving as diagnostic clues. From family 1, a 6-year-old boy presented with short stature [height standard deviation score (SDS), -1.75] and bone age advanced by 3 years. There was no family history of short stature (height SDS: father, -0.76; mother, 0.7). Exome sequencing followed by Sanger sequencing identified a de novo novel heterozygous frameshift mutation in ACAN (c.6404delC: p.A2135Dfs). From family 2, a 12-year-old boy was evaluated for short stature (height SDS, -3.9). His bone age at the time of genetic evaluation was approximately 1 year less than his chronological age. Family history was consistent with an autosomal dominant inheritance of short stature, with several affected members also showing early-onset osteoarthritis. Exome sequencing, confirmed by Sanger sequencing, identified a novel nonsense mutation in ACAN (c.4852C>T: p.Q1618X), which cosegregated with the phenotype. In conclusion, patients with ACAN mutations may present with nonfamilial short stature and with bone age less than chronological age. These findings expand the known phenotypic spectrum of heterozygous ACAN mutations and indicate that this diagnosis should be considered in children without a family history of short stature and in children without accelerated skeletal maturation.

An estimate of the noise shielding on the fuselage resulting from installing a short duct around an advanced propeller

NASA Technical Reports Server (NTRS)

Dittmar, James H.

1988-01-01

A simple barrier shielding model was used to estimate the amount of noise shielding on the fuselage that could result from installing a short duct around a wing-mounted advanced propeller. With the propeller located one-third of the duct length from the inlet, estimates for the maximum blade passing tone attenuation varied from 7 dB for a duct 0.25 propeller diameter long to 16.75 dB for a duct 1 diameter long. Attenuations for the higher harmonics would be even larger because of their shorter wavelengths relative to the duct length. These estimates show that the fuselage noise reduction potential of a ducted compared with an unducted propeller is significant. Even more reduction might occur if acoustic attenuation material were installed in the duct.

Concept Development of a Mach 1.6 High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Shields, Elwood W.; Fenbert, James W.; Ozoroski, Lori P.; Geiselhart, Karl A.

1999-01-01

A high-speed civil transport configuration with a Mach number of 1.6 was developed as part of the NASA High-Speed Research Program to serve as a baseline for assessing advanced technologies required for an aircraft with a service entry date of 2005. This configuration offered more favorable solutions to environmental concerns than configurations with higher Mach numbers. The Mach 1.6 configuration was designed for a 6500 n.mi. mission with a 250-passenger payload. The baseline configuration has a wing area of 8732 square feet a takeoff gross weight of 591570 lb, and four 41000-lb advanced turbine bypass engines defined by NASA. These engines have axisymmetric mixer-ejector nozzles that are assumed to yield 20 dB of noise suppression during takeoff, which is assumed to satisfy, the FAR Stage III noise requirements. Any substantial reduction in this assumed level of suppression would require oversizing the engines to meet community noise regulations and would severly impact the gross weight of the aircraft at takeoff. These engines yield a ratio of takeoff thrust to weight of 0.277 and a takeoff wing loading of 67.8 lb/square feet that results in a rotation speed of 169 knots. The approach velocity of the sized configuration at the end of the mission is 131 knots. The baseline configuration was resized with an engine having a projected life of 9000 hr for hot rotating parts and 18000 hr for the rest of the engine, as required for commercial use on an aircraft with a service entry date of 2005. Results show an increase in vehicle takeoff gross weight of approximately 58700 lb. This report presents the details of the configuration development, mass properties, aerodynamic design, propulsion system and integration, mission performance, and sizing.