Prediction of aircraft handling qualities using analytical models of the human pilot

NASA Technical Reports Server (NTRS)

Hess, R. A.

1982-01-01

The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion for determining the susceptibility of an aircraft to pilot-induced oscillations (PIO) is formulated. Finally, a model-based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.

Prediction of aircraft handling qualities using analytical models of the human pilot

NASA Technical Reports Server (NTRS)

Hess, R. A.

1982-01-01

The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion for determining the susceptibility of an aircraft to pilot induced oscillations is formulated. Finally, a model based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.

A design procedure for the handling qualities optimization of the X-29A aircraft

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Cox, Timothy H.

1989-01-01

A design technique for handling qualities improvement was developed for the X-29A aircraft. As with any new aircraft, the X-29A control law designers were presented with a relatively high degree of uncertainty in their mathematical models. The presence of uncertainties, and the high level of static instability of the X-29A caused the control law designers to stress stability and robustness over handling qualities. During flight test, the mathematical models of the vehicle were validated or corrected to match the vehicle dynamic behavior. The updated models were then used to fine tune the control system to provide fighter-like handling characteristics. A design methodology was developed which works within the existing control system architecture to provide improved handling qualities and acceptable stability with a minimum of cost in both implementation as well as software verification and validation.

Shuttle Discovery Is Demated From SCA

NASA Image and Video Library

2012-04-19

Workers monitor the lift of the space shuttle Discovery from the the NASA 747 Shuttle Carrier Aircraft (SCA) at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)

Shuttle Discovery Is Demated From SCA

NASA Image and Video Library

2012-04-19

Workers monitor the lift of the space shuttle Discovery from the top of the NASA 747 Shuttle Carrier Aircraft (SCA) at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)

Small Aircraft Transportation System, Higher Volume Operations Concept: Off-Nominal Operations

NASA Technical Reports Server (NTRS)

Abbott, Terence S.; Consiglio, Maria C.; Baxley, Brian T.; Williams, Daniel M.; Conway, Sheila R.

2005-01-01

This document expands the Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept to include off-nominal conditions. The general philosophy underlying the HVO concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA). During periods of poor weather, a block of airspace would be established around designated non-towered, non-radar airports. Aircraft flying enroute to a SATS airport would be on a standard instrument flight rules flight clearance with Air Traffic Control providing separation services. Within the SCA, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. Previous work developed the procedures for normal HVO operations. This document provides details for off-nominal and emergency procedures for situations that could be expected to occur in a future SCA.

Air to air view of Endeavour, OV-105, atop SCA approaches Ellington runway

NASA Technical Reports Server (NTRS)

1991-01-01

Air to air view of Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, approaches touchdown for a brief stopover at Ellington Field, near JSC. Visible below the spacecraft/aircraft combination are the NASA T-38 flight line, NASA aircraft hangars and facilities, and a runway. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. The spacecraft and aircraft-tandem left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Science Division (ISD).

Shuttle Discovery Is Demated From SCA

NASA Image and Video Library

2012-04-19

The space shuttle Discovery is suspended from a sling held by two cranes shortly after the NASA 747 Shuttle Carrier Aircraft (SCA) was pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)

Shuttle Discovery Is Demated From SCA

NASA Image and Video Library

2012-04-19

The space shuttle Discovery is suspended from a sling held by two cranes after the NASA 747 Shuttle Carrier Aircraft (SCA) was pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)

Shuttle Discovery Is Demated From SCA

NASA Image and Video Library

2012-04-19

The space shuttle Discovery is suspended from a sling held by two cranes as the NASA 747 Shuttle Carrier Aircraft (SCA) is pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)

Emissions of NOx, particle mass and particle numbers from aircraft main engines, APU's and handling equipment at Copenhagen Airport

NASA Astrophysics Data System (ADS)

Winther, Morten; Kousgaard, Uffe; Ellermann, Thomas; Massling, Andreas; Nøjgaard, Jacob Klenø; Ketzel, Matthias

2015-01-01

This paper presents a detailed emission inventory for NOx, particle mass (PM) and particle numbers (PN) for aircraft main engines, APU's and handling equipment at Copenhagen Airport (CPH) based on time specific activity data and representative emission factors for the airport. The inventory has a high spatial resolution of 5 m × 5 m in order to be suited for further air quality dispersion calculations. Results are shown for the entire airport and for a section of the airport apron area ("inner apron") in focus. The methodology presented in this paper can be used to quantify the emissions from aircraft main engines, APU and handling equipment in other airports. For the entire airport, aircraft main engines is the largest source of fuel consumption (93%), NOx, (87%), PM (61%) and PN (95%). The calculated fuel consumption [NOx, PM, PN] shares for APU's and handling equipment are 5% [4%, 8%, 5%] and 2% [9%, 31%, 0%], respectively. At the inner apron area for handling equipment the share of fuel consumption [NOx, PM, PN] are 24% [63%, 75%, 2%], whereas APU and main engines shares are 43% [25%, 19%, 54%], and 33% [11%, 6%, 43%], respectively. The inner apron NOx and PM emission levels are high for handling equipment due to high emission factors for the diesel fuelled handling equipment and small for aircraft main engines due to small idle-power emission factors. Handling equipment is however a small PN source due to the low number based emission factors. Jet fuel sulphur-PM sensitivity calculations made in this study with the ICAO FOA3.0 method suggest that more than half of the PM emissions from aircraft main engines at CPH originate from the sulphur content of the fuel used at the airport. Aircraft main engine PN emissions are very sensitive to the underlying assumptions. Replacing this study's literature based average emission factors with "high" and "low" emission factors from the literature, the aircraft main engine PN emissions were estimated to change with a

Air to air view of Endeavour, OV-105, atop SCA approaches Ellington runway

NASA Image and Video Library

1991-05-06

S91-36097 (6 May 1991) --- Air to air view of Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, approaches touchdown for a brief stopover at Ellington Field, near JSC. Visible below the spacecraft/aircraft combination are the NASA T-38 flight line, NASA aircraft hangars and facilities, and a runway. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. The spacecraft and aircraft-tandem left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Science Division (ISD).

Modeling procedures for handling qualities evaluation of flexible aircraft

NASA Technical Reports Server (NTRS)

Govindaraj, K. S.; Eulrich, B. J.; Chalk, C. R.

1981-01-01

This paper presents simplified modeling procedures to evaluate the impact of flexible modes and the unsteady aerodynamic effects on the handling qualities of Supersonic Cruise Aircraft (SCR). The modeling procedures involve obtaining reduced order transfer function models of SCR vehicles, including the important flexible mode responses and unsteady aerodynamic effects, and conversion of the transfer function models to time domain equations for use in simulations. The use of the modeling procedures is illustrated by a simple example.

Investigation of a high speed data handling system for use with multispectral aircraft scanners

NASA Technical Reports Server (NTRS)

Kelly, W. L.; Meredith, B. D.

1978-01-01

A buffer memory data handling technique for use with multispectral aircraft scanners is presented which allows digital data generated at high data rates to be recorded on magnetic tape. A digital memory is used to temporarily store the data for subsequent recording at slower rates during the passive time of the scan line, thereby increasing the maximum data rate recording capability over real-time recording. Three possible implementations are described and the maximum data rate capability is defined in terms of the speed capability of the key hardware components. The maximum data rates can be used to define the maximum ground resolution achievable by a multispectral aircraft scanner using conventional data handling techniques.

Challenges in sleep stage R scoring in patients with autosomal dominant spinocerebellar ataxias (SCA1, SCA2 and SCA3) and oculomotor abnormalities: a whole night polysomnographic evaluation.

PubMed

Seshagiri, Doniparthi Venkata; Sasidharan, Arun; Kumar, Gulshan; Pal, Pramod Kumar; Jain, Sanjeev; Kutty, Bindu M; Yadav, Ravi

2018-02-01

Spinocerebellar ataxias are progressive neurodegenerative disorders characterized by progressive cerebellar features with additional neuro-axis involvement. Oculomotor abnormality is one of the most frequent manifestations. This study was done to assess the polysomnographic abnormalities in patients with Spinocerebellar ataxia (SCA1, SCA2 and SCA3) and also to evaluate whether oculomotor abnormalities interfere with sleep stage R scoring. The study was carried out using 36 genetically positive SCA patients. All patients underwent neurological examination with special focus on oculomotor function (optokinetic nystagmus-OKN and extraocular movement restriction-EOM). The sleep quality was measured with Pittsburgh Sleep Quality Index (PSQI) and Epworth Sleepiness Scale (ESS). Disease severity was assessed with International Cooperative Ataxia Rating Scale (ICARS). All the patients underwent over-night video-polysomnography (VPSG). Out of 36 patients studied, the data of 34 patients [SCA1 (n = 12), SCA2 (n = 13), SCA3 (n = 9)] were used for final analysis. Patients from SCA1, SCA2, and SCA3 category did not show significant differences in age and diseases severity (ICARS). All patients had vertical OKN impairment. Oculomotor impairment was higher in SCA2 patients. Sleep macro-architecture analysis showed absent stage R sleep, predominantly in SCA2 (69%) followed by SCA3 (44%) and SCA1 (8%). Patients showed a strong negative correlation of stage R sleep percentage with disease severity and oculomotor dysfunction. Voluntary saccadic eye movement velocity and rapid eye movements (REMs) in sleep are strongly correlated. The more severe the saccadic velocity impairment, the less likely was it to generate REMs (rapid eye movements) during stage R. Accordingly 69% of SCA2 patients with severe occulomotor impairments showed absent stage R as per the AASM sleep scoring. We presume that the impaired REMs generation in sleep could be due to oculomotor abnormality and has

MRI Evidence of Cerebellar and Extraocular Muscle Atrophy Differently Contributing to Eye Movement Abnormalities in SCA2 and SCA28 Diseases.

PubMed

Politi, Letterio Salvatore; Bianchi Marzoli, Stefania; Godi, Claudia; Panzeri, Marta; Ciasca, Paola; Brugnara, Gianluca; Castaldo, Anna; Di Bella, Daniela; Taroni, Franco; Nanetti, Lorenzo; Mariotti, Caterina

2016-05-01

Spinocerebellar ataxias type 2 and 28 (SCA2, SCA28) are autosomal dominant disorders characterized by progressive cerebellar and oculomotor abnormalities. We aimed to investigate cerebellar, brainstem, and extraocular muscle involvement in the mitochondrial SCA28 disease compared with SCA2. We obtained orbital and brain 1.5 T-magnetic resonance images (MRI) in eight SCA28 subjects, nine SCA2, and nine age-matched healthy subjects. Automated segmentation of cerebellum and frontal lobe was performed using Freesurfer software. Manual segmentations for midbrain, pons, and extraocular muscles were performed using OsiriX. Eye movement abnormalities in SCA2 subjects were characterized by slow horizontal saccades. Subjects with SCA28 variably presented hypometric saccades, saccadic horizontal pursuit, impaired horizontal gaze holding, and superior eyelid ptosis. Quantitative brain MRI demonstrated that cerebellar and pons volumes were significantly reduced in both SCA2 and SCA28 subjects compared with controls (P < 0.03), and in SCA2 subjects compared with SCA28 (P < 0.01). Midbrain and frontal lobe volumes were also significantly reduced in SCA2 compared to controls (P < 0.03), whereas these volumes did not differ between SCA2 and SCA28 and between SCA28 and control subjects. The extraocular muscle areas were 37% to 48% smaller in SCA28 subjects compared with controls (P < 0.002), and 14% to 36% smaller compared with SCA2 subjects (P < 0.03). Extraocular muscle areas did not differ between SCA2 and controls. Our MRI findings support the hypothesis of different cerebellar and extraocular myopathic contributions in the eye movement abnormalities in SCA2 and SCA28 diseases. In SCA28, a myopathic defect selectively involving the extraocular muscles supports a specific impairment of mitochondrial energy metabolism.

SCA8 Repeat Expansion: Large CTA/CTG Repeat Alleles Are More Common in Ataxic Patients, Including Those with SCA6

PubMed Central

Izumi, Yuishin; Maruyama, Hirofumi; Oda, Masaya; Morino, Hiroyuki; Okada, Takayuki; Ito, Hidefumi; Sasaki, Iwao; Tanaka, Hiroyasu; Komure, Osamu; Udaka, Fukashi; Nakamura, Shigenobu; Kawakami, Hideshi

2003-01-01

We analyzed the SCA8 CTA/CTG repeat in a large group of Japanese subjects. The frequency of large alleles (85–399 CTA/CTG repeats) was 1.9% in spinocerebellar ataxia (SCA), 0.4% in Parkinson disease, 0.3% in Alzheimer disease, and 0% in a healthy control group; the frequency was significantly higher in the group with SCA than in the control group. Homozygotes for large alleles were observed only in the group with SCA. In five patients with SCA from two families, a large SCA8 CTA/CTG repeat and a large SCA6 CAG repeat coexisted. Age at onset was correlated with SCA8 repeats rather than SCA6 repeats in these five patients. In one of these families, at least one patient showed only a large SCA8 CTA/CTG repeat allele, with no large SCA6 CAG repeat allele. We speculate that the presence of a large SCA8 CTA/CTG repeat allele influences the function of channels such as α1A-voltage–dependent calcium channel through changing or aberrant splicing, resulting in the development of cerebellar ataxia, especially in homozygous patients. PMID:12545428

SCA8 repeat expansion: large CTA/CTG repeat alleles are more common in ataxic patients, including those with SCA6.

PubMed

Izumi, Yuishin; Maruyama, Hirofumi; Oda, Masaya; Morino, Hiroyuki; Okada, Takayuki; Ito, Hidefumi; Sasaki, Iwao; Tanaka, Hiroyasu; Komure, Osamu; Udaka, Fukashi; Nakamura, Shigenobu; Kawakami, Hideshi

2003-03-01

We analyzed the SCA8 CTA/CTG repeat in a large group of Japanese subjects. The frequency of large alleles (85-399 CTA/CTG repeats) was 1.9% in spinocerebellar ataxia (SCA), 0.4% in Parkinson disease, 0.3% in Alzheimer disease, and 0% in a healthy control group; the frequency was significantly higher in the group with SCA than in the control group. Homozygotes for large alleles were observed only in the group with SCA. In five patients with SCA from two families, a large SCA8 CTA/CTG repeat and a large SCA6 CAG repeat coexisted. Age at onset was correlated with SCA8 repeats rather than SCA6 repeats in these five patients. In one of these families, at least one patient showed only a large SCA8 CTA/CTG repeat allele, with no large SCA6 CAG repeat allele. We speculate that the presence of a large SCA8 CTA/CTG repeat allele influences the function of channels such as alpha(1A)-voltage-dependent calcium channel through changing or aberrant splicing, resulting in the development of cerebellar ataxia, especially in homozygous patients.

Sudden Cardiac Arrest (SCA) Risk Assessment

MedlinePlus

... HRS Find a Specialist Share Twitter Facebook SCA Risk Assessment Sudden Cardiac Arrest (SCA) occurs abruptly and without ... people of all ages and health conditions. Start Risk Assessment The Sudden Cardiac Arrest (SCA) Risk Assessment Tool ...

Analysis of flexible aircraft longitudinal dynamics and handling qualities. Volume 2: Data

NASA Technical Reports Server (NTRS)

Waszak, M. R.; Schmidt, D. K.

1985-01-01

Two analysis methods are applied to a family of flexible aircraft in order to investigate how and when structural (especially dynamic aeroelastic) effects affect the dynamic characteristics of aircraft. The first type of analysis is an open loop modal analysis technique. This method considers the effect of modal residue magnitudes on determining vehicle handling qualities. The second method is a pilot in the loop analysis procedure that considers several closed loop system characteristics. Both analyses indicated that dynamic aeroelastic effects caused a degradation in vehicle tracking performance, based on the evaluation of some simulation results. Volume 2 consists of the presentation of the state variable models of the flexible aircraft configurations used in the analysis applications mode shape plots for the structural modes, numerical results from the modal analysis frequency response plots from the pilot in the loop analysis and a listing of the modal analysis computer program.

Modal control theory and application to aircraft lateral handling qualities design

NASA Technical Reports Server (NTRS)

Srinathkumar, S.

1978-01-01

A multivariable synthesis procedure based on eigenvalue/eigenvector assignment is reviewed and is employed to develop a systematic design procedure to meet the lateral handling qualities design objectives of a fighter aircraft over a wide range of flight conditions. The closed loop modal characterization developed provides significant insight into the design process and plays a pivotal role in the synthesis of robust feedback systems. The simplicity of the synthesis algorithm yields an efficient computer aided interactive design tool for flight control system synthesis.

Utilization of sonar technology and microcontroller towards reducing aviation hazards during ground handling of aircraft

NASA Astrophysics Data System (ADS)

Khanam, Mosammat Samia; Biswas, Debasish; Rashid, Mohsina; Salam, Md Abdus

2017-12-01

Safety is one of the most important factors in the field of aviation. Though, modern aircraft are equipped with many instruments/devices to enhance the flight safety but it is seen that accidents/incidents are never reduced to zero. Analysis of the statistical summary of Commercial Jet Airplane accidents highlights that fatal accidents that occurred worldwide from 2006 through 2015 is 11% during taxing, loading/unloading, parking and towing. Human, handling the aircrafts is one of the most important links in aircraft maintenance and hence play a significant role in aviation safety. Effort has been made in this paper to obviate human error in aviation and outline an affordable system that monitors the uneven surface &obstacles for safe "towing in" and "towing out" of an aircraft by the ground crew. The system revolves around implementation of sonar technology by microcontroller. Ultrasonic sensors can be installed on aircraft wings and tail section to identify the uneven surface &obstacles ahead and provide early warning to the maintenance ground crews.

Longitudinal handling qualities during approach and landing of a powered lift STOL aircraft

NASA Technical Reports Server (NTRS)

Franklin, J. A.; Innis, R. C.

1972-01-01

Longitudinal handling qualities evaluations were conducted on the Ames Research Center Flight Simulator for Advanced Aircraft (FSAA) for the approach and landing tasks of a powered lift STOL research aircraft. The test vehicle was a C-8A aircraft modified with a new wing incorporating internal blowing over an augmentor flap. The investigation included: (1) use of various flight path and airspeed control techniques for the basic vehicle; (2) assessment of stability and command augmentation schemes for pitch attitude and airspeed control; (3) determination of the influence of longitudinal and vertical force coupling for the power control; (4) determination of the influence of pitch axis coupling with the thrust vector control; and (5) evaluations of the contribution of stability and command augmentation to recovery from a single engine failure. Results are presented in the form of pilot ratings and commentary substantiated by landing approach time histories.

A design procedure for the handling qualities optimization of the X-29A aircraft

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Cox, Timothy H.

1989-01-01

The techniques used to improve the pitch-axis handling qualities of the X-29A wing-canard-planform fighter aircraft are reviewed. The aircraft and its FCS are briefly described, and the design method, which works within the existing FCS architecture, is characterized in detail. Consideration is given to the selection of design goals and design variables, the definition and calculation of the cost function, the validation of the mathematical model on the basis of flight-test data, and the validation of the improved design by means of nonlinear simulations. Flight tests of the improved design are shown to verify the simulation results.

Shuttle Carrier Aircraft (SCA) Fleet Photo

NASA Technical Reports Server (NTRS)

1995-01-01

NASA's two Boeing 747 Shuttle Carrier Aircraft (SCA) are seen here nose to nose at Dryden Flight Research Center, Edwards, California. The front mounting attachment for the Shuttle can just be seen on top of each. The SCAs are used to ferry Space Shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are; three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached, and two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Texas. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back

Handling qualities of large flexible control-configured aircraft

NASA Technical Reports Server (NTRS)

Swaim, R. L.

1980-01-01

The effects on handling qualities of low frequency symmetric elastic mode interaction with the rigid body dynamics of a large flexible aircraft was analyzed by use of a mathematical pilot modeling computer simulation. An extension of the optimal control model for a human pilot was made so that the mode interaction effects on the pilot's control task could be assessed. Pilot ratings were determined for a longitudinal tracking task with parametric variations in the undamped natural frequencies of the two lowest frequency symmetric elastic modes made to induce varying amounts of mode interaction. Relating numerical performance index values associated with the frequency variations used in several dynamic cases, to a numerical Cooper-Harper pilot rating has proved successful in discriminating when the mathematical pilot can or cannot separate rigid from elastic response in the tracking task.

STS-92 - Shuttle Carrier Aircraft (SCA)

NASA Image and Video Library

2000-10-29

One of NASA’s two modified Boeing 747 Shuttle Carrier Aircraft is bathed in the morning Sun at NASA’s Dryden Flight Research Center at Edwards, California. The modified jumbo jetliners are used to ferry the Space Shuttle orbiters between Dryden and the Kennedy Space Center in Florida and Boeing’s Reusable Space Systems modification facility at Palmdale, California. Features which distinguish the two SCAs from standard 747 jetliners are three struts, with associated interior structural strengthening, which protrude from the top of the fuselage (two aft, one forward) on which the orbiter is attached, and two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability. All interior furnishings and equipment aft of the forward No. 1 doors have also been removed to reduce weight. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Texas.

Piloted Simulation Assessment of the Impact of Flexible Structures on Handling Qualities of Generic Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Stringer, Mary T.; Cowen, Brandon; Hoffler, Keith D.; Couch, Jesse C.; Ogburn, Marilyn E.; Diebler, Corey G.

2013-01-01

The NASA Langley Research Center Cockpit Motion Facility (CMF) was used to conduct a piloted simulation assessment of the impact of flexible structures on flying qualities. The CMF was used because of its relatively high bandwidth, six degree-of-freedom motion capability. Previous studies assessed and attempted to mitigate the effects of multiple dynamic aeroservoelastic modes (DASE). Those results indicated problems existed, but the specific cause and effect was difficult to ascertain. The goal of this study was to identify specific DASE frequencies, damping ratios, and gains that cause degradation in handling qualities. A generic aircraft simulation was developed and designed to have Cooper-Harper Level 1 handling qualities when flown without DASE models. A test matrix of thirty-six DASE modes was implemented. The modes had frequencies ranging from 1 to 3.5 Hz and were applied to each axis independently. Each mode consisted of a single axis, frequency, damping, and gain, and was evaluated individually by six subject pilots with test pilot backgrounds. Analysis completed to date suggests that a number of the DASE models evaluated degrade the handling qualities of this class of aircraft to an uncontrollable condition.

STS-68 747 SCA Ferry Flight Takeoff for Delivery to Kennedy Space Center, Florida

NASA Image and Video Library

1994-10-19

The Space Shuttle Endeavour, atop NASA's 747 Shuttle Carrier Aircraft (SCA), taking off for the Kennedy Space Center shortly after its landing on 11 October 1994, at Edwards, California, to complete mission STS-68. Endeavour was being ferried from the Kennedy Space Center, Florida, to Air Force Plant 42, Palmdale, California, where it will undergo six months of inspections, modifications, and systems upgrades. The STS-68 11-day mission was devoted to radar imaging of Earth's geological features with the Space Radar Laboratory.

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet

NASA Technical Reports Server (NTRS)

2000-01-01

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing 'jumbo jets' that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet

NASA Image and Video Library

2000-02-03

The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.

Air to air view of Endeavour, OV-105, atop SCA flies over JSC enroute to KSC

NASA Technical Reports Server (NTRS)

1991-01-01

Air to air view shows Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, flying over the Clear Lake / NASA JSC area prior to a brief stopover at Ellington Field, near JSC. JSC site appears behind and below the orbiter/aircraft combination with Clear Creek and Egret Bay Blvd in the foreground and Clear Lake and Galveston Bay in the background. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. It left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Sciences Division (ISD).

SCA Waveform Development for Space Telemetry

NASA Technical Reports Server (NTRS)

Mortensen, Dale J.; Kifle, Multi; Hall, C. Steve; Quinn, Todd M.

2004-01-01

The NASA Glenn Research Center is investigating and developing suitable reconfigurable radio architectures for future NASA missions. This effort is examining software-based open-architectures for space based transceivers, as well as common hardware platform architectures. The Joint Tactical Radio System's (JTRS) Software Communications Architecture (SCA) is a candidate for the software approach, but may need modifications or adaptations for use in space. An in-house SCA compliant waveform development focuses on increasing understanding of software defined radio architectures and more specifically the JTRS SCA. Space requirements put a premium on size, mass, and power. This waveform development effort is key to evaluating tradeoffs with the SCA for space applications. Existing NASA telemetry links, as well as Space Exploration Initiative scenarios, are the basis for defining the waveform requirements. Modeling and simulations are being developed to determine signal processing requirements associated with a waveform and a mission-specific computational burden. Implementation of the waveform on a laboratory software defined radio platform is proceeding in an iterative fashion. Parallel top-down and bottom-up design approaches are employed.

Design and Testing of Space Telemetry SCA Waveform

NASA Technical Reports Server (NTRS)

Mortensen, Dale J.; Handler, Louis M.; Quinn, Todd M.

2006-01-01

A Software Communications Architecture (SCA) Waveform for space telemetry is being developed at the NASA Glenn Research Center (GRC). The space telemetry waveform is implemented in a laboratory testbed consisting of general purpose processors, field programmable gate arrays (FPGAs), analog-to-digital converters (ADCs), and digital-to-analog converters (DACs). The radio hardware is integrated with an SCA Core Framework and other software development tools. The waveform design is described from both the bottom-up signal processing and top-down software component perspectives. Simulations and model-based design techniques used for signal processing subsystems are presented. Testing with legacy hardware-based modems verifies proper design implementation and dynamic waveform operations. The waveform development is part of an effort by NASA to define an open architecture for space based reconfigurable transceivers. Use of the SCA as a reference has increased understanding of software defined radio architectures. However, since space requirements put a premium on size, mass, and power, the SCA may be impractical for today s space ready technology. Specific requirements for an SCA waveform and other lessons learned from this development are discussed.

SCA security verification on wireless sensor network node

NASA Astrophysics Data System (ADS)

He, Wei; Pizarro, Carlos; de la Torre, Eduardo; Portilla, Jorge; Riesgo, Teresa

2011-05-01

Side Channel Attack (SCA) differs from traditional mathematic attacks. It gets around of the exhaustive mathematic calculation and precisely pin to certain points in the cryptographic algorithm to reveal confidential information from the running crypto-devices. Since the introduction of SCA by Paul Kocher et al [1], it has been considered to be one of the most critical threats to the resource restricted but security demanding applications, such as wireless sensor networks. In this paper, we focus our work on the SCA-concerned security verification on WSN (wireless sensor network). A detailed setup of the platform and an analysis of the results of DPA (power attack) and EMA (electromagnetic attack) is presented. The setup follows the way of low-cost setup to make effective SCAs. Meanwhile, surveying the weaknesses of WSNs in resisting SCA attacks, especially for the EM attack. Finally, SCA-Prevention suggestions based on Differential Security Strategy for the FPGA hardware implementation in WSN will be given, helping to get an improved compromise between security and cost.

Linkage disequilibrium at the SCA2 locus

PubMed Central

Didierjean, O.; Cancel, G.; Stevanin, G.; Durr, A.; Burk, K.; Benomar, A.; Lezin, A.; Belal, S.; Abada-Bendid, M.; Klockgether, T.; Brice, A.

1999-01-01

Spinocerebellar ataxia type 2 (SCA2) is caused by the expansion of an unstable CAG repeat encoding a polyglutamine tract. Repeats with 32 to 200 CAGs are associated with the disease, whereas normal chromosomes contain 13 to 33 repeats. We tested 220 families of different geographical origins for the SCA2 mutation. Thirty three were positive (15%). Twenty three families with at least two affected subjects were tested for linkage disequilibium (LD) between the SCA2 mutation and three microsatellite markers, two of which (D12S1332-D12S1333) closely flanked the mutation; the other (D12S1672) was intragenic. Many different haplotypes were observed, indicating the occurrence of several ancestral mutations. However, the same haplotype, not observed in controls, was detected in the German, the Serbian, and some of the French families, suggesting a founder effect or recurrent mutations on an at risk haplotype.


Keywords: linkage disequilibrium; SCA2; trinucleotide repeat expansion; founder effect PMID:10353790

Detection of Large Pathogenic Expansions in FRDA1, SCA10, and SCA12 Genes Using a Simple Fluorescent Repeat-Primed PCR Assay

PubMed Central

Cagnoli, Claudia; Michielotto, Chiara; Matsuura, Tohru; Ashizawa, Tetsuo; Margolis, Russell L.; Holmes, Susan E.; Gellera, Cinzia; Migone, Nicola; Brusco, Alfredo

2004-01-01

At least 18 human genetic diseases are caused by expansion of short tandem repeats. Here we describe a successful application of a fluorescent PCR method for the detection of expanded repeats in FRDA1, SCA10, and SCA12 genes. Although this test cannot give a precise estimate of the size of the expansion, it is robust, reliable, and inexpensive, and can be used to screen large series of patients. It proved useful for confirming the presence of large expansions in the Friedreich ataxia gene following an ambiguous result of long-range PCR, as well as rapid pre-screening for large repeat expansions associated with Friedreich ataxia and SCA10 and the shorter repeat expansions associated with SCA12. PMID:15096564

Preliminary Validation of the Small Aircraft Transportation System Higher Volume Operations (SATS HVO) Concept

NASA Technical Reports Server (NTRS)

Williams, Daniel; Consiglio, Maria; Murdoch, Jennifer; Adams, Catherine

2004-01-01

This document provides a preliminary validation of the Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) concept for normal conditions. Initial results reveal that the concept provides reduced air traffic delays when compared to current operations without increasing pilot workload. Characteristic to the SATS HVO concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA) which would be activated by air traffic control (ATC) around designated non-towered, non-radar airports. During periods of poor visibility, SATS pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft in the SCA. Using onboard equipment and simple instrument flight procedures, they would then be better able to approach and land at the airport or depart from it. This concept would also require a new, ground-based automation system, typically located at the airport that would provide appropriate sequencing information to the arriving aircraft. Further validation of the SATS HVO concept is required and is the subject of ongoing research and subsequent publications.

Riding and handling qualities of light aircraft: A review and analysis

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Summery, D. C.; Johnson, W. D.

1972-01-01

Design procedures and supporting data necessary for configuring light aircraft to obtain desired responses to pilot commands and gusts are presented. The procedures employ specializations of modern military and jet transport practice where these provide an improvement over earlier practice. General criteria for riding and handling qualities are discussed in terms of the airframe dynamics. Methods available in the literature for calculating the coefficients required for a linearized analysis of the airframe dynamics are reviewed in detail. The review also treats the relation of spin and stall to airframe geometry. Root locus analysis is used to indicate the sensitivity of airframe dynamics to variations in individual stability derivatives and to variations in geometric parameters. Computer programs are given for finding the frequencies, damping ratios, and time constants of all rigid body modes and for generating time histories of aircraft motions in response to control inputs. Appendices are included presenting the derivation of the linearized equations of motion; the stability derivatives; the transfer functions; approximate solutions for the frequency, damping ratio, and time constants; an indication of methods to be used when linear analysis is inadequate; sample calculations; and an explanation of the use of root locus diagrams and Bode plots.

Sudden Cardiac Arrest (SCA)

MedlinePlus

... attacks often have previous signs and symptoms. SCArisk.org The SCA Risk Assessment is an interactive tool ... 3400 F: 202-464-3401 E: info@HRSonline.org © Heart Rhythm Society 2018 Privacy Policy | Linking Policy | ...

Genetic analysis of SCA2, 3 and 17 in idiopathic Parkinson's disease.

PubMed

Lim, S W; Zhao, Y; Chua, E; Law, H Y; Yuen, Y; Pavanni, R; Wong, M C; Ng, I S; Yoon, C S; Puong, K Y; Lim, S H; Tan, E K

2006-07-31

Recent reports of SCA2 and SCA3 patients who presented with levodopa responsive parkinsonism have generated considerable interest as they have implications for genetic testing. It is unclear whether ethnic race alone or founder effects within certain geographical region explain such an association. In this study, we conducted genetic analysis of SCA2, 3, 17 in an ethnic Chinese cohort with early onset and familial Parkinson's disease (PD) and healthy controls. A total of 191 subjects comprising of 91 PD and 100 healthy controls were examined. We identified one positive case of SCA2 in an early-onset sporadic PD patient who had CAG 36 repeats, yielding a prevalence of 2.2% in early-onset sporadic PD patients and less than 1.0% in our study PD population. The size of the repeats was lower than the expanded repeats (38-57) in SCA2 patients with ataxia in our population. All the children of the patient were physically normal even though some of them carried the repeat expansion of similar size. No cases and controls were positive for SCA3 and SCA17. We do not think routine screening of SCA2, SCA3 and SCA17 for all idiopathic PD patients is cost-effective in our ethnic Chinese population. However, SCA2 should be a differential diagnosis in young onset sporadic PD when genetic mutations of other known PD genes have been excluded.

Effect of winglets on performance and handling qualities of general aviation aircraft

NASA Technical Reports Server (NTRS)

Van Dam, C. P.; Holmes, B. J.; Pitts, C.

1980-01-01

Recent flight and wind tunnel evaluations of winglets mounted on general aviation airplanes have shown improvements in cruise fuel efficiency, and climbing and turning performance. Some of these analyses have also uncovered various effects of winglets on airplane handling qualities. Retrofitting an airplane with winglets can result in reduced cross wind take-off and landing capabilities. Also, winglets can have a detrimental effect on the lateral directional response characteristics of aircraft which have a moderate to high level of adverse yaw due to aileron. Introduction of an aileron-rudder-interconnect, and reduction of the effective dihedral by canting-in of the winglets, or addition of a lower winglet can eliminate these flying quality problems.

Coilin association with Box C/D scaRNA suggests a direct role for the Cajal body marker protein in scaRNP biogenesis

PubMed Central

Enwerem, Isioma I.; Velma, Venkatramreddy; Broome, Hanna J.; Kuna, Marija; Begum, Rowshan A.; Hebert, Michael D.

2014-01-01

ABSTRACT Spliceosomal small nuclear ribonucleoproteins (snRNPs) are enriched in the Cajal body (CB). Guide RNAs, known as small Cajal body-specific RNAs (scaRNAs), direct modification of the small nuclear RNA (snRNA) component of the snRNP. The protein WRAP53 binds a sequence motif (the CAB box) found in many scaRNAs and the RNA component of telomerase (hTR) and targets these RNAs to the CB. We have previously reported that coilin, the CB marker protein, associates with certain non-coding RNAs. For a more comprehensive examination of the RNAs associated with coilin, we have sequenced the RNA isolated from coilin immunocomplexes. A striking preferential association of coilin with the box C/D scaRNAs 2 and 9, which lack a CAB box, was observed. This association varied by treatment condition and WRAP53 knockdown. In contrast, reduction of WRAP53 did not alter the level of coilin association with hTR. Additional studies showed that coilin degrades/processes scaRNA 2 and 9, associates with active telomerase and can influence telomerase activity. These findings suggest that coilin plays a novel role in the biogenesis of box C/D scaRNPs and telomerase. PMID:24659245

Evidence suggesting possible SCA1 gene involvement in schizophrenia

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

Diehl, S.R.; Wange, S.; Sun, C.

Several findings suggest a possible role for the SCA1 gene on chromosome 6p in some cases of schizophrenia. First, linkage analyses in Irish pedigrees provided LOD scores up to 3.0 for one model tested using microsatellites closely linked to SCA1. Reanalysis of these data using affected sibpair methods yielded a significant result (p = 0.01) for one marker. An attempt to replicate this linkage finding was made using 44 NIMH families (206 individuals, 80 affected) and 12 Utah families (120 individuals, 49 affected). LOD scores were negative in these new families, even allowing for heterogeneity, as were results using affectedmore » sibpair methods. However, one Utah family provided a LOD score of 1.3. We also screened the SCA1 trinucleotide repeat to search for expansions characteristic of this disorder in these families and in 38 additional unrelated schizophrenics. We found 1 schizophrenic with 41 repeats, which is substantially larger than the maximum size of 36 repeats observed in previous studies of several hundred controls. We are now assessing whether the distribution of SCA1 repeats differs significantly in schizophrenia versus controls. Recent reports suggest possible anticipation in schizophrenia (also characteristic of SCA1) and a few cases of psychiatric symptoms suggesting schizophrenia have been observed in the highly related disorder DRPLA (SCA2), which is also based on trinucleotide repeat expansion. These findings suggest that further investigations of this gene and chromosome region may be a priority.« less

Pharmacometabolomic Signature of Ataxia SCA1 Mouse Model and Lithium Effects

PubMed Central

Wikoff, William R.; Gatchel, Jennifer R.; Wang, Lu; Barupal, Dinesh K.; Crespo-Barreto, Juan; Fiehn, Oliver

2013-01-01

We have shown that lithium treatment improves motor coordination in a spinocerebellar ataxia type 1 (SCA1) disease mouse model (Sca1154Q/+). To learn more about disease pathogenesis and molecular contributions to the neuroprotective effects of lithium, we investigated metabolomic profiles of cerebellar tissue and plasma from SCA1-model treated and untreated mice. Metabolomic analyses of wild-type and Sca1154Q/+ mice, with and without lithium treatment, were performed using gas chromatography time-of-flight mass spectrometry and BinBase mass spectral annotations. We detected 416 metabolites, of which 130 were identified. We observed specific metabolic perturbations in Sca1154Q/+ mice and major effects of lithium on metabolism, centrally and peripherally. Compared to wild-type, Sca1154Q/+ cerebella metabolic profile revealed changes in glucose, lipids, and metabolites of the tricarboxylic acid cycle and purines. Fewer metabolic differences were noted in Sca1154Q/+ mouse plasma versus wild-type. In both genotypes, the major lithium responses in cerebellum involved energy metabolism, purines, unsaturated free fatty acids, and aromatic and sulphur-containing amino acids. The largest metabolic difference with lithium was a 10-fold increase in ascorbate levels in wild-type cerebella (p<0.002), with lower threonate levels, a major ascorbate catabolite. In contrast, Sca1154Q/+ mice that received lithium showed no elevated cerebellar ascorbate levels. Our data emphasize that lithium regulates a variety of metabolic pathways, including purine, oxidative stress and energy production pathways. The purine metabolite level, reduced in the Sca1154Q/+ mice and restored upon lithium treatment, might relate to lithium neuroprotective properties. PMID:23936457

Falls in spinocerebellar ataxias: Results of the EuroSCA Fall Study.

PubMed

Fonteyn, Ella M R; Schmitz-Hübsch, Tanja; Verstappen, Carla C; Baliko, Laslo; Bloem, Bastiaan R; Boesch, Silvia; Bunn, Lisa; Charles, Perrine; Dürr, Alexandra; Filla, Allesandro; Giunti, Paola; Globas, Christoph; Klockgether, Thomas; Melegh, Bela; Pandolfo, Massimo; De Rosa, Anna; Schöls, Ludger; Timmann, Dagmar; Munneke, Marten; Kremer, Berry P H; van de Warrenburg, Bart P C

2010-06-01

To investigate the frequency, details, and consequences of falls in patients with autosomal dominant spinocerebellar ataxias (SCAs) and to derive specific disease-related risk factors that are associated with an increased fall frequency. Two hundred twenty-eight patients with SCA1, SCA2, SCA3, or SCA6, recruited from the EuroSCA natural history study, completed a fall questionnaire that assessed the frequency, consequences, and several details of falls in the previous 12 months. Relevant disease characteristics were retrieved from the EuroSCA registry. The database of the natural history study provided the ataxia severity scores as well as the number and nature of non-ataxia symptoms. Patients (73.6%) reported at least one fall in the preceding 12 months. There was a high rate of fall-related injuries (74%). Factors that were associated with a higher fall frequency included: disease duration, severity of ataxia, the presence of pyramidal symptoms, the total number of non-ataxia symptoms, and the genotype SCA3. Factors associated with a lower fall frequency were: the presence of extrapyramidal symptoms (more specifically dystonia of the lower limbs) and the genotype SCA2. The total number of non-ataxia symptoms and longer disease duration were independently associated with a higher fall frequency in a logistic regression analysis, while the presence of extrapyramidal symptoms was independently associated with a lower fall frequency. Our findings indicate that, in addition to more obvious factors that are associated with frequent falls, such as disease duration and ataxia severity, non-ataxia manifestations in SCA play a major role in the fall etiology of these patients.

Aircraft Handling Qualities Data

DTIC Science & Technology

1972-12-01

WITH YOUR INQUIRY 02672-931227121247 DEPT OF DEFENSE DEFENSE TECHNICAL INFORMATION CENTER ATTN: DTIC-OCP/JOYCE CHIRAS CAMERON STATION BLDG 9...Handling Qualities, F-IO4A, Lockheed Rept. t No. LR 10794, 12 Dec. 19ř Andrews, William H., and Herman A. Rediess, Flight-Determined Eta- bility and

A modal analysis of flexible aircraft dynamics with handling qualities implications

NASA Technical Reports Server (NTRS)

Schmidt, D. K.

1983-01-01

A multivariable modal analysis technique is presented for evaluating flexible aircraft dynamics, focusing on meaningful vehicle responses to pilot inputs and atmospheric turbulence. Although modal analysis is the tool, vehicle time response is emphasized, and the analysis is performed on the linear, time-domain vehicle model. In evaluating previously obtained experimental pitch tracking data for a family of vehicle dynamic models, it is shown that flexible aeroelastic effects can significantly affect pitch attitude handling qualities. Consideration of the eigenvalues alone, of both rigid-body and aeroelastic modes, does not explain the simulation results. Modal analysis revealed, however, that although the lowest aeroelastic mode frequency was still three times greater than the short-period frequency, the rigid-body attitude response was dominated by this aeroelastic mode. This dominance was defined in terms of the relative magnitudes of the modal residues in selected vehicle responses.

STS-76 - Being Prepared for Delivery to Kennedy Space Center via SCA 747 Aircraft

NASA Technical Reports Server (NTRS)

1996-01-01

Moonrise over Atlantis following the STS-76 dawn landing at NASA's Dryden Flight Research Center, Edwards, California, on 31 March 1996. NASA 905, one of two modified Boeing 747 Shuttle Carrier Aircraft (SCA), was readied to ferry Atlantis back to the Kennedy Space Center, Florida. Delivery of Atlantis to Florida was delayed until 11 April 1996, due to an engine warning light that appeared shortly after take off on 6 April. The SCA #905 returned to Edwards with Atlantis attached only minutes after departure. The right inboard engine #3 was exchanged and the 747 with Atlantis atop was able to depart for Davis-Monthan Air Force Base for a refueling stop. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the

STS-64 and 747-SCA Ferry Flight Takeoff

NASA Image and Video Library

1994-09-26

The Space Shuttle Discovery, mated to NASA's 747 Shuttle Carrier Aircraft (SCA), takes to the air for its ferry flight back to the Kennedy Space Center in Florida. The spacecraft, with a crew of six, was launched into a 57-degree high inclination orbit from the Kennedy Space Center, Florida, at 3:23 p.m., 9 September 1994. The mission featured the study of clouds and the atmosphere with a laser beaming system called Lidar In-Space Technology Experiment (LITE), and the first untethered space walk in ten years. A Spartan satellite was also deployed and later retrieved in the study of the sun's corona and solar wind. The mission was scheduled to end Sunday, 18 September, but was extended one day to continue science work. Bad weather at the Kennedy Space Center on 19 September, forced a one-day delay to September 20, with a weather divert that day to Edwards. Mission commander was Richard Richards, the pilot Blaine Hammond, while mission specialists were Jerry Linenger, Susan Helms, Carl Meade, and Mark Lee.

High relative frequency of SCA1 in Poland reflecting a potential founder effect.

PubMed

Krysa, Wioletta; Sulek, Anna; Rakowicz, Maria; Szirkowiec, Walentyna; Zaremba, Jacek

2016-08-01

Spinocerebellar ataxias (SCAs) have irregular distributions worldwide. SCA1 is the most frequent in Poland, and no cases of SCA3 of Polish origin has yet been identified. In view of such patterns of SCAs occurrence, the relative frequency, geographical distribution and a possible founder effect of SCA1 were investigated. DNA samples of 134 probands with SCA1 and 228 controls were analysed. The genotyping of four markers, D6S89, D6S109, D6S274, D6S288, around the ATXN1 gene (SCA1) and sequencing of the selected variant of D6S89 were performed. The relative frequency of SCA1 was 68 %. The studied SCA1 pedigrees were irregularly distributed, with the highest concentration in Central Poland. Haplotyping revealed the association of ATXN1 gene mutation with a 197-bp variant of D6S89 marker (63 % of probands) and with a 184-bp variant of DS6274 (50.7 % of probands). Out of 61 SCA1 probands from Mazowieckie, 41 carried the same 197-bp variant. SCA1 relative frequency in Poland shows the highest value compared with the data from other countries worldwide. Due to the association with the mutation obtained for the investigated markers and the SCA1 pedigrees concentration in Central Poland, we hypothesise that it represents a potential founder effect.

Genetic screening of Greek patients with Huntington’s disease phenocopies identifies an SCA8 expansion.

PubMed

Koutsis, G; Karadima, G; Pandraud, A; Sweeney, M G; Paudel, R; Houlden, H; Wood, N W; Panas, M

2012-09-01

Huntington’s disease (HD) is an autosomal dominant disorder characterized by a triad of chorea, psychiatric disturbance and cognitive decline. Around 1% of patients with HD-like symptoms lack the causative HD expansion and are considered HD phenocopies. Genetic diseases that can present as HD phenocopies include HD-like syndromes such as HDL1, HDL2 and HDL4 (SCA17), some spinocerebellar ataxias (SCAs) and dentatorubral-pallidoluysian atrophy (DRPLA). In this study we screened a cohort of 21 Greek patients with HD phenocopy syndromes formutations causing HDL2, SCA17, SCA1, SCA2, SCA3,SCA8, SCA12 and DRPLA. Fifteen patients (71%) had a positive family history. We identified one patient (4.8% of the total cohort) with an expansion of 81 combined CTA/CTG repeats at the SCA8 locus. This falls within what is believed to be the high-penetrance allele range. In addition to the classic HD triad, the patient had features of dystonia and oculomotor apraxia. There were no cases of HDL2, SCA17, SCA1, SCA2, SCA3, SCA12 or DRPLA. Given the controversy surrounding the SCA8 expansion, the present finding may be incidental. However, if pathogenic, it broadens the phenotype that may be associated with SCA8 expansions. The absence of any other mutations in our cohort is not surprising, given the low probability of reaching a genetic diagnosis in HD phenocopy patients.

Handling qualities effects of display latency

NASA Technical Reports Server (NTRS)

King, David W.

1993-01-01

Display latency is the time delay between aircraft response and the corresponding response of the cockpit displays. Currently, there is no explicit specification for allowable display lags to ensure acceptable aircraft handling qualities in instrument flight conditions. This paper examines the handling qualities effects of display latency between 70 and 400 milliseconds for precision instrument flight tasks of the V-22 Tiltrotor aircraft. Display delay effects on the pilot control loop are analytically predicted through a second order pilot crossover model of the V-22 lateral axis, and handling qualities trends are evaluated through a series of fixed-base piloted simulation tests. The results show that the effects of display latency for flight path tracking tasks are driven by the stability characteristics of the attitude control loop. The data indicate that the loss of control damping due to latency can be simply predicted from knowledge of the aircraft's stability margins, control system lags, and required control bandwidths. Based on the relationship between attitude control damping and handling qualities ratings, latency design guidelines are presented. In addition, this paper presents a design philosophy, supported by simulation data, for using flight director display augmentation to suppress the effects of display latency for delays up to 300 milliseconds.

Biology and clinical relevance of noncoding sno/scaRNAs.

PubMed

Cao, Thuy; Rajasingh, Sheeja; Samanta, Saheli; Dawn, Buddhadeb; Bittel, Douglas C; Rajasingh, Johnson

2018-02-01

Small nucleolar RNAs (snoRNAs) are a group of noncoding RNAs that perform various biological functions, including biochemical modifications of other RNAs, precursors of miRNA, splicing, and telomerase activity. The small Cajal body-associated RNAs (scaRNAs) are a subset of the snoRNA family and collect in the Cajal body where they perform their canonical function to biochemically modify spliceosomal RNAs prior to maturation. Failure of sno/scaRNAs have been implicated in pathology such as congenital heart anomalies, neuromuscular disorders, and various malignancies. Thus, understanding of sno/scaRNAs demonstrates the clinical value. Copyright © 2018 Elsevier Inc. All rights reserved.

scaRNAs regulate splicing and vertebrate heart development.

PubMed

Patil, Prakash; Kibiryeva, Nataliya; Uechi, Tamayo; Marshall, Jennifer; O'Brien, James E; Artman, Michael; Kenmochi, Naoya; Bittel, Douglas C

2015-08-01

Alternative splicing (AS) plays an important role in regulating mammalian heart development, but a link between misregulated splicing and congenital heart defects (CHDs) has not been shown. We reported that more than 50% of genes associated with heart development were alternatively spliced in the right ventricle (RV) of infants with tetralogy of Fallot (TOF). Moreover, there was a significant decrease in the level of 12 small cajal body-specific RNAs (scaRNAs) that direct the biochemical modification of specific nucleotides in spliceosomal RNAs. We sought to determine if scaRNA levels influence patterns of AS and heart development. We used primary cells derived from the RV of infants with TOF to show a direct link between scaRNA levels and splice isoforms of several genes that regulate heart development (e.g., GATA4, NOTCH2, DAAM1, DICER1, MBNL1 and MBNL2). In addition, we used antisense morpholinos to knock down the expression of two scaRNAs (scarna1 and snord94) in zebrafish and saw a corresponding disruption of heart development with an accompanying alteration in splice isoforms of cardiac regulatory genes. Based on these combined results, we hypothesize that scaRNA modification of spliceosomal RNAs assists in fine tuning the spliceosome for dynamic selection of mRNA splice isoforms. Our results are consistent with disruption of splicing patterns during early embryonic development leading to insufficient communication between the first and second heart fields, resulting in conotruncal misalignment and TOF. Our findings represent a new paradigm for determining the mechanisms underlying congenital cardiac malformations. Copyright © 2015. Published by Elsevier B.V.

Prediction of pilot opinion ratings using an optimal pilot model. [of aircraft handling qualities in multiaxis tasks

NASA Technical Reports Server (NTRS)

Hess, R. A.

1977-01-01

A brief review of some of the more pertinent applications of analytical pilot models to the prediction of aircraft handling qualities is undertaken. The relative ease with which multiloop piloting tasks can be modeled via the optimal control formulation makes the use of optimal pilot models particularly attractive for handling qualities research. To this end, a rating hypothesis is introduced which relates the numerical pilot opinion rating assigned to a particular vehicle and task to the numerical value of the index of performance resulting from an optimal pilot modeling procedure as applied to that vehicle and task. This hypothesis is tested using data from piloted simulations and is shown to be reasonable. An example concerning a helicopter landing approach is introduced to outline the predictive capability of the rating hypothesis in multiaxis piloting tasks.

V/STOL tilt rotor aircraft study. Volume 9: Piloted simulator evaluation of the Boeing Vertol model 222 tilt rotor aircraft

NASA Technical Reports Server (NTRS)

Rosenstein, H.; Mcveigh, M. A.; Mollenkof, P. A.

1973-01-01

The results of a real time piloted simulation to investigate the handling qualities and performance of a tilting rotor aircraft design are presented. The aerodynamic configuration of the aircraft is described. The procedures for conducting the simulator evaluation are reported. Pilot comments of the aircraft handling qualities under various simulated flight conditions are included. The time histories of selected pilot maneuvers are shown.

Neuropathological and molecular studies of spinocerebellar ataxia type 6 (SCA6).

PubMed

Sasaki, H; Kojima, H; Yabe, I; Tashiro, K; Hamada, T; Sawa, H; Hiraga, H; Nagashima, K

1998-02-01

SCA6 is an autosomal dominant spinocerebellar ataxia (SCA) caused by a small CAG repeat expansion of the gene encoding an alpha-1A-voltage-dependent Ca channel gene subunit on chromosome 19p13. A Japanese woman with SCA6, with a 7-year history of progressive pure cerebellar ataxia, died of malignant lymphoma. Systematic neuropathological examination showed that neuronal degeneration was confined to the cerebellar Purkinje cells and, to a lesser degree, the granular cells, without any involvement of other central nervous system structures. Such pathological selectivity correlates with the localized expression of the responsible gene, and coincides with the neurological manifestation. These findings might contribute to establishing the phenotype of the SCA6 via comparison with other dominant ataxias.

Link Adaptation for Mitigating Earth-To-Space Propagation Effects on the NASA SCaN Testbed

NASA Technical Reports Server (NTRS)

Kilcoyne, Deirdre K.; Headley, William C.; Leffke, Zach J.; Rowe, Sonya A.; Mortensen, Dale J.; Reinhart, Richard C.; McGwier, Robert W.

2016-01-01

In Earth-to-Space communications, well-known propagation effects such as path loss and atmospheric loss can lead to fluctuations in the strength of the communications link between a satellite and its ground station. Additionally, the typically unconsidered effect of shadowing due to the geometry of the satellite and its solar panels can also lead to link degradation. As a result of these anticipated channel impairments, NASA's communication links have been traditionally designed to handle the worst-case impact of these effects through high link margins and static, lower rate, modulation formats. The work presented in this paper aims to relax these constraints by providing an improved trade-off between data rate and link margin through utilizing link adaptation. More specifically, this work provides a simulation study on the propagation effects impacting NASA's SCaN Testbed flight software-defined radio (SDR) as well as proposes a link adaptation algorithm that varies the modulation format of a communications link as its signal-to-noise ratio fluctuates. Ultimately, the models developed in this work will be utilized to conduct real-time flight experiments on-board the NASA SCaN Testbed.

Genetic map of the spinocerebellar ataxia type 2 (SCA2) region on chromosome 12

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

Nechiporuk, A.; Frederick, T.; Pulst, S.M.

1994-09-01

The autosomal dominant ataxias (SCAs) are a clinically and genetically heterogeneous group of neurodegenerative diseases characterized by progressive ataxia. At least four gene loci have been identified: SCA1 on chromosome (CHR) 6, SCA2 on CHR12, Machado-Joseph disease on CHR14, and SCA families that are not linked to any of the above loci. In addition, the gene causing dentato-rubro-pallido-luysian atrophy has been identified as an expanded CAG repeat on CHR 12p. As a necessary step in identifying the gene for SCA2, we now identified closer flanking markers. To do this we ordered microsatellite markers in the now identified closer flanking markers.more » To do this we ordered microsatellite markers in the region and then determined pairwise and multipoint lod scores between the markers and SCA2 in three large pedigrees with SCA. The following order was established with odds > 1,000:1 using six non-SCA pedigrees: D12S101-7.1cM-D12S58-0cM-IGF1-3.6cM-D12S78-1.4cM-D12S317-3.7cM-D12S84-0cM-D12S105-7.2cM-D12S79-7.0cM-PLA2. Using this ordered set of markers we examined linkage to SCA2 in three pedigrees of Italian, Austrian and French-Canadian descent. Pairwise linkage analysis resulted in significant positive lod scores for all markers. The highest pairwise lod score was obtained with D12S84/D12S105 (Z{sub max}=7.98, theta{sub max}=0.05). To further define the location of SCA2, we performed multipoint linkage analysis using the genetic map established above. The highest location score was obtained between D12S317 and D12S84/D12S105. A location of SCA2 between these loci was favored with odds > 100:1. These data likely narrow the SCA2 candidate region to approximately 3.7 cM. The relatively large large number of markers tightly linked to SCA2 will facilitate the assignment of additional SCA pedigrees to CHR12, and will help in the presymptomatic diagnosis of individuals in families with proven linkage to CHR12.« less

EPICS SCA CLIENTS ON THE .NET X64 PLATFORM

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

Timossi, Chris; Nishimura, Hiroshi

2006-10-19

We have developed a .NET assembly, which we call SCA.NET,which we have been using for building EPICS based control roomapplications at the Advanced Light Source (ALS). In this paper we reporton our experiences building a 64-bit version of SCA.NET and theunderlying channel access libraries for Windows XP x64 (using a dual coreAMD Athlon CPU). We also report on our progress in building newaccelerator control applications for this environment.

The isolation and in vitro expansion of hepatic Sca-1 progenitor cells

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

Clayton, Elizabeth, E-mail: Elizabeth.Clayton@ed.ac.uk; Forbes, Stuart J.

2009-04-17

The intra-hepatic population of liver progenitor cells expands during liver injury when hepatocyte proliferation is inhibited. These cells can be purified by density gradient centrifugation and cultured. Separated by size only this population contains small cells of hematopoietic, epithelial and endothelial lineages and is thought to contain liver stem cells. The identity of liver stem cells remains unknown although there is some evidence that tissue Sca1{sup +} CD45{sup -} cells display progenitor cell characteristics. We identified both intra-hepatic and gall bladder Sca1{sup +} cells following liver injury and expanded ex vivo Sca1 cells as part of heterogenous cell culture ormore » as a purified population. We found significant difference between the proliferation of Sca-1 cells when plated on laminin or collagen I while proliferation of heterogenous population was not affected by the extracellular matrix indicating the necessity for culture of Sca1{sup +} cells with laminin matrix or laminin producing cells in long term liver progenitor cell cultures.« less

[A clinical trial of acetazolamide for SCA6].

PubMed

Yabe, I; Sasaki, H; Yamashita, I; Takei, A; Fukazawa, T; Hamada, T; Tashiro, K

1999-08-01

Spinocerebellar ataxia type 6 (SCA 6) is an allelic disorder of episodic ataxia type 2 (EA 2) and is caused by a small CAG repeat expansion in the gene encoding the alpha 1A-voltage-dependent-Ca channel subunit (CACNA 1 A) on chromosome 19p13.1. The disorder starts at adulthood with progressive cerebellar ataxia, and the symptoms often fluctuate at early stage. These clinical features overlap with those of EA 2, which has been known as acetazolamide-responsive ataxia. On this background, we studied the clinical effectiveness of acetazolamide for SCA 6 in 9 consecutive patients. Their clinical severity was serially evaluated by ARS (ataxia rating scale) and gravimetric test, over 32 weeks of oral administration of acetazolamide (250-500 mg/day). Consequently, a significant improvement was observed in ARS and postural sway. Our results indicate that acetazolamide is temporally effective for ameliorating the symptoms of SCA 6. However, its effects for the disease progression need to be examined in more large scales in number and duration.

Suppression of calbindin-D28k expression exacerbates SCA1 phenotype in a disease mouse model.

PubMed

Vig, Parminder J S; Wei, Jinrong; Shao, Qingmei; Lopez, Maripar E; Halperin, Rebecca; Gerber, Jill

2012-09-01

Spinocerebellar ataxia type 1 (SCA1) is an autosomal dominant neurological disorder caused by the expansion of a polyglutamine tract in the mutant protein ataxin-1. The cerebellar Purkinje cells (PCs) are the major targets of mutant ataxin-1. The mechanism of PC death in SCA1 is not known; however, previous work indicates that downregulation of specific proteins involved in calcium homeostasis and signaling by mutant ataxin-1 is the probable cause of PC degeneration in SCA1. In this study, we explored if targeted deprivation of PC specific calcium-binding protein calbindin-D28k (CaB) exacerbates ataxin-1 mediated toxicity in SCA1 transgenic (Tg) mice. Using behavioral tests, we found that though both SCA1/+ and SCA1/+: CaB null (-/+) double mutants exhibited progressive impaired performance on the rotating rod, a simultaneous enhancement of exploratory activity, and absence of deficits in coordination, the double mutants were more severely impaired than SCA1/+ mice. With increasing age, SCA1/+ mice showed a progressive loss in the expression and localization of CaB and other PC specific calcium-binding and signaling proteins. In double mutants, these changes were more pronounced and had an earlier onset. Gene expression profiling of young mice exhibiting no behavior or biochemical deficits revealed a differential expression of many genes common to SCA1/+ and CaB-/+ lines, and unique to SCA1/+: CaB-/+ phenotype. Our study provides further evidence for a critical role of CaB in SCA1 pathogenesis, which may help identify new therapeutic targets to treat SCA1 or other cerebellar ataxias.

Aortic Sca-1+ Progenitor Cells Arise from the Somitic Mesoderm Lineage in Mice.

PubMed

Steinbach, Sarah K; Wang, Tao; Carruthers, Martha H; Li, Angela; Besla, Rickvinder; Johnston, Adam P; Robbins, Clinton S; Husain, Mansoor

2018-05-31

Sca-1 + progenitor cells in the adult mouse aorta are known to generate vascular smooth muscle cells (VSMCs), but their embryological origins and temporal abundance are not known. Using tamoxifen-inducible Myf5-Cre ER mice, we demonstrate that Sca-1 + adult aortic cells arise from the somitic mesoderm beginning at E8.5 and continue throughout somitogenesis. Myf5 lineage-derived Sca-1 + cells greatly expand in situ, starting at 4 weeks of age, and become a major source of aortic Sca-1 + cells by 6 weeks of age. Myf5-derived adult aortic cells are capable of forming multicellular sphere-like structures in vitro and express the pluripotency marker Sox2. Exposure to transforming growth factor-β3 induces these spheres to differentiate into calponin-expressing VSMCs. Pulse-chase experiments using tamoxifen-inducible Sox2-Cre ERT2 mice at 8 weeks of age demonstrate that ∼35% of all adult aortic Sca-1 + cells are derived from Sox2 + cells. The present study demonstrates that aortic Sca-1 + progenitor cells are derived from the somitic mesoderm formed at the earliest stages of somitogenesis and from Sox2-expressing progenitors in adult mice.

A Look at Handling Qualities of Canard Configurations

NASA Technical Reports Server (NTRS)

Anderson, Seth B.

1986-01-01

The first human-powered flight was achieved by a canard-configured aircraft (Wright Brothers). Although other canard concepts were flown with varying degrees of success over the years, the tail-aft configuration has dominated the aircraft market for both military and civil use. Reviewed are the development of several canard aircraft with emphasis on stability and control, handling qualities, and operating problems. The results show that early canard concepts suffered adversely in flight behavior because of a lack of understanding of the sensitivities of these concepts to basic stability and control principles. Modern canard designs have been made competitive with tail-aft configurations by using appropriate handling qualities design criteria.

Handling Qualities Implications for Crewed Spacecraft Operations

NASA Technical Reports Server (NTRS)

Bailey, Randall E.; Jackson, E. Bruce; Arthur, J. J.

2012-01-01

Abstract Handling qualities embody those qualities or characteristics of an aircraft that govern the ease and precision with which a pilot is able to perform the tasks required in support of an aircraft role. These same qualities are as critical, if not more so, in the operation of spacecraft. A research, development, test, and evaluation process was put into effect to identify, understand, and interpret the engineering and human factors principles which govern the pilot-vehicle dynamic system as they pertain to space exploration missions and tasks. Toward this objective, piloted simulations were conducted at the NASA Langley Research Center and Ames Research Center for earth-orbit proximity operations and docking and lunar landing. These works provide broad guidelines for the design of spacecraft to exhibit excellent handling characteristics. In particular, this work demonstrates how handling qualities include much more than just stability and control characteristics of a spacecraft or aircraft. Handling qualities are affected by all aspects of the pilot-vehicle dynamic system, including the motion, visual and aural cues of the vehicle response as the pilot performs the required operation or task. A holistic approach to spacecraft design, including the use of manual control, automatic control, and pilot intervention/supervision is described. The handling qualities implications of design decisions are demonstrated using these pilot-in-the-loop evaluations of docking operations and lunar landings.

The effects of aircraft design on STOL ride quality

NASA Technical Reports Server (NTRS)

Jones, C. R.; Jacobson, I. D.

1975-01-01

Effects of aircraft dynamic characteristics on passenger ride quality are investigated to determine ride-quality isocontours similar to aircraft handling-qualities contours. Measurements are made on a moving-base simulator while varying the aircraft short-period and Dutch Roll frequencies and dampings. Both pilot ratings and subjective ride-quality ratings are obtained during flight. Ride and handling qualities were found to be complementary for the Dutch Roll mode, but not for the short-period mode. Regions of optimal ride and handling qualities are defined for the short-period mode, and the effects of turbulence levels studied.

Tissue transglutaminase crosslinks ataxin-1: Possible role in SCA1 pathogenesis

PubMed Central

D’Souza, D.R.; Wei, J.; Shao, Q.; Hebert, M.D.; Subramony, S.H.; Vig, P.J.S.

2007-01-01

Transglutaminase type 2 (TG2) has recently been implicated in crosslinking of mutant huntingtin protein into aggregates. Here we show that TG2 also crosslinks spinocerebellar ataxia-1 (SCA1) gene product ataxin-1. HeLa cell lysates expressing GFP tagged ataxin-1 with 2, 30 or 82 glutamines showed covalent crosslinking of ataxin-1 when incubated with exogenously added TG2. This crosslinking was inhibited by TG2 inhibitor cystamine. SCA1 transgenic mice which overexpress the mutant ataxin-1 in cerebellar Purkinje cells showed elevated nuclear TG2 in the absence of ataxin-1 nuclear aggregates. The addition of purified TG2 to the nuclear extracts or addition of SCA1 nuclear TG2 to GFP-Q82 HeLa cell lysates resulted in the formation of insoluble aggregates. These data indicate that ataxin-1 is a substrate of TG2. Further, in SCA1 TG2 may translocate to the nucleus in response to nuclear accumulation of mutant ataxin-1 at early stages of the disease. PMID:17045396

Augmenting the SCaN Link Budget Tool with Validated Atmospheric Propagation

NASA Technical Reports Server (NTRS)

Steinkerchner, Leo; Welch, Bryan

2017-01-01

In any Earth-Space or Space-Earth communications link, atmospheric effects cause significant signal attenuation. In order to develop a communications system that is cost effective while meeting appropriate performance requirements, it is important to accurately predict these effects for the given link parameters. This project aimed to develop a Matlab(TradeMark) (The MathWorks, Inc.) program that could augment the existing Space Communications and Navigation (SCaN) Link Budget Tool with accurate predictions of atmospheric attenuation of both optical and radio-frequency signals according to the SCaN Optical Link Assessment Model Version 5 and the International Telecommunications Union, Radiocommunications Sector (ITU-R) atmospheric propagation loss model, respectively. When compared to data collected from the Advance Communications Technology Satellite (ACTS), the radio-frequency model predicted attenuation to within 1.3 dB of loss for 95 of measurements. Ultimately, this tool will be integrated into the SCaN Center for Engineering, Networks, Integration, and Communications (SCENIC) user interface in order to support analysis of existing SCaN systems and planning capabilities for future NASA missions.

Flight simulator for hypersonic vehicle and a study of NASP handling qualities

NASA Technical Reports Server (NTRS)

Ntuen, Celestine A.; Park, Eui H.; Deeb, Joseph M.; Kim, Jung H.

1992-01-01

The research goal of the Human-Machine Systems Engineering Group was to study the existing handling quality studies in aircraft with sonic to supersonic speeds and power in order to understand information requirements needed for a hypersonic vehicle flight simulator. This goal falls within the NASA task statements: (1) develop flight simulator for hypersonic vehicle; (2) study NASP handling qualities; and (3) study effects of flexibility on handling qualities and on control system performance. Following the above statement of work, the group has developed three research strategies. These are: (1) to study existing handling quality studies and the associated aircraft and develop flight simulation data characterization; (2) to develop a profile for flight simulation data acquisition based on objective statement no. 1 above; and (3) to develop a simulator and an embedded expert system platform which can be used in handling quality experiments for hypersonic aircraft/flight simulation training.

The Small Aircraft Transportation System (SATS), Higher Volume Operations (HVO) Concept and Research

NASA Technical Reports Server (NTRS)

Baxley, B.; Williams, D.; Consiglio, M.; Adams, C.; Abbott, T.

2005-01-01

The ability to conduct concurrent, multiple aircraft operations in poor weather at virtually any airport offers an important opportunity for a significant increase in the rate of flight operations, a major improvement in passenger convenience, and the potential to foster growth of operations at small airports. The Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept is designed to increase capacity at the 3400 non-radar, non-towered airports in the United States where operations are currently restricted to one-in/one-out procedural separation during low visibility or ceilings. The concept s key feature is that pilots maintain their own separation from other aircraft using air-to-air datalink and on-board software within the Self-Controlled Area (SCA), an area of flight operations established during poor visibility and low ceilings around an airport without Air Traffic Control (ATC) services. While pilots self-separate within the SCA, an Airport Management Module (AMM) located at the airport assigns arriving pilots their sequence based on aircraft performance, position, winds, missed approach requirements, and ATC intent. The HVO design uses distributed decision-making, safe procedures, attempts to minimize pilot and controller workload, and integrates with today's ATC environment. The HVO procedures have pilots make their own flight path decisions when flying in Instrument Metrological Conditions (IMC) while meeting these requirements. This paper summarizes the HVO concept and procedures, presents a summary of the research conducted and results, and outlines areas where future HVO research is required. More information about SATS HVO can be found at http://ntrs.nasa.gov.

Estimation of Handling Qualities Parameters of the Tu-144 Supersonic Transport Aircraft from Flight Test Data

NASA Technical Reports Server (NTRS)

Curry, Timothy J.; Batterson, James G. (Technical Monitor)

2000-01-01

Low order equivalent system (LOES) models for the Tu-144 supersonic transport aircraft were identified from flight test data. The mathematical models were given in terms of transfer functions with a time delay by the military standard MIL-STD-1797A, "Flying Qualities of Piloted Aircraft," and the handling qualities were predicted from the estimated transfer function coefficients. The coefficients and the time delay in the transfer functions were estimated using a nonlinear equation error formulation in the frequency domain. Flight test data from pitch, roll, and yaw frequency sweeps at various flight conditions were used for parameter estimation. Flight test results are presented in terms of the estimated parameter values, their standard errors, and output fits in the time domain. Data from doublet maneuvers at the same flight conditions were used to assess the predictive capabilities of the identified models. The identified transfer function models fit the measured data well and demonstrated good prediction capabilities. The Tu-144 was predicted to be between level 2 and 3 for all longitudinal maneuvers and level I for all lateral maneuvers. High estimates of the equivalent time delay in the transfer function model caused the poor longitudinal rating.

Integrated Aerodynamic and Control System Design of Oblique Wing Aircraft. Ph.D. Thesis

NASA Technical Reports Server (NTRS)

Morris, Stephen James

1990-01-01

An efficient high speed aircraft design must achieve a high lift to drag ratio at transonic and supersonic speeds. In 1952 Dr. R. T. Jones proved that for any flight Mach number minimum drag at a fixed lift is achieved by an elliptic wing planform with an appropriate oblique sweep angle. Since then, wind tunnel tests and numerical flow models have confirmed that the compressibility drag of oblique wing aircraft is lower than similar symmetrical sweep designs. At oblique sweep angles above thirty degrees the highly asymmetric planform gives rise to aerodynamic and inertia couplings which affect stability and degrade the aircraft's handling qualities. In the case of the NASA-Rockwell Oblique Wing Research Aircraft, attempts to improve the handling qualities by implementing a stability augmentation system have produced unsatisfactory results because of an inherent lack of controllability in the proposed design. The present work focuses on improving the handling qualities of oblique wing aircraft by including aerodynamic configuration parameters as variables in the control system synthesis to provide additional degrees of freedom with which to further decouple the aircraft's response. Handling qualities are measured using a quadratic cost function identical to that considered in optimal control problems, but the controller architecture is not restricted to full state feedback. An optimization procedure is used to simultaneously solve for the aircraft configuration and control gains which maximize a handling qualities measure, while meeting imposed constraints on trim. In some designs wing flexibility is also modeled and reduced order controllers are implemented. Oblique wing aircraft synthesized by this integrated design method show significant improvement in handling qualities when compared to the originally proposed closed loop aircraft. The integrated design synthesis method is then extended to show how handling qualities may be traded for other types of mission

SBIR Technology Applications to Space Communications and Navigation (SCaN)

NASA Technical Reports Server (NTRS)

Liebrecht, Phil; Eblen, Pat; Rush, John; Tzinis, Irene

2010-01-01

This slide presentation reviews the mission of the Space Communications and Navigation (SCaN) Office with particular emphasis on opportunities for technology development with SBIR companies. The SCaN office manages NASA's space communications and navigation networks: the Near Earth Network (NEN), the Space Network (SN), and the Deep Space Network (DSN). The SCaN networks nodes are shown on a world wide map and the networks are described. Two types of technologies are described: Pull technology, and Push technologies. A listing of technology themes is presented, with a discussion on Software defined Radios, Optical Communications Technology, and Lunar Lasercom Space Terminal (LLST). Other technologies that are being investigated are some Game Changing Technologies (GCT) i.e., technologies that offer the potential for improving comm. or nav. performance to the point that radical new mission objectives are possible, such as Superconducting Quantum Interference Filters, Silicon Nanowire Optical Detectors, and Auto-Configuring Cognitive Communications

The influence of handling qualities on safety and survivability

NASA Technical Reports Server (NTRS)

Anderson, S. B.

1977-01-01

The relationship of handling qualities to safety and survivability of military aircraft is examined which includes the following: (1) a brief discussion of the philosophy used in the military specifications for treatment of degraded handling qualities, (2) an examination of several example handling qualities problem areas which influence safety and survivability; and (3) a movie illustrating the potential dangers of inadequate handling qualities features.

Knockdown of acid-sensing ion channel 1a (ASIC1a) suppresses disease phenotype in SCA1 mouse model.

PubMed

Vig, Parminder J S; Hearst, Scoty M; Shao, Qingmei; Lopez, Maripar E

2014-08-01

The mutated ataxin-1 protein in spinocerebellar ataxia 1 (SCA1) targets Purkinje cells (PCs) of the cerebellum and causes progressive ataxia due to loss of PCs and neurons of the brainstem. The exact mechanism of this cellular loss is still not clear. Currently, there are no treatments for SCA1; however, understanding of the mechanisms that regulate SCA1 pathology is essential for devising new therapies for SCA1 patients. We previously established a connection between the loss of intracellular calcium-buffering and calcium-signalling proteins with initiation of neurodegeneration in SCA1 transgenic (Tg) mice. Recently, acid-sensing ion channel 1a (ASIC1a) have been implicated in calcium-mediated toxicity in many brain disorders. Here, we report generating SCA1 Tg mice in the ASIC1a knockout (KO) background and demonstrate that the deletion of ASIC1a gene expression causes suppression of the SCA1 disease phenotype. Loss of the ASIC1a channel in SCA1/ASIC1a KO mice resulted in the improvement of motor deficit and decreased PC degeneration. Interestingly, the expression of the ASIC1 variant, ASIC1b, was upregulated in the cerebellum of both SCA1/ASIC1a KO and ASIC1a KO animals as compared to the wild-type (WT) and SCA1 Tg mice. Further, these SCA1/ASIC1a KO mice exhibited translocation of PC calcium-binding protein calbindin-D28k from the nucleus to the cytosol in young animals, which otherwise have both cytosolic and nuclear localization. Furthermore, in addition to higher expression of calcium-buffering protein parvalbumin, PCs of the older SCA1/ASIC1a KO mice showed a decrease in morphologic abnormalities as compared to the age-matched SCA1 animals. Our data suggest that ASIC1a may be a mediator of SCA1 pathogenesis and targeting ASIC1a could be a novel approach to treat SCA1.

Expansion of the Spinocerebellar Ataxia Type 10 (SCA10) Repeat in a Patient with Sioux Native American Ancestry

PubMed Central

Liu, Jilin; McFarland, Karen N.; Landrian, Ivette; Hutter, Diane; Teive, Hélio A. G.; Rasmussen, Astrid; Mulligan, Connie J.; Ashizawa, Tetsuo

2013-01-01

Spinocerebellar ataxia type 10 (SCA10), an autosomal dominant cerebellar ataxia, is caused by the expansion of the non-coding ATTCT pentanucleotide repeat in the ATAXIN 10 gene. To date, all cases of SCA10 are restricted to patients with ancestral ties to Latin American countries. Here, we report on a SCA10 patient with Sioux Native American ancestry and no reported Hispanic or Latino heritage. Neurological exam findings revealed impaired gait with mild, age-consistent cerebellar atrophy and no evidence of epileptic seizures. The age at onset for this patient, at 83 years of age, is the latest documented for SCA10 patients and is suggestive of a reduced penetrance allele in his family. Southern blot analysis showed an SCA10 expanded allele of 1400 repeats. Established SNPs surrounding the SCA10 locus showed a disease haplotype consistent with the previously described “SCA10 haplotype”. This case suggests that the SCA10 expansion represents an early mutation event that possibly occurred during the initial peopling of the Americas. PMID:24278426

STS-92 - Towing of Shuttle Discovery and Boeing 747 Shuttle Carrier Aircraft (SCA)

NASA Image and Video Library

2000-11-02

The Space Shuttle Discovery sits atop one of NASA’s modified Boeing 747 Shuttle Carrier Aircraft as the unusual piggyback duo is towed along a taxiway at NASA’s Dryden Flight Research Center at Edwards, California. The Discovery was ferried from NASA Dryden to NASA’s Kennedy Space Center in Florida on November 2, 2000, after extensive pre-ferry servicing and preparations.

Lightning protection of aircraft

NASA Technical Reports Server (NTRS)

Fisher, F. A.; Plumer, J. A.

1977-01-01

The current knowledge concerning potential lightning effects on aircraft and the means that are available to designers and operators to protect against these effects are summarized. The increased use of nonmetallic materials in the structure of aircraft and the constant trend toward using electronic equipment to handle flight-critical control and navigation functions have served as impetus for this study.

White matter damage is related to ataxia severity in SCA3.

PubMed

Kang, J-S; Klein, J C; Baudrexel, S; Deichmann, R; Nolte, D; Hilker, R

2014-02-01

Spinocerebellar ataxia type 3 (SCA3) is the most frequent inherited cerebellar ataxia in Europe, the US and Japan, leading to disability and death through motor complications. Although the affected protein ataxin-3 is found ubiquitously in the brain, grey matter atrophy is predominant in the cerebellum and the brainstem. White matter pathology is generally less severe and thought to occur in the brainstem, spinal cord, and cerebellar white matter. Here, we investigated both grey and white matter pathology in a group of 12 SCA3 patients and matched controls. We used voxel-based morphometry for analysis of tissue loss, and tract-based spatial statistics (TBSS) on diffusion magnetic resonance imaging to investigate microstructural pathology. We analysed correlations between microstructural properties of the brain and ataxia severity, as measured by the Scale for the Assessment and Rating of Ataxia (SARA) score. SCA3 patients exhibited significant loss of both grey and white matter in the cerebellar hemispheres, brainstem including pons and in lateral thalamus. On between-group analysis, TBSS detected widespread microstructural white matter pathology in the cerebellum, brainstem, and bilaterally in thalamus and the cerebral hemispheres. Furthermore, fractional anisotropy in a white matter network comprising frontal, thalamic, brainstem and left cerebellar white matter strongly and negatively correlated with SARA ataxia scores. Tractography identified the thalamic white matter thus implicated as belonging to ventrolateral thalamus. Disruption of white matter integrity in patients suffering from SCA3 is more widespread than previously thought. Moreover, our data provide evidence that microstructural white matter changes in SCA3 are strongly related to the clinical severity of ataxia symptoms.

The Pathogenic Role of Low Range Repeats in SCA17.

PubMed

Shin, Jung Hwan; Park, Hyeyoung; Ehm, Gwan Hee; Lee, Woong Woo; Yun, Ji Young; Kim, Young Eun; Lee, Jee-Young; Kim, Han-Joon; Kim, Jong-Min; Jeon, Beom Seok; Park, Sung-Sup

2015-01-01

SCA17 is an autosomal dominant cerebellar ataxia with expansion of the CAG/CAA trinucleotide repeats in the TATA-binding protein (TBP) gene. SCA17 can have various clinical presentations including parkinsonism, ataxia, chorea and dystonia. SCA17 is diagnosed by detecting the expanded CAG repeats in the TBP gene; however, in the literature, pathologic repeat numbers as low as 41 overlap with normal repeat numbers. The subjects in this study included patients with involuntary movement disorders such as cerebellar ataxia, parkinsonism, chorea and dystonia who visited Seoul National University Hospital between Jan. 2006 and Apr. 2014 and were screened for SCA17. Those who were diagnosed with other genetic diseases or nondegenerative diseases were excluded. DNA from healthy subjects who did not have a family history of parkinsonism, ataxia, psychiatric symptoms, chorea or dystonia served as the control. In total, 5242 chromosomes from 2099 patients and 522 normal controls were analyzed. The total number of patients included in the analysis was 2099 (parkinsonism, 1706; ataxia, 345; chorea, 37; and dystonia, 11). In the normal control, up to 44 repeats were found. In the 44 repeat group, there were 7 (0.3%) patients and 1 (0.2%) normal control. In 43 repeat group, there were 8 (0.4%) patients and 2 (0.4%) normal controls. In the 42 repeat group, there were 16 (0.8%) patients and 3 (0.6%) normal controls. In 41 repeat group, there were 48 (2.3%) patients and 8 (1.5%) normal controls. Considering the overlaps and non-significant differences in allelic frequencies between the patients and the normal controls with low-expansions, we could not determine a definitive cutoff value for the pathologic CAG repeat number of SCA17. Because the statistical analysis between the normal controls and patients with low range expansions failed to show any differences so far, we must consider that clinical cases with low range expansions could be idiopathic movement disorders showing

First Shuttle/747 Captive Flight

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise rides smoothly atop NASA's first Shuttle Carrier Aircraft (SCA), NASA 905, during the first of the shuttle program's Approach and Landing Tests (ALT) at the Dryden Flight Research Center, Edwards, California, in 1977. During the nearly one year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype. In this photo, the main engine area on the aft end of Enterprise is covered with a tail cone to reduce aerodynamic drag that affects the horizontal tail of the SCA, on which tip fins have been installed to increase stability when the aircraft carries an orbiter. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes

Flexible manufacturing of aircraft engine parts

NASA Astrophysics Data System (ADS)

Hassan, Ossama M.; Jenkins, Douglas M.

1992-06-01

GE Aircraft Engines, a major supplier of jet engines for commercial and military aircraft, has developed a fully integrated manufacturing facility to produce aircraft engine components in flexible manufacturing cells. This paper discusses many aspects of the implementation including process technologies, material handling, software control system architecture, socio-technical systems and lessons learned. Emphasis is placed on the appropriate use of automation in a flexible manufacturing system.

Exercise and Genetic Rescue of SCA1 via the Transcriptional Repressor Capicua*

PubMed Central

Fryer, John D.; Yu, Peng; Kang, Hyojin; Mandel-Brehm, Caleigh; Carter, Angela N.; Crespo-Barreto, Juan; Gao, Yan; Flora, Adriano; Shaw, Chad; Orr, Harry T.; Zoghbi, Huda Y.

2011-01-01

Spinocerebellar ataxia type 1 (SCA1) is a fatal neurodegenerative disease caused by expansion of a translated CAG repeat in Ataxin-1 (ATXN1). To determine the long-term effects of exercise, we implemented a mild exercise regimen in a mouse model of SCA1 and found a considerable improvement in survival accompanied by upregulation of epidermal growth factor and consequential downregulation of Capicua, an ATXN1 interactor. Offspring of Capicua mutant mice bred to SCA1 mice showed significant improvement of all disease phenotypes. Although polyglutamine-expanded Atxn1 caused some loss of Capicua function, further reducing Capicua levels, either genetically or by exercise, mitigated the disease phenotypes. Thus, exercise might have long-term beneficial effects in other ataxias and neurodegenerative diseases. PMID:22053053

ScaRaB: first results of absolute and cross calibration

NASA Astrophysics Data System (ADS)

Trémas, Thierry L.; Aznay, Ouahid; Chomette, Olivier

2015-10-01

ScaRaB (SCAnner for RAdiation Budget) is the name of three radiometers whose two first flight models have been launched in 1994 and 1997. The instruments were mounted on-board Russian satellites, METEOR and RESURS. On October 12th 2011, a last model has been launched from the Indian site of Sriharikota. ScaRaB is a passenger of MEGHA-TROPIQUES, an Indo-French joint Satellite Mission for studying the water cycle and energy exchanges in the tropics. ScaRaB is composed of four parallel and independent channels. Channel-2 and channel-3 are considered as the main ones. Channel-1 is dedicated to measure solar radiance (0.5 to 0.7 μm) while channel-4 (10 to 13 μm) is an infrared window. The absolute calibration of ScaRab is assured by internal calibration sources (black bodies and a lamp for channel-1). However, during the commissioning phase, the lamp used for the absolute calibration of channel-1 revealed to be inaccurate. We propose here an alternative calibration method based on terrestrial targets. Due to the spectral range of channel-1, only calibration over desert sites (temporal monitoring) and clouds (cross band) is suitable. Desert sites have been widely used for sensor calibration since they have a stable spectral response over time. Because of their high reflectances, the atmospheric effect on the upward radiance is relatively minimal. In addition, they are spatially uniform. Their temporal instability without atmospheric correction has been determined to be less than 1-2% over a year. Very-high-altitude (10 km) bright clouds are good validation targets in the visible and near-infrared spectra because of their high spectrally consistent reflectance. If the clouds are very high, there is no need to correct aerosol scattering and water vapor absorption as both aerosol and water vapor are distributed near the surface. Only Rayleigh scattering and ozone absorption need to be considered. This method has been found to give a 4% uncertainty. Radiometric cross

Spinocerebellar ataxia 36 (SCA36): «Costa da Morte ataxia».

PubMed

Arias, M; García-Murias, M; Sobrido, M J

To describe the history of the discovery of SCA36 and review knowledge of this entity, which is currently the most prevalent hereditary ataxia in Galicia (Spain) owing to a founder effect. SCA36 is an autosomal dominant hereditary ataxia with late onset and slow progression. It presents with cerebellar ataxia, sensorineural hearing loss, and discrete motor neuron impairment (tongue atrophy with denervation, discrete pyramidal signs). SCA36 was first described in Japan (Asida River ataxia) and in Galicia(Costa da Morte ataxia). The condition is caused by a genetic mutation (intronic hexanucleotide repeat expansion) in the NOP56 gene on the short arm of chromosome 20 (20p13). Magnetic resonance image study initially shows cerebellar vermian atrophy that subsequently extends to the rest of the cerebellum and finally to the pontomedullary region of the brainstem without producing white matter lesions. Peripheral nerve conduction velocities are normal, and sensorimotor evoked potential studies show delayed conduction of stimuli to lower limbs. In patients with hearing loss, audiometric studies show a drop of >40dB in frequencies exceeding 2,500Hz. Auditory evoked potential studies may also show lack of waves I and II. Costa da Morte ataxia or SCA36 is the most prevalent SCA in the Spanish region of Galicia. Given the region's history of high rates of emigration, new cases may be diagnosed in numerous countries, especially in Latin America. Genetic studies are now available to patients and asymptomatic carriers. Since many people are at risk for this disease, we will continue our investigations aimed at elucidating the underlying pathogenic molecular mechanisms and discovering effective treatment. Copyright © 2014 Sociedad Española de Neurología. Publicado por Elsevier España, S.L.U. All rights reserved.

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) over Rogers Dry Lake during the second of five free flights carried out at the Dryden Flight Research Center, Edwards, California, as part of the Shuttle program's Approach and Landing Tests (ALT) in 1977. The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. A series of test flights during which Enterprise was taken aloft atop the SCA, but was not released, preceded the free flight tests. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA

Flk-1+Sca-1- mesenchymal stem cells: functional characteristics in vitro and regenerative capacity in vivo

PubMed Central

Li, Yugang; Pan, Enshan; Wang, Yu; Zhu, Xiaoguang; Wei, Anyang

2015-01-01

Objectives: Mesenchymal stem cells (MSCs) represent a powerful tool in regenerative medicine because of their differentiation and migration capacities. We aimed to investigate the possibility of Flk-1+Sca-1- mesenchymal stem cells (Flk-1+Sca-1- MSCs) transplantation to repair erectile function in patients suffering from diabetes mellitus (DM)-associated erectile dysfunction (ED). Methods: In this study, we isolated Flk-1+Sca-1- MSCs from bone marrow (bMSCs). Then, newborn male rats were intraperitoneally injected with 5-ethynyl-2-deoxyuridine for the purpose of tracking endogenous Flk-1+Sca-1- MSCs. Eight weeks later, 8 of these rats were randomly chosen to serve as normal control (N group). The remaining rats were injected intraperitoneally with 60 mg/kg of streptozotocin (STZ) to induce DM. Eight of these rats were randomly chosen to serve as DM control (DM group) while another 8 rats were subject to Flk-1+Sca-1- MSCs treatment (DM+MSC group). All rats were evaluated for erectile function by intracavernous pressure (ICP) measurement. Afterward, their penile tissues were examined by histology. Results: Flk-1+Sca-1- MSCs could differentiate into skeletal muscle cells and endothelial cells in vivo and in vitro. Engrafted Flk-1+Sca-1- MSCs were shown to home to injured muscle, participate in myofibers repair and could partially reconstitute the sarcolemmal expression of myocardin and ameliorate the level of related specific pathological markers. Conclusion: Flk-1+Sca-1- MSCs could be used in the treatment erectile function in diabetes mellitus associated erectile dysfunction by promoting regeneration of nNOS-positive nerves, endothelium, and smooth muscle in the penis. PMID:26617697

Large pathogenic expansions in the SCA2 and SCA7 genes can be detected by fluorescent repeat-primed polymerase chain reaction assay.

PubMed

Cagnoli, Claudia; Stevanin, Giovanni; Michielotto, Chiara; Gerbino Promis, Giovanni; Brussino, Alessandro; Pappi, Patrizia; Durr, Alexandra; Dragone, Elisa; Viemont, Michelle; Gellera, Cinzia; Brice, Alexis; Migone, Nicola; Brusco, Alfredo

2006-02-01

Large expansions in the SCA2 and SCA7 genes (>100 CAG repeats) have been associated with juvenile and infantile forms of cerebellar ataxias that cannot be detected using standard polymerase chain reaction (PCR). Here, we describe a successful application of the fluorescent short tandem repeat-primed PCR method for accurate identification of these expanded repeats. The test is robust, reliable, and inexpensive and can be used to screen large series of patients, although it cannot give a precise evaluation of the size of the expansion. This test may be of practical value in prenatal diagnoses offered to affected or pre-symptomatic at-risk parents, in which a very large expansion inherited from one of the parents can be missed in the fetus by standard PCR.

Historical overview of V/STOL aircraft technology

NASA Technical Reports Server (NTRS)

Anderson, S. B.

1981-01-01

The requirements for satisfactory characteristics in several key technology areas are discussed and a review is made of various V/STOL aircraft for the purpose of assessing the success or failure of each design in meeting design requirements. Special operating techniques were developed to help circumvent deficiencies. For the most part performance and handling qualities limitations restricted operational evaluations. Flight operations emphasized the need for good STOL performance, good handling qualities, and stability and control augmentation. The majority of aircraft suffered adverse ground effects.

Criteria for Handling Qualities of Military Aircraft.

DTIC Science & Technology

1982-06-01

loop precognitive manner. The pilot is able to apply discrete, step-like inputs which more or less exactly produce the desired aircraft response. Some...While closed loop operation depends upon the frequency domain response characteristics, successful precognitive control requires the time domain...represents the other extreme of the pilot task from the precognitive time response situation. Mich work was done in attempting to predict pilot opinion from

Inheritance patterns of ATCCT repeat interruptions in spinocerebellar ataxia type 10 (SCA10) expansions.

PubMed

Landrian, Ivette; McFarland, Karen N; Liu, Jilin; Mulligan, Connie J; Rasmussen, Astrid; Ashizawa, Tetsuo

2017-01-01

Spinocerebellar ataxia type 10 (SCA10), an autosomal dominant cerebellar ataxia disorder, is caused by a non-coding ATTCT microsatellite repeat expansion in the ataxin 10 gene. In a subset of SCA10 families, the 5'-end of the repeat expansion contains a complex sequence of penta- and heptanucleotide interruption motifs which is followed by a pure tract of tandem ATCCT repeats of unknown length at its 3'-end. Intriguingly, expansions that carry these interruption motifs correlate with an epileptic seizure phenotype and are unstable despite the theory that interruptions are expected to stabilize expanded repeats. To examine the apparent contradiction of unstable, interruption-positive SCA10 expansion alleles and to determine whether the instability originates outside of the interrupted region, we sequenced approximately 1 kb of the 5'-end of SCA10 expansions using the ATCCT-PCR product in individuals across multiple generations from four SCA10 families. We found that the greatest instability within this region occurred in paternal transmissions of the allele in stretches of pure ATTCT motifs while the intervening interrupted sequences were stable. Overall, the ATCCT interruption changes by only one to three repeat units and therefore cannot account for the instability across the length of the disease allele. We conclude that the AT-rich interruptions locally stabilize the SCA10 expansion at the 5'-end but do not completely abolish instability across the entire span of the expansion. In addition, analysis of the interruption alleles across these families support a parsimonious single origin of the mutation with a shared distant ancestor.

Leptin Induces Sca-1+ Progenitor Cell Migration Enhancing Neointimal Lesions in Vessel-Injury Mouse Models

PubMed Central

Xie, Yao; Potter, Claire M.F.; Le Bras, Alexandra; Nowak, Witold N.; Gu, Wenduo; Bhaloo, Shirin Issa; Zhang, Zhongyi; Hu, Yanhua; Zhang, Li

2017-01-01

Objective— Leptin is an adipokine initially thought to be a metabolic factor. Recent publications have shown its roles in inflammation and vascular disease, to which Sca-1+ vascular progenitor cells within the vessel wall may contribute. We sought to elucidate the effects of leptin on Sca-1+ progenitor cells migration and neointimal formation and to understand the underlying mechanisms. Approach and Results— Sca-1+ progenitor cells from the vessel wall of Lepr+/+ and Lepr−/− mice were cultured and purified. The migration of Lepr+/+ Sca-1+ progenitor cells in vitro was markedly induced by leptin. Western blotting and kinase assays revealed that leptin induced the activation of phosphorylated signal transducer and activator of transcription 3, phosphorylated extracellular signal–regulated kinases 1/2, pFAK (phosphorylated focal adhesion kinase), and Rac1 (ras-related C3 botulinum toxin substrate 1)/Cdc42 (cell division control protein 42 homolog). In a mouse femoral artery guidewire injury model, an increased expression of leptin in both injured vessels and serum was observed 24 hours post-surgery. RFP (red fluorescent protein)-Sca-1+ progenitor cells in Matrigel were applied to the adventitia of the injured femoral artery. RFP+ cells were observed in the intima 24 hours post-surgery, subsequently increasing neointimal lesions at 2 weeks when compared with the arteries without seeded cells. This increase was reduced by pre-treatment of Sca-1+ cells with a leptin antagonist. Guidewire injury could only induce minor neointima in Lepr−/− mice 2 weeks post-surgery. However, transplantation of Lepr+/+ Sca-1+ progenitor cells into the adventitial side of injured artery in Lepr−/− mice significantly enhanced neointimal formation. Conclusions— Upregulation of leptin levels in both the vessel wall and the circulation after vessel injury promoted the migration of Sca-1+ progenitor cells via leptin receptor–dependent signal transducer and activator of

DISCO-SCA and Properly Applied GSVD as Swinging Methods to Find Common and Distinctive Processes

PubMed Central

Van Deun, Katrijn; Van Mechelen, Iven; Thorrez, Lieven; Schouteden, Martijn; De Moor, Bart; van der Werf, Mariët J.; De Lathauwer, Lieven; Smilde, Age K.; Kiers, Henk A. L.

2012-01-01

Background In systems biology it is common to obtain for the same set of biological entities information from multiple sources. Examples include expression data for the same set of orthologous genes screened in different organisms and data on the same set of culture samples obtained with different high-throughput techniques. A major challenge is to find the important biological processes underlying the data and to disentangle therein processes common to all data sources and processes distinctive for a specific source. Recently, two promising simultaneous data integration methods have been proposed to attain this goal, namely generalized singular value decomposition (GSVD) and simultaneous component analysis with rotation to common and distinctive components (DISCO-SCA). Results Both theoretical analyses and applications to biologically relevant data show that: (1) straightforward applications of GSVD yield unsatisfactory results, (2) DISCO-SCA performs well, (3) provided proper pre-processing and algorithmic adaptations, GSVD reaches a performance level similar to that of DISCO-SCA, and (4) DISCO-SCA is directly generalizable to more than two data sources. The biological relevance of DISCO-SCA is illustrated with two applications. First, in a setting of comparative genomics, it is shown that DISCO-SCA recovers a common theme of cell cycle progression and a yeast-specific response to pheromones. The biological annotation was obtained by applying Gene Set Enrichment Analysis in an appropriate way. Second, in an application of DISCO-SCA to metabolomics data for Escherichia coli obtained with two different chemical analysis platforms, it is illustrated that the metabolites involved in some of the biological processes underlying the data are detected by one of the two platforms only; therefore, platforms for microbial metabolomics should be tailored to the biological question. Conclusions Both DISCO-SCA and properly applied GSVD are promising integrative methods for

Leptin Induces Sca-1+ Progenitor Cell Migration Enhancing Neointimal Lesions in Vessel-Injury Mouse Models.

PubMed

Xie, Yao; Potter, Claire M F; Le Bras, Alexandra; Nowak, Witold N; Gu, Wenduo; Bhaloo, Shirin Issa; Zhang, Zhongyi; Hu, Yanhua; Zhang, Li; Xu, Qingbo

2017-11-01

Leptin is an adipokine initially thought to be a metabolic factor. Recent publications have shown its roles in inflammation and vascular disease, to which Sca-1 + vascular progenitor cells within the vessel wall may contribute. We sought to elucidate the effects of leptin on Sca-1 + progenitor cells migration and neointimal formation and to understand the underlying mechanisms. Sca-1 + progenitor cells from the vessel wall of Lepr +/+ and Lepr -/- mice were cultured and purified. The migration of Lepr +/+ Sca-1 + progenitor cells in vitro was markedly induced by leptin. Western blotting and kinase assays revealed that leptin induced the activation of phosphorylated signal transducer and activator of transcription 3, phosphorylated extracellular signal-regulated kinases 1/2, pFAK (phosphorylated focal adhesion kinase), and Rac1 (ras-related C3 botulinum toxin substrate 1)/Cdc42 (cell division control protein 42 homolog). In a mouse femoral artery guidewire injury model, an increased expression of leptin in both injured vessels and serum was observed 24 hours post-surgery. RFP (red fluorescent protein)-Sca-1 + progenitor cells in Matrigel were applied to the adventitia of the injured femoral artery. RFP + cells were observed in the intima 24 hours post-surgery, subsequently increasing neointimal lesions at 2 weeks when compared with the arteries without seeded cells. This increase was reduced by pre-treatment of Sca-1 + cells with a leptin antagonist. Guidewire injury could only induce minor neointima in Lepr -/- mice 2 weeks post-surgery. However, transplantation of Lepr +/+ Sca-1 + progenitor cells into the adventitial side of injured artery in Lepr -/- mice significantly enhanced neointimal formation. Upregulation of leptin levels in both the vessel wall and the circulation after vessel injury promoted the migration of Sca-1 + progenitor cells via leptin receptor-dependent signal transducer and activator of transcription 3- Rac1/Cdc42-ERK (extracellular signal

Large Pathogenic Expansions in the SCA2 and SCA7 Genes Can Be Detected by Fluorescent Repeat-Primed Polymerase Chain Reaction Assay

PubMed Central

Cagnoli, Claudia; Stevanin, Giovanni; Michielotto, Chiara; Gerbino Promis, Giovanni; Brussino, Alessandro; Pappi, Patrizia; Durr, Alexandra; Dragone, Elisa; Viemont, Michelle; Gellera, Cinzia; Brice, Alexis; Migone, Nicola; Brusco, Alfredo

2006-01-01

Large expansions in the SCA2 and SCA7 genes (>100 CAG repeats) have been associated with juvenile and infantile forms of cerebellar ataxias that cannot be detected using standard polymerase chain reaction (PCR). Here, we describe a successful application of the fluorescent short tandem repeat-primed PCR method for accurate identification of these expanded repeats. The test is robust, reliable, and inexpensive and can be used to screen large series of patients, although it cannot give a precise evaluation of the size of the expansion. This test may be of practical value in prenatal diagnoses offered to affected or pre-symptomatic at-risk parents, in which a very large expansion inherited from one of the parents can be missed in the fetus by standard PCR. PMID:16436644

STS-76 - SCA 747 Aircraft Takeoff for Delivery to Kennedy Space Center

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's Boeing 747 Shuttle Carrier Aircraft leaves the runway with the Shuttle Atlantis on its back. Following the STS-76 dawn landing at NASA's Dryden Flight Research Center, Edwards, California, on 31 March 1996. NASA 905, one of two modified 747's, was prepared to ferry Atlantis back to the Kennedy Space Center, FL. Delivery of Altlantis to Florida was delayed until 11 April 1996, due to an engine warning light that appeared shortly after take off on 6 April. The SCA #905 returned to Edwards with Atlantis aboard only minutes after departure. The right inboard engine #3 was exchanged and the 747 with Atlantis atop was able to depart for Davis-Monthan Air Force Base for a refueling stop. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the

The role of the sca-1+/CD31- cardiac progenitor cell population in postinfarction left ventricular remodeling.

PubMed

Wang, Xiaohong; Hu, Qingsong; Nakamura, Yasuhiro; Lee, Joseph; Zhang, Ge; From, Arthur H L; Zhang, Jianyi

2006-07-01

Cardiac stem cell-like populations exist in adult hearts, and their roles in cardiac repair remain to be defined. Sca-1 is an important surface marker for cardiac and other somatic stem cells. We hypothesized that heart-derived Sca-1(+)/CD31(-) cells may play a role in myocardial infarction-induced cardiac repair/remodeling. Mouse heart-derived Sca-1(+)/CD31(-) cells cultured in vitro could be induced to express both endothelial cell and cardiomyocyte markers. Immunofluorescence staining and fluorescence-activated cell sorting analysis indicated that endogenous Sca-1(+)/CD31(-) cells were significantly increased in the mouse heart 7 days after myocardial infarction (MI). Western blotting confirmed elevated Sca-1 protein expression in myocardium 7 days after MI. Transplantation of Sca-1(+)/CD31(-) cells into the acutely infarcted mouse heart attenuated the functional decline and adverse structural remodeling initiated by MI as evidenced by an increased left ventricular (LV) ejection fraction, a decreased LV end-diastolic dimension, a decreased LV end-systolic dimension, a significant increase of myocardial neovascularization, and modest cardiomyocyte regeneration. Attenuation of LV remodeling was accompanied by remarkably improved myocardial bioenergetic characteristics. The beneficial effects of cell transplantation appear to primarily depend on paracrine effects of the transplanted cells on new vessel formation and native cardiomyocyte function. Sca-1(+)/CD31(-) cells may hold therapeutic possibilities with regard to the treatment of ischemic heart disease.

Glial S100B Positive Vacuoles In Purkinje Cells: Earliest Morphological Abnormality In SCA1 Transgenic Mice

PubMed Central

VIG, Parminder J.S.; LOPEZ, Maripar E.; WEI, Jinrong; D’SOUZA, David R.; SUBRAMONY, SH; HENEGAR, Jeffrey; FRATKIN, Jonathan D.

2007-01-01

Spinocerebellar ataxia-1 (SCA1) is caused by the expansion of a polyglutamine repeat within the disease protein, ataxin-1. The overexpression of mutant ataxin-1 in SCA1 transgenic mice results in the formation of cytoplasmic vacuoles in Purkinje neurons (PKN) of the cerebellum. PKN are closely associated with neighboring Bergmann glia. To elucidate the role of Bergmann glia in SCA1 pathogenesis, cerebellar tissue from 7 days to 6 wks old SCA1 transgenic and wildtype mice were used. We observed that Bergmann glial S100B protein is localized to the cytoplasmic vacuoles in SCA1 PKN. These S100B positive cytoplasmic vacuoles began appearing much before the onset of behavioral abnormalities, and were negative for other glial and PKN marker proteins. Electron micrographs revealed that vacuoles have a double membrane. In the vacuoles, S100B colocalized with receptors of advanced glycation end-products (RAGE), and S100B co-immunoprecipated with cerebellar RAGE. In SCA1 PKN cultures, exogenous S100B protein interacted with the PKN membranes and was internalized. These data suggest that glial S100B though extrinsic to PKN is sequestered into cytoplasmic vacuoles in SCA1 mice at early postnatal ages. Further, S100B may be binding to RAGE on Purkinje cell membranes before these membranes are internalized. PMID:18176630

SCaN Network Ground Station Receiver Performance for Future Service Support

NASA Technical Reports Server (NTRS)

Estabrook, Polly; Lee, Dennis; Cheng, Michael; Lau, Chi-Wung

2012-01-01

Objectives: Examine the impact of providing the newly standardized CCSDS Low Density Parity Check (LDPC) codes to the SCaN return data service on the SCaN SN and DSN ground stations receivers: SN Current Receiver: Integrated Receiver (IR). DSN Current Receiver: Downlink Telemetry and Tracking (DTT) Receiver. Early Commercial-Off-The-Shelf (COTS) prototype of the SN User Service Subsystem Component Replacement (USS CR) Narrow Band Receiver. Motivate discussion of general issues of ground station hardware design to enable simple and cheap modifications for support of future services.

Dynamic stability and handling qualities tests on a highly augmented, statically unstable airplane

NASA Technical Reports Server (NTRS)

Gera, Joseph; Bosworth, John T.

1987-01-01

Novel flight test and analysis techniques in the flight dynamics and handling qualities area are described. These techniques were utilized at NASA Ames-Dryden during the initial flight envelope clearance of the X-29A aircraft. It is shown that the open-loop frequency response of an aircraft with highly relaxed static stability can be successfully computed on the ground from telemetry data. Postflight closed-loop frequency response data were obtained from pilot-generated frequency sweeps and it is found that the current handling quality requirements for high-maneuverability aircraft are generally applicable to the X-29A.

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free of NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Facility, Edwards, California in 1977 as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided

Enterprise - Free Flight after Separation from 747

NASA Technical Reports Server (NTRS)

1977-01-01

The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Center, Edwards, California in 1977, as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry

Mutant Ataxin-1 Inhibits Neural Progenitor Cell Proliferation in SCA1

PubMed Central

Cvetanovic, Marija; Hu, Yuan-Shih; Opal, Puneet

2017-01-01

Spinocerebellar ataxia type 1 (SCA1) is a dominantly inherited neurodegenerative disease caused by the expansion of a polyglutamine (Q) repeat tract in the protein ataxin-1 (ATXN1). Beginning as a cerebellar ataxic disorder, SCA1 progresses to involve the cerebral cortex, hippocampus, and brainstem. Using SCA1 knock-in mice that mirror the complexity of the human disease, we report a significant decrease in the capacity of adult neuronal progenitor cells (NPCs) to proliferate. Remarkably, a decrease in NPCs proliferation can be observed in vitro, outside the degenerative milieu of surrounding neurons or glia, demonstrating that mutant ATXN1 acting cell autonomously within progenitor cells interferes with their ability to proliferate. Our findings suggest that compromised adult neurogenesis contributes to the progressive pathology of the disease particularly in areas such as the hippocampus and cerebral cortex where stem cells provide neurotropic factors and participate in adult neurogenesis. These findings not only shed light on the biology of the disease but also have therapeutic implications in any future stem cell- based clinical trials. PMID:27306906

Mutant Ataxin-1 Inhibits Neural Progenitor Cell Proliferation in SCA1.

PubMed

Cvetanovic, Marija; Hu, Yuan-Shih; Opal, Puneet

2017-04-01

Spinocerebellar ataxia type 1 (SCA1) is a dominantly inherited neurodegenerative disease caused by the expansion of a polyglutamine (Q) repeat tract in the protein ataxin-1 (ATXN1). Beginning as a cerebellar ataxic disorder, SCA1 progresses to involve the cerebral cortex, hippocampus, and brainstem. Using SCA1 knock-in mice that mirror the complexity of the human disease, we report a significant decrease in the capacity of adult neuronal progenitor cells (NPCs) to proliferate. Remarkably, a decrease in NPCs proliferation can be observed in vitro, outside the degenerative milieu of surrounding neurons or glia, demonstrating that mutant ATXN1 acting cell autonomously within progenitor cells interferes with their ability to proliferate. Our findings suggest that compromised adult neurogenesis contributes to the progressive pathology of the disease particularly in areas such as the hippocampus and cerebral cortex where stem cells provide neurotropic factors and participate in adult neurogenesis. These findings not only shed light on the biology of the disease but also have therapeutic implications in any future stem cell-based clinical trials.

Cooper-Harper Experience Report for Spacecraft Handling Qualities Applications

NASA Technical Reports Server (NTRS)

Bailey, Randall E.; Jackson, E. Bruce; Bilimoria, Karl D.; Mueller, Eric R.; Frost, Chad R.; Alderete, Thomas S.

2009-01-01

A synopsis of experience from the fixed-wing and rotary-wing aircraft communities in handling qualities development and the use of the Cooper-Harper pilot rating scale is presented as background for spacecraft handling qualities research, development, test, and evaluation (RDT&E). In addition, handling qualities experiences and lessons-learned from previous United States (US) spacecraft developments are reviewed. This report is intended to provide a central location for references, best practices, and lessons-learned to guide current and future spacecraft handling qualities RDT&E.

A technique for the assessment of fighter aircraft precision controllability

NASA Technical Reports Server (NTRS)

Sisk, T. R.

1978-01-01

Today's emerging fighter aircraft are maneuvering as well at normal accelerations of 7 to 8 g's as their predecessors did at 4 to 5 g's. This improved maneuvering capability has significantly expanded their operating envelope and made the task of evaluating handling qualities more difficult. This paper describes a technique for assessing the precision controllability of highly maneuverable aircraft, a technique that was developed to evaluate the effects of buffet intensity on gunsight tracking capability and found to be a useful tool for the general assessment of fighter aircraft handling qualities. It has also demonstrated its usefulness for evaluating configuration and advanced flight control system refinements. This technique is believed to have application to future aircraft dynamics and pilot-vehicle interface studies.

Nystagmus in SCA territory cerebellar infarction: pattern and a possible mechanism.

PubMed

Lee, Hyung; Kim, Hyun-Ah

2013-04-01

To investigate the frequency and pattern of nystagmus associated with isolated cerebellar infarction in the territory of the superior cerebellar artery (SCA) and to discuss its possible mechanism. We identified 41 consecutive patients with isolated SCA territory cerebellar infarction diagnosed by MRI. Each patient completed a standardised dizziness questionnaire and underwent neurotological evaluations. Eye movements were recorded using 3-dimensional video-oculography during the acute period. Approximately half (19/41) of the patients experienced true vertigo early in the course of the SCA distribution infarct. 11 (27%) of the 41 patients showed spontaneous nystagmus (SN) or direction changed bidirectional gaze-evoked nystagmus (GEN). SN was observed in 10 patients (24%) and the horizontal component of SN was predominant in most case (80%, 8/10) and always beat towards the lesion side. Direction changed bidirectional GEN was observed in five patients and was mostly (4/5) accompanied by SN. Lesion subtraction analyses revealed that damage to the rostral anterior cerebellum including the ala of the central lobule and part of the quadrangular lobule was more frequent in patients with nystagmus compared to patients without nystagmus (9/11, 82% vs 11/30, 37%) (p=0.015). In most (82%, 9/11) patients with SN or GEN, the nystagmus subsided within 1 week after hospitalisation. Vertigo and nystagmus in SCA territory cerebellar infarction are more common than previously thought. Ipsilesional SN may result from damage to the anterior lobe of the cerebellum, which transmits the vestibular output to the fastigial nucleus.

Static Aeroelasticity in Combat Aircraft.

DTIC Science & Technology

1986-01-01

stiffness scaled beam machined along a predicted elastic axis, and load iola- tion cuts forward and aft of the beam, has proved to be most successful...aircraft components. Many papers deal with the activities in the field of structural optimization.’ 4sing fiber composites , a new design technique...Supersonic Design Composite Structures Fly - by - Wire Thin Profiles Aeroelastic Tailoring Unstable Aircraft V Variable Camber Lght Weight Pilot Handling

Sca-1(+) mesenchymal stromal cells inhibit splenic marginal zone B lymphocytes commitment through Caspase-3.

PubMed

Chen, Yaozhen; Yang, Jialei; Zhang, Hui-Jie; Fan, Hong; An, Ning; Xin, Jiajia; Li, Na; Xu, Jinmei; Yin, Wen; Wu, Zhongliang; Hu, Xingbin

2016-05-01

Mesenchymal stromal cells (MSCs) have been characterized as an important component of hematopoietic niche, which are capable of modulating the immune system through interaction with a wide range of immune cells. Marginal zone B cells, one main type of mature B lymphocytes, play a central role in eliciting antibody response against pathogens. However, how MSCs and its subpopulations regulate marginal zone B cells commitment is unknown yet. In this study, we assessed the contribution of Sca-1(+) MSCs on marginal zone B cells commitment. Our results showed that Sca-1(+) MSCs inhibit the commitment of marginal zone B lymphocytes. The inhibition was exerted through lowered Caspase-3 expression. Furthermore, we found marginal zone B lymphocytes in spleen of Caspase-3 knockout mice decreased and Caspase-3 knockout Sca-1(+) MSCs accounted for the MZB lymphocytes decrease. In conclusion, our investigation provided clues about Sca-1(+) MSCs regulation on the commitment of marginal zone B cells through Caspase-3 gene. © 2016 International Federation for Cell Biology.

Space Communications and Navigation (SCaN) Network Simulation Tool Development and Its Use Cases

NASA Technical Reports Server (NTRS)

Jennings, Esther; Borgen, Richard; Nguyen, Sam; Segui, John; Stoenescu, Tudor; Wang, Shin-Ywan; Woo, Simon; Barritt, Brian; Chevalier, Christine; Eddy, Wesley

2009-01-01

In this work, we focus on the development of a simulation tool to assist in analysis of current and future (proposed) network architectures for NASA. Specifically, the Space Communications and Navigation (SCaN) Network is being architected as an integrated set of new assets and a federation of upgraded legacy systems. The SCaN architecture for the initial missions for returning humans to the moon and beyond will include the Space Network (SN) and the Near-Earth Network (NEN). In addition to SCaN, the initial mission scenario involves a Crew Exploration Vehicle (CEV), the International Space Station (ISS) and NASA Integrated Services Network (NISN). We call the tool being developed the SCaN Network Integration and Engineering (SCaN NI&E) Simulator. The intended uses of such a simulator are: (1) to characterize performance of particular protocols and configurations in mission planning phases; (2) to optimize system configurations by testing a larger parameter space than may be feasible in either production networks or an emulated environment; (3) to test solutions in order to find issues/risks before committing more significant resources needed to produce real hardware or flight software systems. We describe two use cases of the tool: (1) standalone simulation of CEV to ISS baseline scenario to determine network performance, (2) participation in Distributed Simulation Integration Laboratory (DSIL) tests to perform function testing and verify interface and interoperability of geographically dispersed simulations/emulations.

Subsonic Wing Optimization for Handling Qualities Using ACSYNT

NASA Technical Reports Server (NTRS)

Soban, Danielle Suzanne

1996-01-01

The capability to accurately and rapidly predict aircraft stability derivatives using one comprehensive analysis tool has been created. The PREDAVOR tool has the following capabilities: rapid estimation of stability derivatives using a vortex lattice method, calculation of a longitudinal handling qualities metric, and inherent methodology to optimize a given aircraft configuration for longitudinal handling qualities, including an intuitive graphical interface. The PREDAVOR tool may be applied to both subsonic and supersonic designs, as well as conventional and unconventional, symmetric and asymmetric configurations. The workstation-based tool uses as its model a three-dimensional model of the configuration generated using a computer aided design (CAD) package. The PREDAVOR tool was applied to a Lear Jet Model 23 and the North American XB-70 Valkyrie.

Principal Component Analysis of Cerebellar Shape on MRI Separates SCA Types 2 and 6 into Two Archetypal Modes of Degeneration

PubMed Central

Jung, Brian C.; Choi, Soo I.; Du, Annie X.; Cuzzocreo, Jennifer L.; Geng, Zhuo Z.; Ying, Howard S.; Perlman, Susan L.; Toga, Arthur W.; Prince, Jerry L.

2014-01-01

Although “cerebellar ataxia” is often used in reference to a disease process, presumably there are different underlying pathogenetic mechanisms for different subtypes. Indeed, spinocerebellar ataxia (SCA) types 2 and 6 demonstrate complementary phenotypes, thus predicting a different anatomic pattern of degeneration. Here, we show that an unsupervised classification method, based on principal component analysis (PCA) of cerebellar shape characteristics, can be used to separate SCA2 and SCA6 into two classes, which may represent disease-specific archetypes. Patients with SCA2 (n=11) and SCA6 (n=7) were compared against controls (n=15) using PCA to classify cerebellar anatomic shape characteristics. Within the first three principal components, SCA2 and SCA6 differed from controls and from each other. In a secondary analysis, we studied five additional subjects and found that these patients were consistent with the previously defined archetypal clusters of clinical and anatomical characteristics. Secondary analysis of five subjects with related diagnoses showed that disease groups that were clinically and pathophysiologically similar also shared similar anatomic characteristics. Specifically, Archetype #1 consisted of SCA3 (n=1) and SCA2, suggesting that cerebellar syndromes accompanied by atrophy of the pons may be associated with a characteristic pattern of cerebellar neurodegeneration. In comparison, Archetype #2 was comprised of disease groups with pure cerebellar atrophy (episodic ataxia type 2 (n=1), idiopathic late-onset cerebellar ataxias (n=3), and SCA6). This suggests that cerebellar shape analysis could aid in discriminating between different pathologies. Our findings further suggest that magnetic resonance imaging is a promising imaging biomarker that could aid in the diagnosis and therapeutic management in patients with cerebellar syndromes. PMID:22258915

Cardiac side population cells and Sca-1-positive cells.

PubMed

Nagai, Toshio; Matsuura, Katsuhisa; Komuro, Issei

2013-01-01

Since the resident cardiac stem/progenitor cells were discovered, their ability to maintain the architecture and functional integrity of adult heart has been broadly explored. The methods for isolation and purification of the cardiac stem cells are crucial for the precise analysis of their developmental origin and intrinsic potential as tissue stem cells. Stem cell antigen-1 (Sca-1) is one of the useful cell surface markers to purify the cardiac progenitor cells. Another purification strategy is based on the high efflux ability of the dye, which is a common feature of tissue stem cells. These dye-extruding cells have been called side population cells because they locate in the side of dye-retaining cells after fluorescent cell sorting. In this chapter, we describe the methodology for the isolation of cardiac SP cells and Sca-1 positive cells.

The indole compound NC009-1 inhibits aggregation and promotes neurite outgrowth through enhancement of HSPB1 in SCA17 cells and ameliorates the behavioral deficits in SCA17 mice.

PubMed

Chen, Chiung-Mei; Chen, Wan-Ling; Hung, Chen-Ting; Lin, Te-Hsien; Chao, Chih-Ying; Lin, Chih-Hsin; Wu, Yih-Ru; Chang, Kuo-Hsuan; Yao, Ching-Fa; Lee-Chen, Guey-Jen; Su, Ming-Tsan; Hsieh-Li, Hsiu Mei

2018-06-21

Spinocerebellar ataxia type 17 (SCA17) is caused by the expansion of translated CAG repeat in the TATA box binding protein (TBP) gene encoding a long polyglutamine (polyQ) tract in the TBP protein, which leads to intracellular accumulation of aggregated TBP and cell death. The molecular chaperones act in preventing protein aggregation to ameliorate downstream harmful events. In this study, we used Tet-On cells with inducible SCA17 TBP/Q 79 -GFP expression to test five in-house NC009 indole compounds for neuroprotection. We found that both aggregation and polyQ-induced reactive oxygen species can be significantly prohibited by the tested NC009 compounds in Tet-On TBP/Q 79 293 cells. Among the five indole compounds, NC009-1 up-regulated expression of heat shock protein family B (small) member 1 (HSPB1) chaperone to reduce polyQ aggregation and promote neurite outgrowth in neuronal differentiated TBP/Q 79 SH-SY5Y cells. The increased HSPB1 thus ameliorated the increased BH3 interacting domain death agonist (BID), cytochrome c (CYCS) release, and caspase 3 (CASP3) activation which result in apoptosis. Knock down of HSPB1 attenuated the effects of NC009-1 on TBP/Q 79 SH-SY5Y cells, suggesting that HSPB1 might be one of the major pathways involved for NC009-1 effects. NC009-1 further reduced polyQ aggregation in Purkinje cells and ameliorated behavioral deficits in SCA17 TBP/Q 109 transgenic mice. Our results suggest that NC009-1 has a neuroprotective effect on SCA17 cell and mouse models to support its therapeutic potential in SCA17 treatment. Copyright © 2018 Elsevier B.V. All rights reserved.

Handling Qualities Evaluations of Unmanned Aircraft Systems

DTIC Science & Technology

2015-05-04

attitude at rotation 5° ± 0.5° 5° ± 2° Airspeed Vclimb ± 2 KIAS Vclimb ± 3 KIAS Heading Control Runway Track ± 2° Runway Track ± 5° No observed roll...maintain pitch attitude to maintain a target climb speed ±2 KIAS during the initial climb out. This task is 4 appropriate especially for an aircraft with...then maintain a climb speed after rotation (±2 KIAS ) until 1000 feet (ft) AGL. In this scenario, the pilot would pull the stick back after rotation

SCaLeM: A Framework for Characterizing and Analyzing Execution Models

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

Chavarría-Miranda, Daniel; Manzano Franco, Joseph B.; Krishnamoorthy, Sriram

2014-10-13

As scalable parallel systems evolve towards more complex nodes with many-core architectures and larger trans-petascale & upcoming exascale deployments, there is a need to understand, characterize and quantify the underlying execution models being used on such systems. Execution models are a conceptual layer between applications & algorithms and the underlying parallel hardware and systems software on which those applications run. This paper presents the SCaLeM (Synchronization, Concurrency, Locality, Memory) framework for characterizing and execution models. SCaLeM consists of three basic elements: attributes, compositions and mapping of these compositions to abstract parallel systems. The fundamental Synchronization, Concurrency, Locality and Memory attributesmore » are used to characterize each execution model, while the combinations of those attributes in the form of compositions are used to describe the primitive operations of the execution model. The mapping of the execution model’s primitive operations described by compositions, to an underlying abstract parallel system can be evaluated quantitatively to determine its effectiveness. Finally, SCaLeM also enables the representation and analysis of applications in terms of execution models, for the purpose of evaluating the effectiveness of such mapping.« less

Sca-1 Identifies a Distinct Androgen-Independent Murine Prostatic Luminal Cell Lineage with Bipotent Potential

PubMed Central

Kwon, Oh-Joon; Zhang, Li; Xin, Li

2016-01-01

Recent lineage tracing studies support the existence of prostate luminal progenitors that possess extensive regenerative capacity, but their identity remains unknown. We show that Sca-1 (Stem Cell Antigen-1) identifies a small population of murine prostate luminal cells that reside in the proximal prostatic ducts adjacent to the urethra. Sca-1+ luminal cells do not express Nkx3.1. They do not carry the secretory function, although they express the androgen receptor. These cells are enriched in the prostates of castrated mice. In the in vitro prostate organoid assay, a small fraction of the Sca-1+ luminal cells are capable of generating budding organoids that are morphologically distinct from those derived from other cell lineages. Histologically, this type of organoid is composed of multiple inner layers of luminal cells surrounded by multiple outer layers of basal cells. When passaged, these organoids retain their morphological and histological features. Finally, the Sca-1+ luminal cells are capable of forming small prostate glands containing both basal and luminal cells in an in vivo prostate regeneration assay. Collectively, our study establishes the androgen-independent and bipotent organoid-forming Sca-1+ luminal cells as a functionally distinct cellular entity. These cells may represent a putative luminal progenitor population and serve as a cellular origin for castration resistant prostate cancer. PMID:26418304

VEGF ameliorates the ataxic phenotype in spinocerebellar ataxia type 1 (SCA1) mice

PubMed Central

Cvetanovic, Marija; Patel, Jay; Marti, Hugo H; Kini, Ameet R; Opal, Puneet

2012-01-01

SCA1 is an adult-onset, dominantly inherited neurodegenerative disease caused by expansion of a glutamine repeat tract in ATXN1. Although the precise function of ATXN1 remains elusive, it appears to play a role in transcriptional repression. We find that mutant ATXN1 suppresses transcription of the neurotrophic and angiogenic factor VEGF. We also show that genetic or pharmacologic replenishment of VEGF mitigates SCA1 pathogenesis, suggesting a novel therapeutic strategy for this incurable disease. PMID:22001907

STS-35 Leaves Dryden on 747 Shuttle Carrier Aircraft (SCA) Bound for Kennedy Space Center

NASA Technical Reports Server (NTRS)

1990-01-01

The first rays of the morning sun light up the side of NASA's Boeing 747 Shuttle Carrier Aircraft (SCA) as it departs for the Kennedy Space Center, Florida, with the orbiter from STS-35 attached to its back. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth and can be reused on future flights. Some of these orbital laboratories, like the Spacelab, provide facilities for several specialists to conduct experiments in such fields as medicine, astronomy, and materials manufacturing. Some types of satellites deployed by Space Shuttles include those involved in environmental and resources protection, astronomy, weather forecasting, navigation, oceanographic studies, and other

Genotoxic stress induces Sca-1 expressing metastatic mammary cancer cells.

PubMed

Gong, Jianlin; Lang, Benjamin J; Weng, Desheng; Eguchi, Takanori; Murshid, Ayesha; Borges, Thiago J; Doshi, Sachin; Song, Baizheng; Stevenson, Mary Ann; Calderwood, Stuart K

2018-05-08

We describe a cell damage-induced phenotype in mammary carcinoma cells involving acquisition of enhanced migratory and metastatic properties. Induction of this state by radiation required increased activity of the Ptgs2 gene product cyclooxygenase 2 (Cox2), secretion of its bioactive lipid product prostaglandin E2 (PGE2) and the activity of the PGE2 receptor EP4. Although largely transient, decaying to low levels in a few days to a week, this phenotype was cumulative with damage and levels of cell markers Sca-1 and ALDH1 increased with treatment dose. The Sca-1 + , metastatic phenotype was inhibited by both Cox2 inhibitors and PGE2 receptor antagonists suggesting novel approaches to radiosensitization. Molecular Oncology (2018) © 2018 The Authors. Published by FEBS Press and John Wiley & Sons Ltd.

STS-76 - Being Prepared for Delivery to Kennedy Space Center via SCA 747 Aircraft

NASA Technical Reports Server (NTRS)

1996-01-01

Moonrise over Atlantis: following the STS-76 dawn landing at NASA's Dryden Flight Research Center, Edwards, California, on 31 March 1996, NASA 905, one of two modified Boeing 747 Shuttle Carrier Aircraft, was prepared to ferry Atlantis back to the Kennedy Space Center, FL. Delivery of Altlantis to Florida was delayed until 11 April 1996, due to an engine warning light that appeared shortly after take off on April 6. The SCA #905 returned to Edwards only minutes after departure. The right inboard engine #3 was exchanged and the 747 with Atlantis atop was able to depart for Davis-Monthan Air Force Base for a refueling stop. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the payload bay throughout the mission. They are then removed after the Space Shuttle returns to Earth

Haplotype Study in SCA10 Families Provides Further Evidence for a Common Ancestral Origin of the Mutation.

PubMed

Bampi, Giovana B; Bisso-Machado, Rafael; Hünemeier, Tábita; Gheno, Tailise C; Furtado, Gabriel V; Veliz-Otani, Diego; Cornejo-Olivas, Mario; Mazzeti, Pillar; Bortolini, Maria Cátira; Jardim, Laura B; Saraiva-Pereira, Maria Luiza

2017-12-01

Spinocerebellar ataxia type 10 (SCA10) is an autosomal dominant neurodegenerative disorder characterized by progressive cerebellar ataxia and epilepsy. The disease is caused by a pentanucleotide ATTCT expansion in intron 9 of the ATXN10 gene on chromosome 22q13.3. SCA10 has shown a geographical distribution throughout America with a likely degree of Amerindian ancestry from different countries so far. Currently available data suggest that SCA10 mutation might have spread out early during the peopling of the Americas. However, the ancestral origin of SCA10 mutation remains under speculation. Samples of SCA10 patients from two Latin American countries were analysed, being 16 families from Brazil (29 patients) and 21 families from Peru (27 patients) as well as 49 healthy individuals from Indigenous Quechua population and 51 healthy Brazilian individuals. Four polymorphic markers spanning a region of 5.2 cM harbouring the ATTCT expansion were used to define the haplotypes, which were genotyped by different approaches. Our data have shown that 19-CGGC-14 shared haplotype was found in 47% of Brazilian and in 63% of Peruvian families. Frequencies from both groups are not statistically different from Quechua controls (57%), but they are statistically different from Brazilian controls (12%) (p < 0.001). The most frequent expanded haplotype in Quechuas, 19-15-CGGC-14-10, is found in 50% of Brazilian and in 65% of Peruvian patients with SCA10. These findings bring valuable evidence that ATTCT expansion may have arisen in a Native American chromosome.

Aircraft model prototypes which have specified handling-quality time histories

NASA Technical Reports Server (NTRS)

Johnson, S. H.

1976-01-01

Several techniques for obtaining linear constant-coefficient airplane models from specified handling-quality time histories are discussed. One technique, the pseudodata method, solves the basic problem, yields specified eigenvalues, and accommodates state-variable transfer-function zero suppression. The method is fully illustrated for a fourth-order stability-axis small-motion model with three lateral handling-quality time histories specified. The FORTRAN program which obtains and verifies the model is included and fully documented.

Clinical trial of acetazolamide in SCA6, with assessment using the Ataxia Rating Scale and body stabilometry.

PubMed

Yabe, I; Sasaki, H; Yamashita, I; Takei, A; Tashiro, K

2001-07-01

To investigate the effect of acetazolamide on spinocerebellar ataxia type 6 (SCA6). Acetazolamide (250-500 mg/day) was administered orally for 88 weeks to 6 patients with SCA6, and its effect was quantitatively monitored using the Ataxia Rating Scale (ARS) and body sway analysis by stabilometry. During administration of acetazolamide, the ARS score and the amplitude of body sway were significantly reduced compared with before administration. However, the response became weaker after 1 year of treatment. Although this was an open trial, the results suggested that acetazolamide can temporarily reduce the severity of symptoms during the progression of SCA6.

In-Space Networking On NASA's SCaN Testbed

NASA Technical Reports Server (NTRS)

Brooks, David; Eddy, Wesley M.; Clark, Gilbert J., III; Johnson, Sandra K.

2016-01-01

The NASA Space Communications and Navigation (SCaN) Testbed, an external payload onboard the International Space Station, is equipped with three software defined radios (SDRs) and a programmable flight computer. The purpose of the Testbed is to conduct inspace research in the areas of communication, navigation, and networking in support of NASA missions and communication infrastructure. Multiple reprogrammable elements in the end to end system, along with several communication paths and a semi-operational environment, provides a unique opportunity to explore networking concepts and protocols envisioned for the future Solar System Internet (SSI). This paper will provide a general description of the system's design and the networking protocols implemented and characterized on the testbed, including Encapsulation, IP over CCSDS, and Delay-Tolerant Networking (DTN). Due to the research nature of the implementation, flexibility and robustness are considered in the design to enable expansion for future adaptive and cognitive techniques. Following a detailed design discussion, lessons learned and suggestions for future missions and communication infrastructure elements will be provided. Plans for the evolving research on SCaN Testbed as it moves towards a more adaptive, autonomous system will be discussed.

Low Temperature Plasma Kills SCaBER Cancer Cells

NASA Astrophysics Data System (ADS)

Barekzi, Nazir; van Way, Lucas; Laroussi, Mounir

2013-09-01

Squamous cell carcinoma of the bladder is a rare type of bladder cancer that forms as a result of chronic irritation of the epithelial lining of the bladder. The cell line used in this study is SCaBER (ATCC® HTB-3™) derived from squamous cell carcinoma of the human urinary bladder. Current treatments of bladder cancer include surgery, radiation and chemotherapy. However, the cost of these treatments, the potential toxicity of the chemotherapeutic agents and the systemic side-effects warrant an alternative to current cancer treatment. This paper represents preliminary studies to determine the effects of biologically tolerant plasma (BTP) on a cell line of human bladder cancer cells. Previous work by our group using the plasma pencil revealed the efficacy of BTP on leukemia cells suspended in solution. Based on these earlier findings we hypothesized that the plasma exposure would elicit a similar programmed cell death in the SCaBER cells. Trypan blue exclusion and MTT assays revealed the cell killing after exposure to BTP. Our study indicates that low temperature plasma generated by ionizing helium gas and the reactive species may be a suitable and safe alternative for cancer therapy.

Passive Thermal Design Approach for the Space Communications and Navigation (SCaN) Testbed Experiment on the International Space Station (ISS)

NASA Technical Reports Server (NTRS)

Siamidis, John; Yuko, Jim

2014-01-01

The Space Communications and Navigation (SCaN) Program Office at NASA Headquarters oversees all of NASAs space communications activities. SCaN manages and directs the ground-based facilities and services provided by the Deep Space Network (DSN), Near Earth Network (NEN), and the Space Network (SN). Through the SCaN Program Office, NASA GRC developed a Software Defined Radio (SDR) testbed experiment (SCaN testbed experiment) for use on the International Space Station (ISS). It is comprised of three different SDR radios, the Jet Propulsion Laboratory (JPL) radio, Harris Corporation radio, and the General Dynamics Corporation radio. The SCaN testbed experiment provides an on-orbit, adaptable, SDR Space Telecommunications Radio System (STRS) - based facility to conduct a suite of experiments to advance the Software Defined Radio, Space Telecommunications Radio Systems (STRS) standards, reduce risk (Technology Readiness Level (TRL) advancement) for candidate Constellation future space flight hardware software, and demonstrate space communication links critical to future NASA exploration missions. The SCaN testbed project provides NASA, industry, other Government agencies, and academic partners the opportunity to develop and field communications, navigation, and networking technologies in the laboratory and space environment based on reconfigurable, software defined radio platforms and the STRS Architecture.The SCaN testbed is resident on the P3 Express Logistics Carrier (ELC) on the exterior truss of the International Space Station (ISS). The SCaN testbed payload launched on the Japanese Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV) and was installed on the ISS P3 ELC located on the inboard RAM P3 site. The daily operations and testing are managed out of NASA GRC in the Telescience Support Center (TSC).

Strategic Adaptation of SCA for STRS

NASA Technical Reports Server (NTRS)

Quinn, Todd; Kacpura, Thomas

2007-01-01

The Space Telecommunication Radio System (STRS) architecture is being developed to provide a standard framework for future NASA space radios with greater degrees of interoperability and flexibility to meet new mission requirements. The space environment imposes unique operational requirements with restrictive size, weight, and power constraints that are significantly smaller than terrestrial-based military communication systems. With the harsh radiation environment of space, the computing and processing resources are typically one or two generations behind current terrestrial technologies. Despite these differences, there are elements of the SCA that can be adapted to facilitate the design and implementation of the STRS architecture.

Effects of simulator motion and visual characteristics on rotorcraft handling qualities evaluations

NASA Technical Reports Server (NTRS)

Mitchell, David G.; Hart, Daniel C.

1993-01-01

The pilot's perceptions of aircraft handling qualities are influenced by a combination of the aircraft dynamics, the task, and the environment under which the evaluation is performed. When the evaluation is performed in a groundbased simulator, the characteristics of the simulation facility also come into play. Two studies were conducted on NASA Ames Research Center's Vertical Motion Simulator to determine the effects of simulator characteristics on perceived handling qualities. Most evaluations were conducted with a baseline set of rotorcraft dynamics, using a simple transfer-function model of an uncoupled helicopter, under different conditions of visual time delays and motion command washout filters. Differences in pilot opinion were found as the visual and motion parameters were changed, reflecting a change in the pilots' perceptions of handling qualities, rather than changes in the aircraft model itself. The results indicate a need for tailoring the motion washout dynamics to suit the task. Visual-delay data are inconclusive but suggest that it may be better to allow some time delay in the visual path to minimize the mismatch between visual and motion, rather than eliminate the visual delay entirely through lead compensation.

Evaluation of the SCA instrument for measuring patient satisfaction with cancer care administered via paper or via the Internet.

PubMed

Kamo, N; Dandapani, S V; Miksad, R A; Houlihan, M J; Kaplan, I; Regan, M; Greenfield, T K; Sanda, M G

2011-03-01

Patients' perspectives provide valuable information on quality of care. This study evaluates the feasibility and validity of Internet administration of Service Satisfaction Scale for Cancer Care (SCA) to assess patient satisfaction with outcome, practitioner manner/skill, information, and waiting/access. Primary data collected from November 2007 to April 2008. Patients receiving cancer care within 1 year were recruited from oncology, surgery, and radiation clinics at a tertiary care hospital. An Internet-based version of the 16-item SCA was developed. Participants were randomised to Internet SCA followed by paper SCA 2 weeks later or vice versa. Seven-point Likert scale responses were converted to a 0-100 scale (minimum-maximum satisfaction). Response distribution, Cronbach's alpha, and test-retest correlations were calculated. Among 122 consenting participants, 78 responded to initial SCA. Mean satisfaction scores for paper/Internet were 91/90 (outcome), 95/94 (practitioner manner/skill), 89/90 (information), and 86/86 (waiting/access). Response rate and item missingness were similar for Internet and paper. Except for practitioner manner/skill, test-retest correlations were robust r = 0.77 (outcome), 0.74 (information), and 0.75 (waiting/access) (all P < 0.001). Internet SCA administration is a feasible and a valid measurement of cancer care satisfaction for a wide range of cancer diagnoses, treatment modalities, and clinic settings.

[SCA6 presenting parkinsonism without ataxia--A case report].

PubMed

Takeshima, Shinichi; Takeda, Ikuko; Kobatake, Keitaro; Yamashita, Toru; Abe, Koji; Kuriyama, Masaru

2015-01-01

A 57-year-old man was admitted to our hospital because of bradykinesia. He was diagnosed with Parkinson disease (Hoehn and Yahr grade 2) and administered levodopa at the maximum dose of 800 mg. However, his condition did not improve. While his symptoms were responsive to levodopa therapy, the sensitivity to the drug was poor. Brain MRI revealed atrophy of the upper vermis and cerebral hemispheres, and brain SPECT revealed low perfusion in both parietal lobes. I(123)-metaiodobenzylguanidine scintigraphy showed a decrease in the heart/mediastinum ratio. Striatal dopamine transporter (DAT) density was evaluated using I(123)-FP-CIT. The patient showed moderately reduced DAT density, which suggested nigrostriatal dopaminergic damage. His mother was found to have pure cerebellar ataxia without parkinsonism, and her two siblings also had celebellar type of multiple system atrophy (MSA-C) and progressive supranuclear palsy, respectively. Genetic testing revealed that the patient, his mother and the uncle with MSA-C had spinocerebellar ataxia type 6 (SCA6). SCA6 presenting parkinsonism without ataxia is very rare and important for the pathomechanism of disease.

A Service Portal for the Integrated SCaN Network

NASA Technical Reports Server (NTRS)

Marx, Sarah R.

2012-01-01

The Space Communication and Navigation (SCaN) program office owns the assets and services provided by the Deep Space Network (DSN), Near Earth Network (NEN), and Space Network (SN). At present, these individual networks are operated by different NASA centers--JPL for DSN--and Goddard Space Flight Center (GSFC) for NEN and SN--with separate commitments offices for each center. In the near future, SCaN's program office would like to deploy an integrated service portal which would merge the two commitments offices with the goal of easing the task of user planning for space missions requiring services of two or more of these networks. Following interviews with subject matter experts in this field, use cases were created to include the services and functionality mission users would like to see in this new integrated service portal. These use cases provide a guideline for a mock-up of the design of the user interface for the portal. The benefit of this work will ease the time required and streamline/standardize the process for planning and scheduling SCAN's services for future space missions.

Control of Next Generation Aircraft and Wind Turbines

NASA Technical Reports Server (NTRS)

Frost, Susan

2010-01-01

The first part of this talk will describe some of the exciting new next generation aircraft that NASA is proposing for the future. These aircraft are being designed to reduce aircraft fuel consumption and environmental impact. Reducing the aircraft weight is one approach that will be used to achieve these goals. A new control framework will be presented that enables lighter, more flexible aircraft to maintain aircraft handling qualities, while preventing the aircraft from exceeding structural load limits. The second part of the talk will give an overview of utility-scale wind turbines and their control. Results of collaboration with Dr. Balas will be presented, including new theory to adaptively control the turbine in the presence of structural modes, with the focus on the application of this theory to a high-fidelity simulation of a wind turbine.

Importance of low-range CAG expansion and CAA interruption in SCA2 Parkinsonism.

PubMed

Kim, Jong-Min; Hong, Susie; Kim, Gyoung Pyoung; Choi, Yoon Jae; Kim, Yu Kyeong; Park, Sung Sup; Kim, Sang Eun; Jeon, Beom S

2007-10-01

To examine the presence of an ATXN2 mutation in patients with parkinsonism in the Korean population and to find the difference in the ATXN2 mutation between ataxic and parkinsonian phenotypes. Survey. Seoul National University Hospital (a referral center). Patients Patients with Parkinson disease (PD) (n = 468) and the Parkinson variant of multiple system atrophy (MSA-P) (n = 135) who were seen at our Department of Neurology during the past 3 years. CAG expansion in spinocerebellar ataxia type 2 (SCA2) alleles was assessed by polymerase chain reaction amplification and fragment analysis, and its size and interruption were verified by cloning and sequencing. SCA2 was tested also in the family members of the probands. Striatal dopamine transporter (DAT) and D(2) receptor status were evaluated in the probands and their SCA2-positive family members using iodine I 123 [(123)I]-radiolabeled fluoropropyl (FP) 2-carbomethoxy-3-(4-iodophenyl) tropane (CIT) with single-photon emission computed tomography (SPECT) and carbon C 11 [(11)C]-radiolabeled raclopride positron emission tomography (PET). We found 3 patients with apparently sporadic disease with expanded CAG repeats in the ATXN2 locus. Two patients had a PD phenotype. The third patient showed an MSA-P phenotype. The CAG repeats in the ATXN2 locus of the patients were 35/22, 34/22, and 32/22, respectively (range in normal population, 19-27). The size of repeats was lower than the CAG repeats (38-51) in ataxic SCA2 in our population. The sequence of expanded CAG repeats was interrupted by CAA as (CAG)(n)(CAA)(CAG)(8) in all the patients. DNA analyses in 2 families showed 2 asymptomatic carriers in each family. In the patient with the PD phenotype, striatal DAT loss was more severe in the putamen than the caudate, and [(11)C]raclopride PET showed an increased relative putamen-caudate binding ratio. The patient with the MSA-P phenotype had severe DAT loss throughout the striatum. Two of 3 asymptomatic carriers had striatal

Ride quality sensitivity to SAS control law and to handling quality variations

NASA Technical Reports Server (NTRS)

Roberts, P. A.; Schmidt, D. K.; Swaim, R. L.

1976-01-01

The RQ trends which large flexible aircraft exhibit under various parameterizations of control laws and handling qualities are discussed. A summary of the assumptions and solution technique, a control law parameterization review, a discussion of ride sensitivity to handling qualities, and the RQ effects generated by implementing relaxed static stability configurations are included.

RTJ-303: Variable geometry, oblique wing supersonic aircraft

NASA Technical Reports Server (NTRS)

Antaran, Albert; Belete, Hailu; Dryzmkowski, Mark; Higgins, James; Klenk, Alan; Rienecker, Lisa

1992-01-01

This document is a preliminary design of a High Speed Civil Transport (HSCT) named the RTJ-303. It is a 300 passenger, Mach 1.6 transport with a range of 5000 nautical miles. It features four mixed-flow turbofan engines, variable geometry oblique wing, with conventional tail-aft control surfaces. The preliminary cost analysis for a production of 300 aircraft shows that flyaway cost would be 183 million dollars (1992) per aircraft. The aircraft uses standard jet fuel and requires no special materials to handle aerodynamic heating in flight because the stagnation temperatures are approximately 130 degrees Fahrenheit in the supersonic cruise condition. It should be stressed that this aircraft could be built with today's technology and does not rely on vague and uncertain assumptions of technology advances. Included in this report are sections discussing the details of the preliminary design sequence including the mission to be performed, operational and performance constraints, the aircraft configuration and the tradeoffs of the final choice, wing design, a detailed fuselage design, empennage design, sizing of tail geometry, and selection of control surfaces, a discussion on propulsion system/inlet choice and their position on the aircraft, landing gear design including a look at tire selection, tip-over criterion, pavement loading, and retraction kinematics, structures design including load determination, and materials selection, aircraft performance, a look at stability and handling qualities, systems layout including location of key components, operations requirements maintenance characteristics, a preliminary cost analysis, and conclusions made regarding the design, and recommendations for further study.

A dominant spinocerebellar ataxia gene (SCA5) in a family descendent from the paternal grandparents of President Lincoln maps to chromosome 11

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

Ranum, L.P.W.; Lundgren, J.K.; Schut, L.J.

1994-09-01

Four different genes that cause spinocerebellar ataxia (SCA1, SCA2, Machado Joseph`s Disease (MJD)/SCA3 and SCA4) have been mapped to chromosomes 6p, 12q, 14q, and 16q, respectively. We have examined and collected 170 individuals (56 affected) from a previously unreported 10 generation kindred (the Lincoln Family) with a dominant ataxia that is clinically and genetically distinct from those previously mapped. The family has two major branches from Indiana and Kentucky. Of historical interest is that both branches descend from the paternal grandparents of President Abraham Lincoln. While the ataxia in this kindred is disabling, the most striking clinical distinction from SCA1,more » SCA2 and MJD/SCA3 is that it is generally not life threatening. This clinical difference is explained by the absence of bulbar paralysis and lower motor neuron degeneration that causes respiratory muscle weakness. We have mapped the gene, SCA5, using microsatellite markers spaced at 20-40 cM intervals throughout the genome. After 75 markers, the first to demonstrate a lod score greater than 3.0 was D11S871 (Zmax=5.05). Four additional markers from the centromeric region of chromosome 11 also gave lod scores greater than 3. The highest lod scores were 12.3 for both D11S905 ({theta}=0.056) and D11S913 ({theta}=0.030). Multipoint linkage and haplotype analyses indicate the most likely location for SCA5 is within the 7 cM interval between GATA2A01 and D11S913. A statistical analysis of the age of onset of parent-offspring pairs within the family supports (p<0.0002) the presence of anticipation. Several dramatic examples of anticipation have been observed in which grandmothers have onsets 10-20 years later in life than their daughters who have onsets 10-20 years later than their children. Interestingly, all four of the juvenile onset cases are maternally inherited, suggesting a maternal bias in anticipation for SCA5 rather than a paternal bias as seen with SCA1.« less

Handling qualities of large flexible control-configured aircraft

NASA Technical Reports Server (NTRS)

Swaim, R. L.

1979-01-01

The approach to an analytical study of flexible airplane longitudinal handling qualities was to parametrically vary the natural frequencies of two symmetric elastic modes to induce mode interactions with the rigid body dynamics. Since the structure of the pilot model was unknown for such dynamic interactions, the optimal control pilot modeling method is being applied and used in conjunction with pilot rating method.

A Flight Investigation of the STOL Characteristics of an Augmented Jet Flap STOL Research Aircraft

NASA Technical Reports Server (NTRS)

Quigley, H. C.; Innis, R. C.; Grossmith, S.

1974-01-01

The flight test program objectives are: (1) To determine the in-flight aerodynamic, performance, and handling qualities of a jet STOL aircraft incorporating the augmented jet flap concept; (2) to compare the results obtained in flight with characteristics predicted from wind tunnel and simulator test results; (3) to contribute to the development of criteria for design and operation of jet STOL transport aircraft; and (4) to provide a jet STOL transport aircraft for STOL systems research and development. Results obtained during the first 8 months of proof-of-concept flight testing of the aircraft in STOL configurations are reported. Included are a brief description of the aircraft, fan-jet engines, and systems; a discussion of the aerodynamic, stability and control, and STOL performance; and pilot opinion of the handling qualities and operational characteristics.

STS-76 - Being Prepared for Delivery to Kennedy Space Center via SCA 747 Aircraft

NASA Technical Reports Server (NTRS)

1996-01-01

Moonrise over Atlantis: the space shuttle Atlantis receives post-flight servicing in the Mate-Demate Device (MDD), following its landing at NASA's Dryden Flight Research Center, Edwards, California, 31 March 1996. Once servicing was complete, one of NASA's two 747 Shuttle Carrier Aircraft, No. 905, was readied to ferry Atlantis back to the Kennedy Space Center, Florida. Delivery of Atlantis to Florida was delayed until 11 April 1996, due to an engine warning light that appeared shortly after take off on April 6. The SCA returned to Edwards only minutes after departure. The right inboard engine #3 was exchanged, and the 747 with Atlantis atop was able to depart 11 April for Davis-Monthan Air Force Base for a refueling stop. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside

Focused cerebellar laser light induced hyperthermia improves symptoms and pathology of polyglutamine disease SCA1 in a mouse model.

PubMed

Hearst, Scoty M; Shao, Qingmei; Lopez, Mariper; Raucher, Drazen; Vig, Parminder J S

2014-10-01

Spinocerebellar ataxia 1 (SCA1) results from pathologic glutamine expansion in the ataxin-1 protein (ATXN1). This misfolded ATXN1 causes severe Purkinje cell (PC) loss and cerebellar ataxia in both humans and mice with the SCA1 disease. The molecular chaperone heat-shock proteins (HSPs) are known to modulate polyglutamine protein aggregation and are neuroprotective. Since HSPs are induced under stress, we explored the effects of focused laser light induced hyperthermia (HT) on HSP-mediated protection against ATXN1 toxicity. We first tested the effects of HT in a cell culture model and found that HT induced Hsp70 and increased its localization to nuclear inclusions in HeLa cells expressing GFP-ATXN1[82Q]. HT treatment decreased ATXN1 aggregation by making GFP-ATXN1[82Q] inclusions smaller and more numerous compared to non-treated cells. Further, we tested our HT approach in vivo using a transgenic (Tg) mouse model of SCA1. We found that our laser method increased cerebellar temperature from 38 to 40 °C without causing any neuronal damage or inflammatory response. Interestingly, mild cerebellar HT stimulated the production of Hsp70 to a significant level. Furthermore, multiple exposure of focused cerebellar laser light induced HT to heterozygous SCA1 transgenic (Tg) mice significantly suppressed the SCA1 phenotype as compared to sham-treated control animals. Moreover, in treated SCA1 Tg mice, the levels of PC calcium signaling/buffering protein calbindin-D28k markedly increased followed by a reduction in PC neurodegenerative morphology. Taken together, our data suggest that laser light induced HT is a novel non-invasive approach to treat SCA1 and maybe other polyglutamine disorders.

Vertical flight path steering system for aircraft

NASA Technical Reports Server (NTRS)

Lambregts, Antonius A. (Inventor)

1983-01-01

Disclosed is a vertical flight path angle steering system for aircraft, utilizing a digital flight control computer which processes pilot control inputs and aircraft response parameters into suitable elevator commands and control information for display to the pilot on a cathode ray tube. The system yields desirable airplane control handling qualities and responses as well as improvements in pilot workload and safety during airplane operation in the terminal area and under windshear conditions.

Approach and Landing Tests Film Documentary

NASA Image and Video Library

2018-05-09

Documentary of shuttle Enterprise on the Shuttle Carrier Aircraft (SCA), separating from the SCA in flight, and in free-flight. Footage shows SCA pilots Fitzhugh “Fitz” Fulton and Tom McMurtry heading to the aircraft, and Gordon Fullerton and Fred Haise following a flight in the prototype shuttle. During the nearly one-year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype.

Interleukin-27 induces the endothelial differentiation in Sca-1+ cardiac resident stem cells.

PubMed

Tanaka, Tomohiro; Obana, Masanori; Mohri, Tomomi; Ebara, Masaki; Otani, Yuta; Maeda, Makiko; Fujio, Yasushi

2015-10-01

Cytokines play important roles in cardiac repair and regeneration. Recently, we demonstrated that interleukin (IL)-6 family cytokines induce the endothelial differentiation of Sca-1+ cardiac resident stem cells through STAT3/Pim-1 signaling pathway. In contrast, the biological functions of IL-12 family cytokines in heart remain to be elucidated, though they show structural homology with IL-6. In the present study, we examined the effects of IL-12 family cytokines on the transdifferentiation of cardiac Sca-1+ cells into cardiac cells. RT-PCR analyses revealed that IL-27 receptor α (IL-27Rα), but not IL-12R or IL-23R, was expressed in cardiac Sca-1+ cells. The transcript expression of IL-27 was elevated in murine hearts in cardiac injury models. Intriguingly, IL-27 stimulation for 14 days induced the endothelial cell (EC) marker genes, such as CD-31 and VE-cadherin. Immunoblot analyses clarified that IL-27 treatment rapidly phosphorylated STAT3. IL-27 upregulated the expression of Pim-1, but the overexpression of dominant negative STAT3 abrogated the induction of Pim-1 by IL-27. Finally, adenoviral transfection of dominant negative Pim-1 inhibited IL-27-induced EC differentiation of cardiac Sca-1+ cells. These findings demonstrated that IL-27 promoted the commitment of cardiac stem cells into the EC lineage, possibly leading to neovascularization as a novel biological function. IL-27 could not only regulate the inflammation but also contribute to the maintenance of the tissue homeostasis through stem cell differentiation at inflammatory sites. Copyright © 2015 The Authors. Published by Elsevier Ltd.. All rights reserved.

Aircraft model prototypes which have specified handling-quality time histories

NASA Technical Reports Server (NTRS)

Johnson, S. H.

1978-01-01

Several techniques for obtaining linear constant-coefficient airplane models from specified handling-quality time histories are discussed. The pseudodata method solves the basic problem, yields specified eigenvalues, and accommodates state-variable transfer-function zero suppression. The algebraic equations to be solved are bilinear, at worst. The disadvantages are reduced generality and no assurance that the resulting model will be airplane like in detail. The method is fully illustrated for a fourth-order stability-axis small motion model with three lateral handling quality time histories specified. The FORTRAN program which obtains and verifies the model is included and fully documented.

Maternal diabetes and high glucose in vitro trigger Sca1+ cardiac progenitor cell apoptosis through FoxO3a.

PubMed

Yang, Penghua; Yang, Wendy W; Chen, Xi; Kaushal, Sunjay; Dong, Daoyin; Shen, Wei-Bin

2017-01-22

Recent controversies surrounding the authenticity of c-kit + cardiac progenitor cells significantly push back the advance in regenerative therapies for cardiovascular diseases. There is an urgent need for research in characterizing alternative types of cardiac progenitor cells. Towards this goal, in the present study, we determined the effect of maternal diabetes on Sca1 + cardiac progenitor cells. Maternal diabetes induced caspase 3-dependent apoptosis in Sca1 + cardiac progenitor cells derived from embryonic day 17.5 (E17.5). Similarly, high glucose in vitro but not the glucose osmotic control mannitol triggered Sca1 + cardiac progenitor cell apoptosis in a dose- and time-dependent manner. Both maternal diabetes and high glucose in vitro activated the pro-apoptotic transcription factor, Forkhead O 3a (FoxO3a) via dephosphorylation at threonine 32 (Thr-32) residue. foxo3a gene deletion abolished maternal diabetes-induced Sca1 + cardiac progenitor cell apoptosis. The dominant negative FoxO3a mutant without the transactivation domain from the C terminus blocked high glucose-induced Sca1 + cardiac progenitor cell apoptosis, whereas the constitutively active FoxO3a mutant with the three phosphorylation sites, Thr-32, Ser-253, and Ser-315, being replaced by alanine residues mimicked the pro-apoptotic effect of high glucose. Thus, maternal diabetes and high glucose in vitro may limit the regenerative potential of Sca1 + cardiac progenitor cells by inducing apoptosis through FoxO3a activation. These findings will serve as the guide in optimizing the autologous therapy using Sca1 + cardiac progenitor cells in cardiac defect babies born exposed to maternal diabetes. Copyright © 2016. Published by Elsevier Inc.

The Small Aircraft Transportation System (SATS), Higher Volume Operations (HVO) Off-Nominal Operations

NASA Technical Reports Server (NTRS)

Baxley, B.; Williams, D.; Consiglio, M.; Conway, S.; Adams, C.; Abbott, T.

2005-01-01

The ability to conduct concurrent, multiple aircraft operations in poor weather, at virtually any airport, offers an important opportunity for a significant increase in the rate of flight operations, a major improvement in passenger convenience, and the potential to foster growth of charter operations at small airports. The Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept is designed to increase traffic flow at any of the 3400 nonradar, non-towered airports in the United States where operations are currently restricted to one-in/one-out procedural separation during Instrument Meteorological Conditions (IMC). The concept's key feature is pilots maintain their own separation from other aircraft using procedures, aircraft flight data sent via air-to-air datalink, cockpit displays, and on-board software. This is done within the Self-Controlled Area (SCA), an area of flight operations established during poor visibility or low ceilings around an airport without Air Traffic Control (ATC) services. The research described in this paper expands the HVO concept to include most off-nominal situations that could be expected to occur in a future SATS environment. The situations were categorized into routine off-nominal operations, procedural deviations, equipment malfunctions, and aircraft emergencies. The combination of normal and off-nominal HVO procedures provides evidence for an operational concept that is safe, requires little ground infrastructure, and enables concurrent flight operations in poor weather.

Oblique Wing Research Aircraft on ramp

NASA Technical Reports Server (NTRS)

1976-01-01

This 1976 photograph of the Oblique Wing Research Aircraft was taken in front of the NASA Flight Research Center hangar, located at Edwards Air Force Base, California. In the photograph the noseboom, pitot-static probe, and angles-of-attack and sideslip flow vanes(covered-up) are attached to the front of the vehicle. The clear nose dome for the television camera, and the shrouded propellor for the 90 horsepower engine are clearly seen. The Oblique Wing Research Aircraft was a small, remotely piloted, research craft designed and flight tested to look at the aerodynamic characteristics of an oblique wing and the control laws necessary to achieve acceptable handling qualities. NASA Dryden Flight Research Center and the NASA Ames Research Center conducted research with this aircraft in the mid-1970s to investigate the feasibility of flying an oblique wing aircraft.

STS-92 - Towing of Shuttle Discovery and Boeing 747 Shuttle Carrier Aircraft (SCA)

NASA Technical Reports Server (NTRS)

2000-01-01

The Space Shuttle Discovery sits atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft as the unusual piggyback duo is towed along a taxiway at NASA's Dryden Flight Research Center at Edwards, California. The Discovery was ferried from NASA Dryden to NASA's Kennedy Space Center in Florida on November 2, 2000, after extensive pre-ferry servicing and preparations. STS-92 was the 100th mission since the fleet of four Space Shuttles began flying in 1981. (Due to schedule changes, missions are not always launched in the order that was originally planned.) The almost 13-day mission, the 46th Shuttle mission to land at Edwards, was the last construction mission for the International Space Station prior to the first scientists taking up residency in the orbiting space laboratory the following month. The seven-member crew on STS-92 included mission specialists Koichi Wakata, Michael Lopez-Alegria, Jeff Wisoff, Bill McArthur and Leroy Chiao, pilot Pam Melroy and mission commander Brian Duffy.

Interpreting the handling qualities of aircraft with stability and control augmentation

NASA Technical Reports Server (NTRS)

Hodgkinson, J.; Potsdam, E. H.; Smith, R. E.

1990-01-01

The general process of designing an aircraft for good flying qualities is first discussed. Lessons learned are pointed out, with piloted evaluation emerging as a crucial element. Two sources of rating variability in performing these evaluations are then discussed. First, the finite endpoints of the Cooper-Harper scale do not bias parametric statistical analyses unduly. Second, the wording of the scale does introduce some scatter. Phase lags generated by augmentation systems, as represented by equivalent time delays, often cause poor flying qualities. An analysis is introduced which allows a designer to relate any level of time delay to a probability of loss of aircraft control. This view of time delays should, it is hoped, allow better visibility of the time delays in the design process.

Assessing Aircraft Susceptibility to Nonlinear Aircraft-Pilot Coupling/Pilot-Induced Oscillations

NASA Technical Reports Server (NTRS)

Hess, R.A.; Stout, P. W.

1997-01-01

A unified approach for assessing aircraft susceptibility to aircraft-pilot coupling (or pilot-induced oscillations) which was previously reported in the literature and applied to linear systems is extended to nonlinear systems, with emphasis upon vehicles with actuator rate saturation. The linear methodology provided a tool for predicting: (1) handling qualities levels, (2) pilot-induced oscillation rating levels and (3) a frequency range in which pilot-induced oscillations are likely to occur. The extension to nonlinear systems provides a methodology for predicting the latter two quantities. Eight examples are presented to illustrate the use of the technique. The dearth of experimental flight-test data involving systematic variation and assessment of the effects of actuator rate limits presently prevents a more thorough evaluation of the methodology.

Glial S100B protein modulates mutant ataxin-1 aggregation and toxicity: TRTK12 peptide, a potential candidate for SCA1 therapy.

PubMed

Vig, Parminder J S; Hearst, Scoty; Shao, Qingmei; Lopez, Mariper E; Murphy, Henry A; Safaya, Eshan

2011-06-01

Non-cell autonomous involvement of glial cells in the pathogenesis of polyglutamine diseases is gaining recognition in the ataxia field. We previously demonstrated that Purkinje cells (PCs) in polyglutamine disease spinocerebellar ataxia-1 (SCA1) contain cytoplasmic vacuoles rich in Bergmann glial protein S100B. The vacuolar formation in SCA1 PCs is accompanied with an abnormal morphology of dendritic spines. In addition, S100B messenger RNA (mRNA) expression levels are significantly high in the cerebella of asymptomatic SCA1 transgenic (Tg) mice and increase further with age when compared with the age-matched wild-type animals. This higher S100B mRNA expression positively correlates with an increase in the number of vacuoles. To further characterize the function of S100B in SCA1 pathology, we explored the effects of S100B protein on GFP-ataxin-1 (ATXN1) with expanded polyglutamines [82Q] in HEK stable cell line. Externally added S100B protein to these cells induced S100B-positive vacuoles similar to those seen in SCA1 PCs in vivo. Further, we found that both externally added and internally expressed S100B significantly reduced GFP-ATXN1[82Q] inclusion body formation. In contrast, the addition of S100B inhibitory peptide TRTK12 reversed S100B-mediated effects. Interestingly, in SCA1 Tg mice, PCs containing S100B vacuoles also showed the lack of nuclear inclusions, whereas PCs without vacuoles contained nuclear inclusions. Additionally, TRTK12 treatment reduced abnormal dendritic growth and morphology of PCs in cerebellar slice cultures prepared from SCA1 Tg mice. Moreover, intranasal administration of TRTK12 to SCA1 Tg mice reduced cerebellar S100B levels in the particulate fractions, and these mice displayed a significant improvement in their performance deficit on the Rotarod test. Taken together, our results suggest that glial S100B may augment degenerative changes in SCA1 PCs by modulating mutant ataxin-1 toxicity/solubility through an unknown signaling pathway.

Glial S100B protein modulates mutant ataxin-1 aggregation and toxicity: TRTK12 peptide, a potential candidate for SCA1 therapy

PubMed Central

Vig, Parminder J.S.; Hearst, Scoty; Shao, Qingmei; Lopez, Maripar E; Murphy, Henry A; Safaya, Eshan

2011-01-01

Non-cell autonomous involvement of glial cells in the pathogenesis of polyglutamine diseases is gaining recognition in the ataxia field. We previously demonstrated that Purkinje cells (PCs) in polyglutamine disease spinocerebellar ataxia-1 (SCA1) contain cytoplasmic vacuoles rich in Bergmann glial (BG) protein S100B. The vacuolar formation in SCA1 PCs is accompanied with an abnormal morphology of dendritic spines. In addition, S100B mRNA expression levels are significantly high in the cerebella of asymptomatic SCA1 transgenic (Tg) mice and increase further with age when compared with the age-matched wildtype animals. This higher S100B mRNA expression positively correlates with an increase in the number of vacuoles. To further characterize the function of S100B in SCA1 pathology, we explored the effects of S100B protein on GFP-ataxin-1 (ATXN1) with expanded polyglutamines [82Q] in HEK stable cell line. Externally added S100B protein to these cells induced S100B positive vacuoles similar to those seen in SCA1 PCs in vivo. Further, we found that both externally added and internally expressed S100B significantly reduced GFP-ATXN1[82Q] inclusion body formation. In contrast, the addition of S100B inhibitory peptide TRTK12 reversed S100B mediated effects. Interestingly, in SCA1 Tg mice, PCs containing S100B vacuoles also showed the lack of nuclear inclusions, whereas, PCs without vacuoles contained nuclear inclusions. Additionally, TRTK12 treatment reduced abnormal dendritic growth and morphology of PCs in cerebellar slice cultures prepared from SCA1 Tg mice. Moreover, intranasal administration of TRTK12 to SCA1 Tg mice reduced cerebellar S100B levels in the particulate fractions and these mice displayed a significant improvement in their performance deficit on the Rotarod test. Taken together our results suggest that glial S100B may augment degenerative changes in SCA1 PCs by modulating mutant ataxin-1 toxicity/solubility through an unknown signaling pathway. PMID

General-Purpose Electronic System Tests Aircraft

NASA Technical Reports Server (NTRS)

Glover, Richard D.

1989-01-01

Versatile digital equipment supports research, development, and maintenance. Extended aircraft interrogation and display system is general-purpose assembly of digital electronic equipment on ground for testing of digital electronic systems on advanced aircraft. Many advanced features, including multiple 16-bit microprocessors, pipeline data-flow architecture, advanced operating system, and resident software-development tools. Basic collection of software includes program for handling many types of data and for displays in various formats. User easily extends basic software library. Hardware and software interfaces to subsystems provided by user designed for flexibility in configuration to meet user's requirements.

Application of nonlinear adaptive motion washout to transport ground-handling simulation

NASA Technical Reports Server (NTRS)

Parrish, R. V.; Martin, D. J., Jr.

1983-01-01

The application of a nonlinear coordinated adaptive motion washout to the transport ground-handling environment is documented. Additions to both the aircraft math model and the motion washout system are discussed. The additions to the simulated-aircraft math model provided improved modeling fidelity for braking and reverse-thrust application, and the additions to the motion-base washout system allowed transition from the desired flight parameters to the less restrictive ground parameters of the washout.

The histone deacetylase HDAC3 is essential for Purkinje cell function, potentially complicating the use of HDAC inhibitors in SCA1

PubMed Central

Venkatraman, Anand; Hu, Yuan-Shih; Didonna, Alessandro; Cvetanovic, Marija; Krbanjevic, Aleksandar; Bilesimo, Patrice; Opal, Puneet

2014-01-01

Spinocerebellar ataxia type 1 (SCA1) is an incurable neurodegenerative disease caused by a pathogenic glutamine repeat expansion in the protein ataxin-1 (ATXN1). One likely mechanism mediating pathogenesis is excessive transcriptional repression induced by the expanded ATXN-1. Because ATXN1 binds HDAC3, a Class I histone deacetylase (HDAC) that we have found to be required for ATXN1-induced transcriptional repression, we tested whether genetically depleting HDAC3 improves the phenotype of the SCA1 knock-in mouse (SCA1154Q/2Q), the most physiologically relevant model of SCA1. Given that HDAC3 null mice are embryonic lethal, we used for our analyses a combination of HDAC3 haploinsufficient and Purkinje cell (PC)-specific HDAC3 null mice. Although deleting a single allele of HDAC3 in the context of SCA1 was insufficient to improve cerebellar and cognitive deficits of the disease, a complete loss of PC HDAC3 was highly deleterious both behaviorally, with mice showing early onset ataxia, and pathologically, with progressive histologic evidence of degeneration. Inhibition of HDAC3 may yet have a role in SCA1 therapy, but our study provides cautionary evidence that this approach could produce untoward effects. Indeed, the neurotoxic consequences of HDAC3 depletion could prove relevant, wherever pharmacologic inhibition of HDAC3 is being contemplated, in disorders ranging from cancer to neurodegeneration. PMID:24594842

A design procedure and handling quality criteria for lateral directional flight control systems

NASA Technical Reports Server (NTRS)

Stein, G.; Henke, A. H.

1972-01-01

A practical design procedure for aircraft augmentation systems is described based on quadratic optimal control technology and handling-quality-oriented cost functionals. The procedure is applied to the design of a lateral-directional control system for the F4C aircraft. The design criteria, design procedure, and final control system are validated with a program of formal pilot evaluation experiments.

Statistical survey of XB-70 airplane responses and control usage with an illustration of the application to handling qualities criteria

NASA Technical Reports Server (NTRS)

Powers, B. G.

1972-01-01

The magnitude and frequency of occurrence of aircraft responses and control inputs during 27 flights of the XB-70 airplane were measured. Exceedance curves are presented for the airplane responses and control usage. A technique is presented which makes use of these exceedance curves to establish or verify handling qualities criteria. This technique can provide a means of incorporating current operational experience in handling qualities requirements for future aircraft.

Data Handling Recording System (DHRS).

DTIC Science & Technology

1980-07-01

er.. side Ittv-00MYe artc Identify by bock no.Imbe.) The final technical report submitted by Harris Corporation contains a brief synopsis of the...is several hours, plenty of time for enemy aircraft, tanks, ships, and convoys to relocate. The Harris /WEC DHRS allows real-time target reporting and...A-A089 952 HARRIS CORP MELBOURE FLA F/6 15/4 DATA HANDLING RECORDING SYSTEM (DHRS).(U) JUL80 V E TAYLOR F30602-79-C-0268 NCLASSIFIED RADC-TR-80-198

Study of dynamics of X-14B VTOL aircraft

NASA Technical Reports Server (NTRS)

Loscutoff, W. V.; Mitchiner, J. L.; Roesener, R. A.; Seevers, J. A.

1973-01-01

Research was initiated to investigate certain facets of modern control theory and their integration with a digital computer to provide a tractable flight control system for a VTOL aircraft. Since the hover mode is the most demanding phase in the operation of a VTOL aircraft, the research efforts were concentrated in this mode of aircraft operation. Research work on three different aspects of the operation of the X-14B VTOL aircraft is discussed. A general theory for optimal, prespecified, closed-loop control is developed. The ultimate goal was optimal decoupling of the modes of the VTOL aircraft to simplify the pilot's task of handling the aircraft. Modern control theory is used to design deterministic state estimators which provide state variables not measured directly, but which are needed for state variable feedback control. The effect of atmospheric turbulence on the X-14B is investigated. A maximum magnitude gust envelope within which the aircraft could operate stably with the available control power is determined.

Spinocerebellar ataxia 7 (SCA7) in Indian population: predilection of ATXN7-CAG expansion mutation in an ethnic population

PubMed Central

Faruq, Mohammed; Srivastava, Achal Kumar; Singh, Suman; Gupta, Rohit; Dada, Tanuj; Garg, Ajay; Behari, Madhuri; Mukerji, Mitali

2015-01-01

Background & objectives: Spinocerebellar ataxia 7 (SCA7) is a rare form of neurodegenerative disorder with the clinical manifestation of cerebellar ataxia and retinal degeneration. In this study we describe the clinico-genetic characteristics of nine SCA7 families of Indian origin and cross compare these with other available worldwide studies. Methods: Thirty five individuals from nine SCA7 families were clinico-genetically characterized and CAG repeat distribution analysis was carried out in 382 control DNA samples from healthy controls (derived from 21 diverse Indian populations based on ethnic and linguistic and geographical location). Results: Of the nine families studied, 22 affected individuals and one asymptomatic carrier were identified. The average age at disease onset was 23.4±12.6 yr. The length of expanded CAG ranged from 40-94 with mean value of 53.2±13.9. The main clinical findings in affecteds individuals included cerebellar ataxia, and retinal degeneration along with hyper-reflexia (95%), slow saccades (85%) and spasticity (45%). Analysis of the association of number of CAG repeats with disease onset revealed that<49 repeats were associated with earlier age at onset in South East Asians compared to European populations. Further analysis of CAG repeats from 21 diverse Indian populations showed pre-mutable repeats (28-34) alleles in the IE-N-LP2 population. Six of the nine families identified in this study belonged to the same ethnic population. Interpretations & conclusion: Our results show that presenece of SCA7 is relatively rare and confined to one ethnic group from Haryana region of India. We observed a homogeneous phenotypic expression of SCA7 mutation as described earlier and an earlier age of onset in our patients with CAG <49. The identification of pre-mutable allele in IE-N-LP2 suggests this population to be at the risk of SCA7. PMID:25900954

STS-92 - Orbiter in Mate-Demate Device (MDD) at sunrise with Shuttle Carrier Aircraft (SCA) in background

NASA Image and Video Library

2000-10-29

The early-morning Sun provides a golden backdrop to the Space Shuttle Discovery encased in the Mate-Demate Device (MDD) at NASA’s Dryden Flight Research Center at Edwards, California. The gantry-like MDD structure is used to prepare the shuttle for its ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA’s modified Boeing 747 Shuttle Carrier Aircraft.

A Risk Management Architecture for Emergency Integrated Aircraft Control

NASA Technical Reports Server (NTRS)

McGlynn, Gregory E.; Litt, Jonathan S.; Lemon, Kimberly A.; Csank, Jeffrey T.

2011-01-01

Enhanced engine operation--operation that is beyond normal limits--has the potential to improve the adaptability and safety of aircraft in emergency situations. Intelligent use of enhanced engine operation to improve the handling qualities of the aircraft requires sophisticated risk estimation techniques and a risk management system that spans the flight and propulsion controllers. In this paper, an architecture that weighs the risks of the emergency and of possible engine performance enhancements to reduce overall risk to the aircraft is described. Two examples of emergency situations are presented to demonstrate the interaction between the flight and propulsion controllers to facilitate the enhanced operation.

A methodology for designing aircraft to low sonic boom constraints

NASA Technical Reports Server (NTRS)

Mack, Robert J.; Needleman, Kathy E.

1991-01-01

A method for designing conceptual supersonic cruise aircraft to meet low sonic boom requirements is outlined and described. The aircraft design is guided through a systematic evolution from initial three view drawing to a final numerical model description, while the designer using the method controls the integration of low sonic boom, high supersonic aerodynamic efficiency, adequate low speed handling, and reasonable structure and materials technologies. Some experience in preliminary aircraft design and in the use of various analytical and numerical codes is required for integrating the volume and lift requirements throughout the design process.

Application of active controls technology to aircraft bide smoothing systems

NASA Technical Reports Server (NTRS)

Lapins, M.; Jacobson, I. D.

1975-01-01

A critical review of past efforts in the design and testing of ride smoothing and gust alleviation systems is presented. Design trade offs involving sensor types, choice of feedback loops, human comfort, and aircraft handling-qualities criteria are discussed. Synthesis of a system designed to employ direct-lift and side-force producing surfaces is reported. Two STOL aircraft and an executive transport are considered. Theoretically predicted system performance is compared with hybrid simulation and flight test data. Pilot opinion rating, pilot workload, and passenger comfort rating data for the basic and augmented aircraft are included.

Small Aircraft Transportation System, Higher Volume Operations Concept: Normal Operations

NASA Technical Reports Server (NTRS)

Abbott, Terence S.; Jones, Kenneth M.; Consiglio, Maria C.; Williams, Daniel M.; Adams, Catherine A.

2004-01-01

This document defines the Small Aircraft Transportation System (SATS), Higher Volume Operations (HVO) concept for normal conditions. In this concept, a block of airspace would be established around designated non-towered, non-radar airports during periods of poor weather. Within this new airspace, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. Using onboard equipment and procedures, they would then approach and land at the airport. Departures would be handled in a similar fashion. The details for this operational concept are provided in this document.

Evaluation of High-Angle-of-Attack Handling Qualities for the X-31A Using Standard Evaluation Maneuvers

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1996-01-01

The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright-Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level 1/Level 2 performance. Lateral gross-acquisition testing results in Level 1/Level 2 ratings below 45 deg angle of attack, degrading into Level 3 as angle of attack increases. The fine-tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal-Smith, bandwidth, Smith-Geddes, and military specifications.

Evaluation of High-Angle-of-Attack Handling Qualities for the X-31A Using Standard Evaluation Maneuvers

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1997-01-01

The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg. and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level l/Level 2 performance. Lateral gross-acquisition testing results in Level l/Level 2 ratings below 45 deg. angle of attack, degrading into Level 3 as angle of attack increases. The fine tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg. angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal Smith, bandwidth, Smith-Geddes, and military specifications.

Console test report for shuttle task 501 shuttle carrier aircraft transceiver console (SED 36115353-301)

NASA Technical Reports Server (NTRS)

Lane, J. H.

1976-01-01

Performance tests completed on the Space Shuttle Carrier Aircraft (SCA) transceiver console, verifying its design objectives, were described. These tests included: (1) check of power supply voltages for correct output voltage and energization at the proper point in the turn on sequence, (2) check of cooling system (LRU blower, overload sensors and circuitry, and thermocouple probe), (3) check of control circuits logic, including the provisions for remote control and display, (4) check of the LRU connector for presence of correct voltages and absence of incorrect voltages under both energized and deenergized conditions, and (5) check of the AGC and power output monitor circuits.

SCA17 repeat expansion: mildly expanded CAG/CAA repeat alleles in neurological disorders and the functional implications.

PubMed

Chen, Chiung-Mei; Lee, Li-Ching; Soong, Bing-Wen; Fung, Hon-Chung; Hsu, Wen-Chuin; Lin, Pei-Ying; Huang, Hui-Ju; Chen, Fen-Lin; Lin, Cheng-Yueh; Lee-Chen, Guey-Jen; Wu, Yih-Ru

2010-03-01

Spinocerebellar ataxia type 17 (SCA17) involves the expression of a CAG/CAA expansion mutation in the gene encoding TATA-box binding protein (TBP), a general transcription initiation factor. The spectrum of SCA17 clinical presentation is broad. We screened for triplet expansion in the TBP gene in Taiwanese Parkinson's disease (PD), Alzheimer's disease (AD) and atypical parkinsonism and investigated the functional implication of expanded alleles using lymphoblastoid cells as a model. A total of 6 mildly expanded alleles (44-46) were identified in patients group. The frequency of the individuals carrying expanded alleles in PD (3/602 [0.5%]), AD (2/245 [0.8%]) and atypical parkinsonism (1/44 [2.3%]) is not significant as compared to that in the control subjects (0/644 [0.0%]). In lymphoblastoid cells, HSPA5, HSPA8 and HSPB1 expression levels in cells with expanded TBP were significantly lower than that of the control cells. Although not significantly, the levels of PARK7 protein isoforms 6.1 and 6.4 are notably increased in SCA17 lymphoblastoid cells. Treatment of TBH (tert-butyl hydroperoxide) significantly increases cell death in the cells with mildly expanded TBP. Our findings expand the spectrum of SCA17 phenotype and may contribute to our understanding of the disease. Copyright 2009 Elsevier B.V. All rights reserved.

Spinocerebellar ataxia type 6 (SCA6): clinical pilot trial with gabapentin.

PubMed

Nakamura, Katsuya; Yoshida, Kunihiro; Miyazaki, Daigo; Morita, Hiroshi; Ikeda, Shu-ichi

2009-03-15

The clinical effect of the GABAergic drug gabapentin was evaluated in 11 patients with spinocerebellar ataxia type 6 (SCA6). The total period of gabapentin treatment was 4 weeks, and outcome measures were determined with the International Cooperative Ataxia Rating Scales (ICARS) and postural sway studies. At week 4, 5 patients showed a decrease of the ICARS values by more than 10% compared with the pre-treatment baseline. Eight patients showed a more than 10% decrease of the sway area (SA) and/or sway path length (SPL) values in postural sway studies. The ICARS values and SA/SPL values were not necessarily consistent in each patient, but 3 patients showed a more than 10% decrease in the ICRAS, SA, and SPL values at week 4 when compared to the pre-treatment baseline. As a whole, the efficacy of gabapentin was not statistically confirmed in the 4-week trial because of the variation in efficacy in each patient, but the data are indicative that some SCA6 patients could benefit from gabapentin treatment.

STS-92 - Orbiter in Mate-Demate Device (MDD) at sunrise with Shuttle Carrier Aircraft (SCA) in background

NASA Image and Video Library

2000-10-29

The early-morning Sun bathes the Space Shuttle Discovery in hues of purple, pink and gold as it is encased in the Mate-Demate Device (MDD) at NASA’s Dryden Flight Research Center at Edwards, California. The gantry-like MDD structure is used to prepare the shuttle for its ferry flight back to the Kennedy space Center in Florida, including mounting the shuttle atop NASA’s modified Boeing 747 Shuttle Carrier Aircraft.

Intelligent Control Approaches for Aircraft Applications

NASA Technical Reports Server (NTRS)

Gundy-Burlet, Karen; KrishnaKumar, K.; Soloway, Don; Kaneshige, John; Clancy, Daniel (Technical Monitor)

2001-01-01

This paper presents an overview of various intelligent control technologies currently being developed and studied under the Intelligent Flight Control (IFC) program at the NASA Ames Research Center. The main objective of the intelligent flight control program is to develop the next generation of flight controllers for the purpose of automatically compensating for a broad spectrum of damaged or malfunctioning aircraft components and to reduce control law development cost and time. The approaches being examined include: (a) direct adaptive dynamic inverse controller and (b) an adaptive critic-based dynamic inverse controller. These approaches can utilize, but do not require, fault detection and isolation information. Piloted simulation studies are performed to examine if the intelligent flight control techniques adequately: 1) Match flying qualities of modern fly-by-wire flight controllers under nominal conditions; 2) Improve performance under failure conditions when sufficient control authority is available; and 3) Achieve consistent handling qualities across the flight envelope and for different aircraft configurations. Results obtained so far demonstrate the potential for improving handling qualities and significantly increasing survivability rates under various simulated failure conditions.

How Should the Joint Force Handle the Command and Control of Unmanned Aircraft Systems?

DTIC Science & Technology

2008-11-18

personnel, and control apparatus. Collectively these are the unmanned aircraft system (UAS). The outputs of a UAS can range from full motion video ...reconnaissance aircraft, like the pilotless Predator drone that provides real-time surveillance video to the battlefield.”55 He continued, “While...www.foxnews.com/story/0,2933,351964,00.html [accessed July 7, 2008]. Baldor, Lolita C. Associated Press. “Increased UAV Reliance Evident in 2009 Budget

The design and delivery of a PKA inhibitory polypeptide to treat SCA1.

PubMed

Hearst, Scoty M; Shao, Qingmei; Lopez, Mariper; Raucher, Drazen; Vig, Parminder J S

2014-10-01

Spinocerebellar ataxia-1 (SCA1) is a neurodegenerative disease that primarily targets Purkinje cells (PCs) of the cerebellum. The exact mechanism of PC degeneration is unknown, however, it is widely believed that mutant ataxin-1 becomes toxic because of the phosphorylation of its serine 776 (S776) residue by cAMP-dependent protein kinase A (PKA). Therefore, to directly modulate mutant ATXN1 S776 phosphorylation and aggregation, we designed a therapeutic polypeptide to inhibit PKA. This polypeptide comprised of a thermally responsive elastin-like peptide (ELP) carrier, which increases peptide half-life, a PKA inhibitory peptide (PKI), and a cell-penetrating peptide (Synb1). We observed that our therapeutic polypeptide, Synb1-ELP-PKI, inhibited PKA activity at concentrations similar to the PKI peptide. Additionally, Synb1-ELP-PKI significantly suppressed mutant ATXN1 S776 phosphorylation and intranuclear inclusion formation in cell culture. Further, Synb1-ELP-PKI treatment improved SCA1 PC morphology in cerebellar slice cultures. Furthermore, the Synb1-ELP peptide carrier crossed the blood-brain barrier and localized to the cerebellum via the i.p. or intranasal route. Here, we show the intranasal delivery of ELP-based peptides to the brain as a novel delivery strategy. We also demonstrate that our therapeutic polypeptide has a great potential to target the neurotoxic S776 phosphorylation pathway in the SCA1 disease. © 2014 International Society for Neurochemistry.

Review of evolving trends in blended wing body aircraft design

NASA Astrophysics Data System (ADS)

Okonkwo, Paul; Smith, Howard

2016-04-01

The desire to produce environmentally friendly aircraft that is aerodynamically efficient and capable of conveying large number of passengers over long ranges at reduced direct operating cost led aircraft designers to develop the Blended Wing Body (BWB) aircraft concept. The BWB aircraft represents a paradigm shift in the design of aircraft. The design provides aerodynamics and environmental benefits and is suitable for the integration of advanced systems and concepts like laminar flow technology, jet flaps and distributed propulsion. However, despite these benefits, the BWB is yet to be developed for commercial air transport due to several challenges. This paper reviews emerging trends in BWB aircraft design highlighting design challenges that have hindered the development of a BWB passenger transport aircraft. The study finds that in order to harness the advantages and reduce the deficiencies of a tightly coupled configuration like the BWB, a multidisciplinary design synthesis optimisation should be conducted with good handling and ride quality as objective functions within acceptable direct operating cost and noise bounds.

V/STOL tilt rotor aircraft study mathematical model for a real time simulation of a tilt rotor aircraft (Boeing Vertol Model 222), volume 8

NASA Technical Reports Server (NTRS)

Rosenstein, H.; Mcveigh, M. A.; Mollenkof, P. A.

1973-01-01

A mathematical model for a real time simulation of a tilt rotor aircraft was developed. The mathematical model is used for evaluating aircraft performance and handling qualities. The model is based on an eleven degree of freedom total force representation. The rotor is treated as a point source of forces and moments with appropriate response time lags and actuator dynamics. The aerodynamics of the wing, tail, rotors, landing gear, and fuselage are included.

Advanced simulation noise model for modern fighter aircraft

NASA Astrophysics Data System (ADS)

Ikelheimer, Bruce

2005-09-01

NoiseMap currently represents the state of the art for military airfield noise analysis. While this model is sufficient for the current fleet of aircraft, it has limits in its capability to model the new generation of fighter aircraft like the JSF and the F-22. These aircraft's high-powered engines produce noise with significant nonlinear content. Combining this with their ability to vector the thrust means they have noise characteristics that are outside of the basic modeling assumptions of the currently available noise models. Wyle Laboratories, Penn State University, and University of Alabama are in the process of developing a new noise propagation model for the Strategic Environmental Research and Development Program. Source characterization will be through complete spheres (or hemispheres if there is not sufficient data) for each aircraft state (including thrust vector angles). Fixed and rotor wing aircraft will be included. Broadband, narrowband, and pure tone propagation will be included. The model will account for complex terrain and weather effects, as well as the effects of nonlinear propagation. It will be a complete model capable of handling a range of noise sources from small subsonic general aviation aircraft to the latest fighter aircraft like the JSF.

Application of Active Controls Technology to Aircraft Ride Smoothing Systems

NASA Technical Reports Server (NTRS)

Lapins, Maris; Jacobson, Ira D.

1975-01-01

A critical review of past efforts in the design and testing of ride smoothing and gust alleviation systems is presented. Design trade-offs involving sensor types, choice of feedback loops, human comfort and aircraft handling-qualities criteria are discussed. Synthesis of a system designed to employ direct-lift and side-force producing surfaces is reported. Two STOL-class aircraft and an executive transport are considered. Theoretically-predicted system performance is compared with hybrid simulation and flight test data. Pilot opinion rating, pilot workload, and passenger comfort rating data for the basic and augmented aircraft are included.

Flying Quality Analysis of a JAS 39 Gripen Ministick Controller in an F/A-18 Aircraft

NASA Technical Reports Server (NTRS)

Carter, John F.; Stoliker, P. C.

2000-01-01

NASA Dryden conducted a handling qualities experiment using a small displacement centerstick controller that Saab-Scania developed for the JAS 39 Gripen aircraft. The centerstick, or ministick, was mounted in the rear cockpit of an F/A-18 aircraft. Production support flight control computers (PSFCC) provided a pilot-selectable research control system. The objectives for this experiment included determining whether the mechanical characteristics of the centerstick controller had any significant effect on the handling qualities of the F/A-18, and determining the usefulness of the PSFCCs for this kind of experiment. Five pilots evaluated closed-loop tracking tasks, including echelon and column formation flight and target following. Cooper-Harper ratings and pilot comments were collected for each maneuver. This paper describes the test system, including the PSFCCs, the Gripen centerstick, and the flight test experiment. The paper presents results of longitudinal handling qualities maneuvers, including low order equivalent systems, Neal-Smith, and controls anticipation parameter analyses. The experiment showed that, while the centerstick controller provided a different aircraft feel, few handling qualities deficiencies resulted. It also demonstrated that the PSFCCs were useful for this kind of investigation.

Isolation, screening and partial purification of antimicrobial antibiotics from soil Streptomyces sp. SCA 7.

PubMed

Saravana Kumar, P; Duraipandiyan, V; Ignacimuthu, S

2014-09-01

Thirty-seven actinomycetes strains were isolated from soil samples collected from an agriculture field in Vengodu, Thiruvannamalai District, Tamil Nadu, India (latitude: 12° 54' 0033″, North; longitude: 79° 78' 5216″, East; elevation: 228.6/70.0 ft/m). The isolates were assessed for antagonistic activity against five Gram-positive bacteria, seven Gram-negative bacteria, and two pathogenic fungi. During the initial screening, 43% of the strains showed weak activity, 16% showed moderate activity, 5% showed good activity, and 35% showed no antagonistic activity. Among the strains tested, SCA 7 showed strong antimicrobial activity. Maximum biological activity was obtained on modified nutrient glucose agar (MNGA) medium. The mycelia of SCA 7 were extracted with methanol and tested against microbial pathogens using the disc diffusion method. The crude extract was purified partially using column chromatography and assessed for antimicrobial activity. Fraction 10 showed good activity against Staphylococcus epidermidis (31.25 μg/mL) and Malassezia pachydermatis (500 μg/mL) and the active principle (fraction 10) was identified as 2,4-bis (1,1-dimethylethyl) phenol. Based on morphological, physiological, biochemical, cultural, and molecular characteristics (16S rDNA sequencing), this strain was identified as Streptomyces sp. SCA 7. It could be used in the development of new substances for pharmaceutical or agricultural purposes. Copyright © 2014. Published by Elsevier B.V.

Space Communications and Navigation (SCaN) Integrated Network Architecture Definition Document (ADD). Volume 1; Executive Summary; Revision 1

NASA Technical Reports Server (NTRS)

Younes, Badri A.; Schier, James S.

2010-01-01

The SCaN Program has defined an integrated network architecture that fully meets the Administrator s mandate to the Program, and will result in a NASA infrastructure capable of providing the needed and enabling communications services to future space missions. The integrated network architecture will increase SCaN operational efficiency and interoperability through standardization, commonality and technology infusion. It will enable NASA missions requiring advanced communication and tracking capabilities such as: a. Optical communication b. Antenna arraying c. Lunar and Mars Relays d. Integrated network management (service management and network control) and integrated service execution e. Enhanced tracking for navigation f. Space internetworking with DTN and IP g. End-to-end security h. Enhanced security services Moreover, the SCaN Program has created an Integrated Network Roadmap that depicts an orchestrated and coherent evolution path toward the target architecture, encompassing all aspects that concern network assets (i.e., operations and maintenance, sustaining engineering, upgrade efforts, and major development). This roadmap identifies major NASA ADPs, and shows dependencies and drivers among the various planned undertakings and timelines. The roadmap is scalable to accommodate timely adjustments in response to Agency needs, goals, objectives and funding. Future challenges to implementing this architecture include balancing user mission needs, technology development, and the availability of funding within NASA s priorities. Strategies for addressing these challenges are to: define a flexible architecture, update the architecture periodically, use ADPs to evaluate options and determine when to make decisions, and to engage the stakeholders in these evaluations. In addition, the SCaN Program will evaluate and respond to mission need dates for technical and operational capabilities to be provided by the SCaN integrated network. In that regard, the architecture

Handling Qualities of Model Reference Adaptive Controllers with Varying Complexity for Pitch-Roll Coupled Failures

NASA Technical Reports Server (NTRS)

Schaefer, Jacob; Hanson, Curt; Johnson, Marcus A.; Nguyen, Nhan

2011-01-01

Three model reference adaptive controllers (MRAC) with varying levels of complexity were evaluated on a high performance jet aircraft and compared along with a baseline nonlinear dynamic inversion controller. The handling qualities and performance of the controllers were examined during failure conditions that induce coupling between the pitch and roll axes. Results from flight tests showed with a roll to pitch input coupling failure, the handling qualities went from Level 2 with the baseline controller to Level 1 with the most complex MRAC tested. A failure scenario with the left stabilator frozen also showed improvement with the MRAC. Improvement in performance and handling qualities was generally seen as complexity was incrementally added; however, added complexity usually corresponds to increased verification and validation effort required for certification. The tradeoff between complexity and performance is thus important to a controls system designer when implementing an adaptive controller on an aircraft. This paper investigates this relation through flight testing of several controllers of vary complexity.

Development of longitudinal handling qualities criteria for large advanced supersonic aircraft

NASA Technical Reports Server (NTRS)

Sudderth, R. W.; Bohn, J. G.; Caniff, M. A.; Bennett, G. R.

1975-01-01

Longitudinal handling qualities criteria in terms of airplane response characteristics were developed. The criteria cover high speed cruise maneuvering, landing approach, and stall recovery. Data substantiating the study results are reported.

Long Term Performance Metrics of the GD SDR on the SCaN Testbed: The First Year on the ISS

NASA Technical Reports Server (NTRS)

Nappier, Jennifer; Wilson, Molly C.

2014-01-01

The General Dynamics (GD) S-Band software defined radio (SDR) in the Space Communications and Navigation (SCaN) Testbed on the International Space Station (ISS) provides experimenters an opportunity to develop and demonstrate experimental waveforms in space. The SCaN Testbed was installed on the ISS in August of 2012. After installation, the initial checkout and commissioning phases were completed and experimental operations commenced. One goal of the SCaN Testbed is to collect long term performance metrics for SDRs operating in space in order to demonstrate long term reliability. These metrics include the time the SDR powered on, the time the power amplifier (PA) is powered on, temperature trends, error detection and correction (EDAC) behavior, and waveform operational usage time. This paper describes the performance of the GD SDR over the first year of operations on the ISS.

Canada's first fixed-site aircraft noise monitoring system

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

Standen, N.M.

1982-01-01

The nature of aircraft noise management in Canada as it is presently evolving is discussed. The population of aircraft operating in Canada is similar to most western nations with regard to aircraft type. Canada's airport system includes major airports owned and operated by the federal Department of Transport (Transport Canada), airports owned and operated by provinces, municipalities or local commissions, and privately owned and operated airports, largely catering to general aviation. In addition, there are airports which are owned by Transport Canada, but operated by another agency. The consequence of this arrangement is that the major jet transport traffic ismore » handled by airports which are owned and operated by either Transport Canada or another government agency.« less

Opportunities for development of advanced large cargo aircraft

NASA Technical Reports Server (NTRS)

Whitehead, A. H., Jr.

1976-01-01

A critical review of the history, current state of the art, and future prospects for cargo aircraft systems indicates that three of the major advantages of air cargo are rapid delivery, ability to bridge geographical boundaries, and capability to provide a flexible market response. Foreseeable advances in large aircraft development offer even greater profit potential by increasing the payload ton-miles per pound of fuel. Intermodal containers and handling systems and computerized control and billing may be key ingredients. Details of a NASA program for large aircraft systems technology are outlined, which includes systems studies, research and technology investigations, and determination of the need for critical flight experiments. Innovative advanced technologies and configuration concepts are discussed. Numerous illustrations supplement the text.

Flight testing and frequency domain analysis for rotorcraft handling qualities characteristics

NASA Technical Reports Server (NTRS)

Ham, Johnnie A.; Gardner, Charles K.; Tischler, Mark B.

1993-01-01

A demonstration of frequency domain flight testing techniques and analyses was performed on a U.S. Army OH-58D helicopter in support of the OH-58D Airworthiness and Flight Characteristics Evaluation and the Army's development and ongoing review of Aeronautical Design Standard 33C, Handling Qualities Requirements for Military Rotorcraft. Hover and forward flight (60 knots) tests were conducted in 1 flight hour by Army experimental test pilots. Further processing of the hover data generated a complete database of velocity, angular rate, and acceleration frequency responses to control inputs. A joint effort was then undertaken by the Airworthiness Qualification Test Directorate (AQTD) and the U.S. Army Aeroflightdynamics Directorate (AFDD) to derive handling qualities information from the frequency response database. A significant amount of information could be extracted from the frequency domain database using a variety of approaches. This report documents numerous results that have been obtained from the simple frequency domain tests; in many areas, these results provide more insight into the aircraft dynamics that affect handling qualities than to traditional flight tests. The handling qualities results include ADS-33C bandwidth and phase delay calculations, vibration spectral determinations, transfer function models to examine single axis results, and a six degree of freedom fully coupled state space model. The ability of this model to accurately predict aircraft responses was verified using data from pulse inputs. This report also documents the frequency-sweep flight test technique and data analysis used to support the tests.

Handling Qualities Optimization for Rotorcraft Conceptual Design

NASA Technical Reports Server (NTRS)

Lawrence, Ben; Theodore, Colin R.; Berger, Tom

2016-01-01

Over the past decade, NASA, under a succession of rotary-wing programs has been moving towards coupling multiple discipline analyses in a rigorous consistent manner to evaluate rotorcraft conceptual designs. Handling qualities is one of the component analyses to be included in a future NASA Multidisciplinary Analysis and Optimization framework for conceptual design of VTOL aircraft. Similarly, the future vision for the capability of the Concept Design and Assessment Technology Area (CD&A-TA) of the U.S Army Aviation Development Directorate also includes a handling qualities component. SIMPLI-FLYD is a tool jointly developed by NASA and the U.S. Army to perform modeling and analysis for the assessment of flight dynamics and control aspects of the handling qualities of rotorcraft conceptual designs. An exploration of handling qualities analysis has been carried out using SIMPLI-FLYD in illustrative scenarios of a tiltrotor in forward flight and single-main rotor helicopter at hover. Using SIMPLI-FLYD and the conceptual design tool NDARC integrated into a single process, the effects of variations of design parameters such as tail or rotor size were evaluated in the form of margins to fixed- and rotary-wing handling qualities metrics as well as the vehicle empty weight. The handling qualities design margins are shown to vary across the flight envelope due to both changing flight dynamic and control characteristics and changing handling qualities specification requirements. The current SIMPLI-FLYD capability and future developments are discussed in the context of an overall rotorcraft conceptual design process.

Approach path control for powered-lift STOL aircraft

NASA Technical Reports Server (NTRS)

Clymer, D. J.; Flora, C. C.

1973-01-01

A flight control system concept is defined for approach flightpath control of an augmentor wing (or similar) powered-lift STOL configuration. The proposed STOL control concept produces aircraft transient and steady-state control responses that are familiar to pilots of conventional jet transports, and has potential for good handling qualities ratings in all approach and landing phases. The effects of trailing-edge rate limits, real-engine dynamics, and atmospheric turbulence are considered in the study. A general discussion of STOL handling qualities problems and piloting techniques is included.

Complexity and Pilot Workload Metrics for the Evaluation of Adaptive Flight Controls on a Full Scale Piloted Aircraft

NASA Technical Reports Server (NTRS)

Hanson, Curt; Schaefer, Jacob; Burken, John J.; Larson, David; Johnson, Marcus

2014-01-01

Flight research has shown the effectiveness of adaptive flight controls for improving aircraft safety and performance in the presence of uncertainties. The National Aeronautics and Space Administration's (NASA)'s Integrated Resilient Aircraft Control (IRAC) project designed and conducted a series of flight experiments to study the impact of variations in adaptive controller design complexity on performance and handling qualities. A novel complexity metric was devised to compare the degrees of simplicity achieved in three variations of a model reference adaptive controller (MRAC) for NASA's F-18 (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) Full-Scale Advanced Systems Testbed (Gen-2A) aircraft. The complexity measures of these controllers are also compared to that of an earlier MRAC design for NASA's Intelligent Flight Control System (IFCS) project and flown on a highly modified F-15 aircraft (McDonnell Douglas, now The Boeing Company, Chicago, Illinois). Pilot comments during the IRAC research flights pointed to the importance of workload on handling qualities ratings for failure and damage scenarios. Modifications to existing pilot aggressiveness and duty cycle metrics are presented and applied to the IRAC controllers. Finally, while adaptive controllers may alleviate the effects of failures or damage on an aircraft's handling qualities, they also have the potential to introduce annoying changes to the flight dynamics or to the operation of aircraft systems. A nuisance rating scale is presented for the categorization of nuisance side-effects of adaptive controllers.

KSC-2012-5046

NASA Image and Video Library

2012-09-13

CAPE CANAVERAL, Fla. – Reporters look over a model of the Shuttle Carrier Aircraft, or SCA, and a space shuttle during a tour of the real Shuttle Carrier Aircraft. The model is a radio-controlled scale version of the modified 747 that was used to test theories for how the space shuttle would separate from the SCA during approach and landing tests. Photo credit: NASA/Kim Shiflett

Marking Ground Targets With Radio Transmitters Dropped From Aircraft

Treesearch

Thomas H. Nichols; Michael E. Ostry; Mark R. Fuller

1981-01-01

Reports development and use of a radio transmitter device that can be dropped from aircraft into target areas in remote habitats. Such a device could be a valuable tool for studying and managing forests and wildlife, for controlling forest fires, and for handling emergencies.

The Effect of Yaw Coupling in Turning Maneuvers of Large Transport Aircraft

NASA Technical Reports Server (NTRS)

McNeill, Walter E.; Innis, Robert C.

1965-01-01

A study has been made, using a piloted moving simulator, of the effects of the yaw-coupling parameters N(sub p) and N(sub delta(sub a) on the lateral-directional handling qualities of a large transport airplane at landing-approach airspeed. It is shown that the desirable combinations of these parameters tend to be more proverse when compared with values typical of current aircraft. Results of flight tests in a large variable-stability jet transport showed trends which were similar to those of the simulator data. Areas of minor disagreement, which were traced to differences in airplane geometry, indicate that pilot consciousness of side acceleration forces can be an important factor in handling qualities of future long-nosed transport aircraft.

JTRS/SCA and Custom/SDR Waveform Comparison

NASA Technical Reports Server (NTRS)

Oldham, Daniel R.; Scardelletti, Maximilian C.

2007-01-01

This paper compares two waveform implementations generating the same RF signal using the same SDR development system. Both waveforms implement a satellite modem using QPSK modulation at 1M BPS data rates with one half rate convolutional encoding. Both waveforms are partitioned the same across the general purpose processor (GPP) and the field programmable gate array (FPGA). Both waveforms implement the same equivalent set of radio functions on the GPP and FPGA. The GPP implements the majority of the radio functions and the FPGA implements the final digital RF modulator stage. One waveform is implemented directly on the SDR development system and the second waveform is implemented using the JTRS/SCA model. This paper contrasts the amount of resources to implement both waveforms and demonstrates the importance of waveform partitioning across the SDR development system.

Episodic ataxia and SCA6 within the same family due to the D302N CACNA1A gene mutation.

PubMed

Pradotto, Luca; Mencarelli, Monica; Bigoni, Matteo; Milesi, Alessandra; Di Blasio, Anna; Mauro, Alessandro

2016-12-15

Several dominant mutations of CACNA1A gene were associated with at least three different allelic disorders: spino-cerebellar ataxia type 6 (SCA6), episodic ataxia type 2 (EA2), and familial hemiplegic migraine-1 (FHM1). It is generally thought that loss-of-function mutations are associated with EA2, gain-of-function missense mutations with FHM1, and abnormal CAG expansions with SCA6. But, overlapping features, atypical symptoms and co-occurrence of distinct phenotypes within the same family were reported. We describe a four generation family showing different phenotypes ranging from EA2 to SCA6 and carrying the p.D302N CACNA1A gene mutation. In our family the phenotypes maintained separate and gender differences corresponding to different phenotypes were observed. Copyright © 2016 Elsevier B.V. All rights reserved.

Advanced Information Processing System - Fault detection and error handling

NASA Technical Reports Server (NTRS)

Lala, J. H.

1985-01-01

The Advanced Information Processing System (AIPS) is designed to provide a fault tolerant and damage tolerant data processing architecture for a broad range of aerospace vehicles, including tactical and transport aircraft, and manned and autonomous spacecraft. A proof-of-concept (POC) system is now in the detailed design and fabrication phase. This paper gives an overview of a preliminary fault detection and error handling philosophy in AIPS.

Aircraft and ground vehicle friction measurements obtained under winter runway conditions

NASA Technical Reports Server (NTRS)

Yager, Thomas J.

1989-01-01

Tests with specially instrumented NASA B-737 and B-727 aircraft together with several different ground friction measuring devices have been conducted for a variety of runway surface types and wetness conditions. This effort is part of the Joint FAA/NASA Aircraft/Ground Vehicle Runway Friction Program aimed at obtaining a better understanding of aircraft ground handling performance under adverse weather conditions, and defining relationships between aircraft and ground vehicle tire friction measurements. Aircraft braking performance on dry, wet, snow-, and ice-covered runway conditions is discussed together with ground vehicle friction data obtained under similar runway conditions. For the wet, compacted snow- and ice-covered runway conditions, the relationship between ground vehicles and aircraft friction data is identified. The influence of major test parameters on friction measurements such as speed, test tire characteristics, and surface contaminant-type are discussed. The test results indicate that use of properly maintained and calibrated ground vehicles for monitoring runway friction conditions should be encouraged particularly under adverse weather conditions.

KSC-2012-5047

NASA Image and Video Library

2012-09-13

CAPE CANAVERAL, Fla. – A visitor looks over a model of the Shuttle Carrier Aircraft, or SCA, and a space shuttle during a tour of the real Shuttle Carrier Aircraft. The model is a radio-controlled scale version of the modified 747 that was used to test theories for how the space shuttle would separate from the SCA during approach and landing tests. Photo credit: NASA/Kim Shiflett

Primitive Sca-1 Positive Bone Marrow HSC in Mouse Model of Aplastic Anemia: A Comparative Study through Flowcytometric Analysis and Scanning Electron Microscopy

PubMed Central

Chatterjee, Sumanta; Basak, Pratima; Das, Prosun; Das, Madhurima; Pereira, Jacintha Archana; Dutta, Ranjan Kumar; Chaklader, Malay; Chaudhuri, Samaresh; Law, Sujata

2010-01-01

Self-renewing Hematopoietic Stem Cells (HSCs) are responsible for reconstitution of all blood cell lineages. Sca-1 is the “stem cell antigen” marker used to identify the primitive murine HSC population, the expression of which decreases upon differentiation to other mature cell types. Sca-1+ HSCs maintain the bone marrow stem cell pool throughout the life. Aplastic anemia is a disease considered to involve primary stem cell deficiency and is characterized by severe pancytopenia and a decline in healthy blood cell generation system. Studies conducted in our laboratory revealed that the primitive Sca-1+ BM-HSCs (bone marrow hematopoietic stem cell) are significantly affected in experimental Aplastic animals pretreated with chemotherapeutic drugs (Busulfan and Cyclophosphamide) and there is increased Caspase-3 activity with consecutive high Annexin-V positivity leading to premature apoptosis in the bone marrow hematopoietic stem cell population in Aplastic condition. The Sca-1bright, that is, “more primitive” BM-HSC population was more affected than the “less primitive” BM-HSC Sca-1dim  population. The decreased cell population and the receptor expression were directly associated with an empty and deranged marrow microenvironment, which is evident from scanning electron microscopy (SEM). The above experimental evidences hint toward the manipulation of receptor expression for the benefit of cytotherapy by primitive stem cell population in Aplastic anemia cases. PMID:21048851

Piloting considerations for terminal area operations of civil tiltwing and tiltrotor aircraft

NASA Technical Reports Server (NTRS)

Hindson, William S.; Hardy, Gordon H.; Tucker, George E.; Decker, William A.

1993-01-01

The existing body of research to investigate airworthiness, performance, handling, and operational requirements for STOL and V/STOL aircraft was reviewed for its applicability to the tiltrotor and tiltwing design concepts. The objective of this study was to help determine the needs for developing civil certification criteria for these aircraft concepts. Piloting tasks that were considered included configuration and thrust vector management, glidepath control, deceleration to hover, and engine failure procedures. Flight control and cockpit display systems that have been found necessary to exploit the low-speed operating characteristics of these aircraft are described, and beneficial future developments are proposed.

KSC-2012-5026

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. - Jeff Moultrie, wearing a blue shirt, pilot on the Shuttle Carrier Aircraft, or SCA, speaks with news media inside the SCA at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

Eagle RTS: A design for a regional transport aircraft

NASA Technical Reports Server (NTRS)

Bryer, Paul; Buckles, Jon; Lemke, Paul; Peake, Kirk

1992-01-01

This university design project concerns the Eagle RTS (Regional Transport System), a 66 passenger, twin turboprop aircraft with a range of 836 nautical miles. It will operate with a crew of two pilots and two flight attendents. This aircraft will employ the use of aluminum alloys and composite materials to reduce the aircraft weight and increase aerodynamic efficiency. The Eagle RTS will use narrow body aerodynamics with a canard configuration to improve performance. Leading edge technology will be used in the cockpit to improve flight handling and safety. The Eagle RTS propulsion system will consist of two turboprop engines with a total thrust of approximately 6300 pounds, 3150 pounds thrust per engine, for the cruise configuration. The engines will be mounted on the aft section of the aircraft to increase passenger safety in the event of a propeller failure. Aft mounted engines will also increase the overall efficiency of the aircraft by reducing the aircraft's drag. The Eagle RTS is projected to have a takeoff distance of approximately 4700 feet and a landing distance of 6100 feet. These distances will allow the Eagle RTS to land at the relatively short runways of regional airports.

An approach to the determination of aircraft handling qualities using pilot transfer functions

NASA Technical Reports Server (NTRS)

Adams, J. J.; Hatch, H. G., Jr.

1978-01-01

It was shown that a correlation exists between pilot-aircraft system closed-loop characteristics, determined by using analytical expressions for pilot response along with the analytical expression for the aircraft response, and pilot ratings obtained in many previous flight and simulation studies. Two different levels of preferred pilot response were used. These levels were: (1) a static gain and a second-order lag function with a lag time constant of 0.2 second; and (2) a static gain, a lead time constant of 1 second, and a 0.2-second lag time constant. If a system response with a pitch-angle time constant of 2.6 seconds and a stable oscillatory mode of motion with a period of 2.5 seconds could be achieved with the first-level pilot model, it was shown that the pilot rating will be satisfactory for that vehicle.

An miRNA-mediated therapy for SCA6 blocks IRES-driven translation of the CACNA1A second cistron

PubMed Central

Miyazaki, Yu; Du, Xiaofei; Muramatsu, Shin-ichi; Gomez, Christopher M.

2017-01-01

Spinocerebellar ataxia type 6 (SCA6) is a dominantly inherited neurodegenerative disease characterized by slowly progressive ataxia and Purkinje cell degeneration. SCA6 is caused by a polyglutamine repeat expansion within a second CACNA1A gene product, α1ACT. α1ACT expression is under the control of an internal ribosomal entry site (IRES) present within the CACNA1A coding region. Whereas SCA6 allele knock-in mice show indistinguishable phenotypes from wild-type littermates, expression of SCA6-associated α1ACT (α1ACTSCA6) driven by a Purkinje cell–specific promoter in mice produces slowly progressive ataxia and cerebellar atrophy. We developed an early-onset SCA6 mouse model using an adeno-associated virus (AAV)–based gene delivery system to ectopically express CACNA1A IRES–driven α1ACTSCA6 to test the potential of CACNA1A IRES–targeting therapies. Mice expressing AAV9-mediated CACNA1A IRES–driven α1ACTSCA6 exhibited early-onset ataxia, motor deficits, and Purkinje cell degeneration. We identified miR-3191-5p as a microRNA (miRNA) that targeted CACNA1A IRES and preferentially inhibited the CACNA1A IRES–driven translation of α1ACT in an Argonaute 4 (Ago4)–dependent manner. We found that eukaryotic initiation factors (eIFs), eIF4AII and eIF4GII, interacted with the CACNA1A IRES to enhance α1ACT translation. Ago4-bound miR-3191-5p blocked the interaction of eIF4AII and eIF4GII with the CACNA1A IRES, attenuating IRES-driven α1ACT translation. Furthermore, AAV9-mediated delivery of miR-3191-5p protected mice from the ataxia, motor deficits, and Purkinje cell degeneration caused by CACNA1A IRES–driven α1ACTSCA6. We have established proof of principle that viral delivery of an miRNA can rescue a disease phenotype through modulation of cellular IRES activity in a mouse model. PMID:27412786

A progress report on the development of an augmentor wing jet STOL research aircraft.

NASA Technical Reports Server (NTRS)

Quigley, H. C.; Sinclair, S. R. M.; Nark, T. C., Jr.; O'Keefe, J. V.

1971-01-01

The development of the aircraft has progressed to the point where the design of the modifications to the de Havilland C-8A Buffalo is complete and the engines are being tested. The predicted performance shows that the aircraft will be able to take off and land in less than 1500 ft. Simulation studies indicate that the handling qualities of the aircraft, with stability augmentation, will be acceptable for STOL research missions. Special techniques were required, however, for flight path control and transition from cruise to landing configuration .

Adaptive Failure Compensation for Aircraft Flight Control Using Engine Differentials: Regulation

NASA Technical Reports Server (NTRS)

Yu, Liu; Xidong, Tang; Gang, Tao; Joshi, Suresh M.

2005-01-01

The problem of using engine thrust differentials to compensate for rudder and aileron failures in aircraft flight control is addressed in this paper in a new framework. A nonlinear aircraft model that incorporates engine di erentials in the dynamic equations is employed and linearized to describe the aircraft s longitudinal and lateral motion. In this model two engine thrusts of an aircraft can be adjusted independently so as to provide the control flexibility for rudder or aileron failure compensation. A direct adaptive compensation scheme for asymptotic regulation is developed to handle uncertain actuator failures in the linearized system. A design condition is specified to characterize the system redundancy needed for failure compensation. The adaptive regulation control scheme is applied to the linearized model of a large transport aircraft in which the longitudinal and lateral motions are coupled as the result of using engine thrust differentials. Simulation results are presented to demonstrate the effectiveness of the adaptive compensation scheme.

Sampling scheme for pyrethroids on multiple surfaces on commercial aircrafts.

PubMed

Mohan, Krishnan R; Weisel, Clifford P

2010-06-01

A wipe sampler for the collection of permethrin from soft and hard surfaces has been developed for use in aircraft. "Disinsection" or application of pesticides, predominantly pyrethrods, inside commercial aircraft is routinely required by some countries and is done on an as-needed basis by airlines resulting in potential pesticide dermal and inhalation exposures to the crew and passengers. A wipe method using filter paper and water was evaluated for both soft and hard aircraft surfaces. Permethrin was analyzed by GC/MS after its ultrasonication extraction from the sampling medium into hexane and volume reduction. Recoveries, based on spraying known levels of permethrin, were 80-100% from table trays, seat handles and rugs; and 40-50% from seat cushions. The wipe sampler is easy to use, requires minimum training, is compatible with the regulations on what can be brought through security for use on commercial aircraft, and readily adaptable for use in residential and other settings.

Sampling scheme for pyrethroids on multiple surfaces on commercial aircrafts

PubMed Central

MOHAN, KRISHNAN R.; WEISEL, CLIFFORD P.

2015-01-01

A wipe sampler for the collection of permethrin from soft and hard surfaces has been developed for use in aircraft. “Disinsection” or application of pesticides, predominantly pyrethrods, inside commercial aircraft is routinely required by some countries and is done on an as-needed basis by airlines resulting in potential pesticide dermal and inhalation exposures to the crew and passengers. A wipe method using filter paper and water was evaluated for both soft and hard aircraft surfaces. Permethrin was analyzed by GC/MS after its ultrasonication extraction from the sampling medium into hexane and volume reduction. Recoveries, based on spraying known levels of permethrin, were 80–100% from table trays, seat handles and rugs; and 40–50% from seat cushions. The wipe sampler is easy to use, requires minimum training, is compatible with the regulations on what can be brought through security for use on commercial aircraft, and readily adaptable for use in residential and other settings. PMID:19756041

Conceptual design study of a Harrier V/STOL research aircraft

NASA Technical Reports Server (NTRS)

Bode, W. E.; Berger, R. L.; Elmore, G. A.; Lacey, T. R.

1978-01-01

MCAIR recently completed a conceptual design study to define modification approaches to, and derive planning prices for the conversion of a two place Harrier to a V/STOL control, display and guidance research aircraft. Control concepts such as rate damping, attitude stabilization, velocity command, and cockpit controllers are to be demonstrated. Display formats will also be investigated, and landing, navigation and guidance systems flight tested. The rear cockpit is modified such that it can be quickly adapted to faithfully simulate the controls, displays and handling qualities of a Type A or Type B V/STOL. The safety pilot always has take command capability. The modifications studied fall into two categories: basic modifications and optional modifications. Technical descriptions of the basic modifications and of the optional modifications are presented. The modification plan and schedule as well as the test plan and schedule are presented. The failure mode and effects analysis, aircraft performance, aircraft weight, and aircraft support are discussed.

Community Noise Exposure Resulting from Aircraft Operations: Acquisition and Analysis of Aircraft Noise and Performance Data

DTIC Science & Technology

1975-08-01

defined for a noise event as: SELT - 10 log ALT i^dt L For purposes of aircraft noise evaluation, SELT is computed from tone-corrected A - levels sampled...In calculating values of PNLr PNLT, A - levels , EPNL, etc. T’ased on the Investigation summarized in Appendix C, we recommend that noise spectra be...handled In the following manner: a. Do not calculate or report PNL, PNLT, A - levels or other measures for spectra where less than 10 one- third

An miRNA-mediated therapy for SCA6 blocks IRES-driven translation of the CACNA1A second cistron.

PubMed

Miyazaki, Yu; Du, Xiaofei; Muramatsu, Shin-Ichi; Gomez, Christopher M

2016-07-13

Spinocerebellar ataxia type 6 (SCA6) is a dominantly inherited neurodegenerative disease characterized by slowly progressive ataxia and Purkinje cell degeneration. SCA6 is caused by a polyglutamine repeat expansion within a second CACNA1A gene product, α1ACT. α1ACT expression is under the control of an internal ribosomal entry site (IRES) present within the CACNA1A coding region. Whereas SCA6 allele knock-in mice show indistinguishable phenotypes from wild-type littermates, expression of SCA6-associated α1ACT (α1ACTSCA6) driven by a Purkinje cell-specific promoter in mice produces slowly progressive ataxia and cerebellar atrophy. We developed an early-onset SCA6 mouse model using an adeno-associated virus (AAV)-based gene delivery system to ectopically express CACNA1A IRES-driven α1ACTSCA6 to test the potential of CACNA1A IRES-targeting therapies. Mice expressing AAV9-mediated CACNA1A IRES-driven α1ACTSCA6 exhibited early-onset ataxia, motor deficits, and Purkinje cell degeneration. We identified miR-3191-5p as a microRNA (miRNA) that targeted CACNA1A IRES and preferentially inhibited the CACNA1A IRES-driven translation of α1ACT in an Argonaute 4 (Ago4)-dependent manner. We found that eukaryotic initiation factors (eIFs), eIF4AII and eIF4GII, interacted with the CACNA1A IRES to enhance α1ACT translation. Ago4-bound miR-3191-5p blocked the interaction of eIF4AII and eIF4GII with the CACNA1A IRES, attenuating IRES-driven α1ACT translation. Furthermore, AAV9-mediated delivery of miR-3191-5p protected mice from the ataxia, motor deficits, and Purkinje cell degeneration caused by CACNA1A IRES-driven α1ACTSCA6 We have established proof of principle that viral delivery of an miRNA can rescue a disease phenotype through modulation of cellular IRES activity in a mouse model. Copyright © 2016, American Association for the Advancement of Science.

Interferon β induces clearance of mutant ataxin 7 and improves locomotion in SCA7 knock-in mice.

PubMed

Chort, Alice; Alves, Sandro; Marinello, Martina; Dufresnois, Béatrice; Dornbierer, Jean-Gabriel; Tesson, Christelle; Latouche, Morwena; Baker, Darren P; Barkats, Martine; El Hachimi, Khalid H; Ruberg, Merle; Janer, Alexandre; Stevanin, Giovanni; Brice, Alexis; Sittler, Annie

2013-06-01

We showed previously, in a cell model of spinocerebellar ataxia 7, that interferon beta induces the expression of PML protein and the formation of PML protein nuclear bodies that degrade mutant ataxin 7, suggesting that the cytokine, used to treat multiple sclerosis, might have therapeutic value in spinocerebellar ataxia 7. We now show that interferon beta also induces PML-dependent clearance of ataxin 7 in a preclinical model, SCA7(266Q/5Q) knock-in mice, and improves motor function. Interestingly, the presence of mutant ataxin 7 in the mice induces itself the expression of endogenous interferon beta and its receptor. Immunohistological studies in brains from two patients with spinocerebellar ataxia 7 confirmed that these modifications are also caused by the disease in humans. Interferon beta, administered intraperitoneally three times a week in the knock-in mice, was internalized with its receptor in Purkinje and other cells and translocated to the nucleus. The treatment induced PML protein expression and the formation of PML protein nuclear bodies and decreased mutant ataxin 7 in neuronal intranuclear inclusions, the hallmark of the disease. No reactive gliosis or other signs of toxicity were observed in the brain or internal organs. The performance of the SCA7(266Q/5Q) knock-in mice was significantly improved on two behavioural tests sensitive to cerebellar function: the Locotronic® Test of locomotor function and the Beam Walking Test of balance, motor coordination and fine movements, which are affected in patients with spinocerebellar ataxia 7. In addition to motor dysfunction, SCA7(266Q/5Q) mice present abnormalities in the retina as in patients: ataxin 7-positive neuronal intranuclear inclusions that were reduced by interferon beta treatment. Finally, since neuronal death does not occur in the cerebellum of SCA7(266Q/5Q) mice, we showed in primary cell cultures expressing mutant ataxin 7 that interferon beta treatment improves Purkinje cell survival.

Flight control optimization from design to assessment application on the Cessna Citation X business aircraft =

NASA Astrophysics Data System (ADS)

Boughari, Yamina

New methodologies have been developed to optimize the integration, testing and certification of flight control systems, an expensive process in the aerospace industry. This thesis investigates the stability of the Cessna Citation X aircraft without control, and then optimizes two different flight controllers from design to validation. The aircraft's model was obtained from the data provided by the Research Aircraft Flight Simulator (RAFS) of the Cessna Citation business aircraft. To increase the stability and control of aircraft systems, optimizations of two different flight control designs were performed: 1) the Linear Quadratic Regulation and the Proportional Integral controllers were optimized using the Differential Evolution algorithm and the level 1 handling qualities as the objective function. The results were validated for the linear and nonlinear aircraft models, and some of the clearance criteria were investigated; and 2) the Hinfinity control method was applied on the stability and control augmentation systems. To minimize the time required for flight control design and its validation, an optimization of the controllers design was performed using the Differential Evolution (DE), and the Genetic algorithms (GA). The DE algorithm proved to be more efficient than the GA. New tools for visualization of the linear validation process were also developed to reduce the time required for the flight controller assessment. Matlab software was used to validate the different optimization algorithms' results. Research platforms of the aircraft's linear and nonlinear models were developed, and compared with the results of flight tests performed on the Research Aircraft Flight Simulator. Some of the clearance criteria of the optimized H-infinity flight controller were evaluated, including its linear stability, eigenvalues, and handling qualities criteria. Nonlinear simulations of the maneuvers criteria were also investigated during this research to assess the Cessna

Immunity-Based Aircraft Fault Detection System

NASA Technical Reports Server (NTRS)

Dasgupta, D.; KrishnaKumar, K.; Wong, D.; Berry, M.

2004-01-01

In the study reported in this paper, we have developed and applied an Artificial Immune System (AIS) algorithm for aircraft fault detection, as an extension to a previous work on intelligent flight control (IFC). Though the prior studies had established the benefits of IFC, one area of weakness that needed to be strengthened was the control dead band induced by commanding a failed surface. Since the IFC approach uses fault accommodation with no detection, the dead band, although it reduces over time due to learning, is present and causes degradation in handling qualities. If the failure can be identified, this dead band can be further A ed to ensure rapid fault accommodation and better handling qualities. The paper describes the application of an immunity-based approach that can detect a broad spectrum of known and unforeseen failures. The approach incorporates the knowledge of the normal operational behavior of the aircraft from sensory data, and probabilistically generates a set of pattern detectors that can detect any abnormalities (including faults) in the behavior pattern indicating unsafe in-flight operation. We developed a tool called MILD (Multi-level Immune Learning Detection) based on a real-valued negative selection algorithm that can generate a small number of specialized detectors (as signatures of known failure conditions) and a larger set of generalized detectors for unknown (or possible) fault conditions. Once the fault is detected and identified, an adaptive control system would use this detection information to stabilize the aircraft by utilizing available resources (control surfaces). We experimented with data sets collected under normal and various simulated failure conditions using a piloted motion-base simulation facility. The reported results are from a collection of test cases that reflect the performance of the proposed immunity-based fault detection algorithm.

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.

Handling Qualities Flight Testing of the Stratospheric Observatory for Infrared Astronomy (SOFIA)

NASA Technical Reports Server (NTRS)

Glaser, Scott T.; Strovers, Brian K.

2011-01-01

Airborne infrared astronomy has a long successful history, albeit relatively unknown outside of the astronomy community. A major problem with ground based infrared astronomy is the absorption and scatter of infrared energy by water in the atmosphere. Observing the universe from above 40,000 ft puts the observation platform above 99% of the water vapor in the atmosphere, thereby addressing this problem at a fraction of the cost of space based systems. The Stratospheric Observatory For Infrared Astronomy (SOFIA) aircraft is the most ambitious foray into the field of airborne infrared astronomy in history. Using a 747SP (The Boeing Company, Chicago, Illinois) aircraft modified with a 2.5m telescope located in the aft section of the fuselage, the SOFIA endeavors to provide views of the universe never before possible and at a fraction of the cost of space based systems. The modification to the airplane includes moveable doors and aperture that expose the telescope assembly. The telescope assembly is aimed and stabilized using a multitude of on board systems. This modification has the potential to cause aerodynamic anomalies that could induce undesired forces either at the cavity itself or indirectly due to interference with the empennage, both of which could cause handling qualities issues. As a result, an extensive analysis and flight test program was conducted from December 2009 through March 2011. Several methods, including a Lower Order Equivalent Systems analysis and pilot assessment, were used to ascertain the effects of the modification. The SOFIA modification was found to cause no adverse handling qualities effects and the aircraft was cleared for operational use. This paper discusses the history and modification to the aircraft, development of test procedures and analysis, results of testing and analysis, lessons learned for future projects and justification for operational certification.

Frequency-response identification of XV-15 tilt-rotor aircraft dynamics

NASA Technical Reports Server (NTRS)

Tischler, Mark B.

1987-01-01

The timely design and development of the next generation of tilt-rotor aircraft (JVX) depend heavily on the in-depth understanding of existing XV-15 dynamics and the availability of fully validated simulation models. Previous studies have considered aircraft and simulation trim characteristics, but analyses of basic flight vehicle dynamics were limited to qualitative pilot evaluation. The present study has the following objectives: documentation and evaluation of XV-15 bare-airframe dynamics; comparison of aircraft and simulation responses; and development of a validated transfer-function description of the XV-15 needed for future studies. A nonparametric frequency-response approach is used which does not depend on assumed model order or structure. Transfer-function representations are subsequently derived which fit the frequency responses in the bandwidth of greatest concern for piloted handling-qualities and control-system applications.

Analysis of the longitudinal handling qualities and pilot-induced-oscillation tendencies of the High-Angle-of-Attack Research Vehicle (HARV)

NASA Technical Reports Server (NTRS)

Hess, Ronald A.

1994-01-01

The NASA High-Angle-of Attack Research Vehicle (HARV), a modified F-18 aircraft, experienced handling qualities problems in recent flight tests at NASA Dryden Research Center. Foremost in these problems was the tendency of the pilot-aircraft system to exhibit a potentially dangerous phenomenon known as a pilot-induced oscillation (PIO). When they occur, PIO's can severely restrict performance, sharply dimish mission capabilities, and can even result in aircraft loss. A pilot/vehicle analysis was undertaken with the goal of reducing these PIO tendencies and improving the overall vehicle handling qualities with as few changes as possible to the existing feedback/feedforward flight control laws. Utilizing a pair of analytical pilot models developed by the author, a pilot/vehicle analysis of the existing longitudinal flight control system was undertaken. The analysis included prediction of overall handling qualities levels and PIO susceptability. The analysis indicated that improvement in the flight control system was warranted and led to the formulation of a simple control stick command shaping filter. Analysis of the pilot/vehicle system with the shaping filter indicated significant improvements in handling qualities and PIO tendencies could be achieved. A non-real time simulation of the modified control system was undertaken with a realistic, nonlinear model of the current HARV. Special emphasis was placed upon those details of the command filter implementation which could effect safety of flight. The modified system is currently awaiting evaluation in the real-time, pilot-in-the-loop, Dual-Maneuvering-Simulator (DMS) facility at Langley.

The gene for spinal cerebellar ataxia 3 (SCA3) is located in a region of approximately 3 cM on chromosome 14q24.3-q32.2.

PubMed Central

Stevanin, G; Cancel, G; Dürr, A; Chneiweiss, H; Dubourg, O; Weissenbach, J; Cann, H M; Agid, Y; Brice, A

1995-01-01

SCA3, the gene for spinal cerebellar ataxia 3, was recently mapped to a 15-cM interval between D14S67 and D14S81 on chromosome 14q, by linkage analysis in two families of French ancestry. The SCA3 candidate region has now been refined by linkage analysis with four new microsatellite markers (D14S256, D14S291, D14S280, and AFM343vf1) in the same two families, in which 19 additional individuals were genotyped, and in a third French family. Combined two-point linkage analyses show that the new markers, D14S280 and AFM343vf1, are tightly linked to the SCA3 locus, with maximal lod scores, at recombination fraction, (theta) = .00, of 7.05 and 13.70, respectively. Combined multipoint and recombinant haplotype analyses localize the SCA3 locus to a 3-cM interval flanked by D14S291 and D14S81. The same allele for D14S280 segregates with the disease locus in the three kindreds. This allele is frequent in the French population, however, and linkage disequilibrium is not clearly established. The SCA3 locus remains within the 29-cM region on 14q24.3-q32.2 containing the gene for the Machado-Joseph disease, which is clinically related to the phenotype determined by SCA3, but it cannot yet be concluded that both diseases result from alterations of the same gene. PMID:7825578

The use of hydrogen for aircraft propulsion in view of the fuel crisis.

NASA Technical Reports Server (NTRS)

Weiss, S.

1973-01-01

In view of projected decreases in available petroleum fuels, interest has been generated in exploiting the potential of liquid hydrogen (LH2) as an aircraft fuel. Cost studies of LH2 production show it to be more expensive than presently used fuels. Regardless of cost considerations, LH2 is viewed as an attractive aircraft fuel because of the potential performance benefits it offers. Accompanying these benefits, however, are many new problems associated with aircraft design and operations; for example, problems related to fuel system design and the handling of LH2 during ground servicing. Some of the factors influencing LH2 fuel tank design, pumping, heat exchange, and flow regulation are discussed.

Shuttle Columbia Mated to 747 SCA with Crew

NASA Technical Reports Server (NTRS)

1981-01-01

The crew of NASA's 747 Shuttle Carrier Aircraft (SCA), seen mated with the Space Shuttle Columbia behind them, are from viewers left: Tom McMurtry, pilot; Vic Horton, flight engineer; Fitz Fulton, command pilot; and Ray Young, flight engineer. The SCA is used to ferry the shuttle between California and the Kennedy Space Center, Florida, and other destinations where ground transportation is not practical. The NASA 747 has special support struts atop the fuselage and internal strengthening to accommodate the additional weight of the orbiters. Small vertical fins have also been added to the tips of the horizontal stabilizers for additional stability due to air turbulence on the control surfaces caused by the orbiters. Space Shuttles are the main element of America's Space Transportation System and are used for space research and other space applications. The shuttles are the first vehicles capable of being launched into space and returning to Earth on a routine basis. Space Shuttles are used as orbiting laboratories in which scientists and mission specialists conduct a wide variety of scientific experiments. Crews aboard shuttles place satellites in orbit, rendezvous with satellites to carry out repair missions and return them to space, and retrieve satellites and return them to Earth for refurbishment and reuse. Space Shuttles are true aerospace vehicles. They leave Earth and its atmosphere under rocket power provided by three liquid-propellant main engines with two solid-propellant boosters attached plus an external liquid-fuel tank. After their orbital missions, they streak back through the atmosphere and land like airplanes. The returning shuttles, however, land like gliders, without power and on runways. Other rockets can place heavy payloads into orbit, but, they can only be used once. Space Shuttles are designed to be continually reused. When Space Shuttles are used to transport complete scientific laboratories into space, the laboratories remain inside the

KSC-2012-5024

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. - Jeff Moultrie, pilot of the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

Structural dynamic model obtained from flight use with piloted simulation and handling qualities analysis

NASA Technical Reports Server (NTRS)

Powers, Bruce G.

1996-01-01

The ability to use flight data to determine an aircraft model with structural dynamic effects suitable for piloted simulation. and handling qualities analysis has been developed. This technique was demonstrated using SR-71 flight test data. For the SR-71 aircraft, the most significant structural response is the longitudinal first-bending mode. This mode was modeled as a second-order system, and the other higher order modes were modeled as a time delay. The distribution of the modal response at various fuselage locations was developed using a uniform beam solution, which can be calibrated using flight data. This approach was compared to the mode shape obtained from the ground vibration test, and the general form of the uniform beam solution was found to be a good representation of the mode shape in the areas of interest. To calibrate the solution, pitch-rate and normal-acceleration instrumentation is required for at least two locations. With the resulting structural model incorporated into the simulation, a good representation of the flight characteristics was provided for handling qualities analysis and piloted simulation.

Investigation of the misfueling of reciprocating piston aircraft engines

NASA Technical Reports Server (NTRS)

Scott, J. Holland, Jr.

1988-01-01

The Aircraft Misfueling Detection Project was developed by the Goddard Space Flight Center/Wallops Flight Facility at Wallops Island, Virginia. Its purpose was to investigate the misfueling of reciprocating piston aircraft engines by the inadvertent introduction of jet fuel in lieu of or as a contaminant of aviation gasoline. The final objective was the development of a device(s) that will satisfactorily detect misfueling and provide pilots with sufficient warning to avoid injury, fatality, or equipment damage. Two devices have been developed and successfully tested: one, a small contamination detection kit, for use by the pilot, and a second, more sensitive, modified gas chromatograph for use by the fixed-base operator. The gas chromatograph, in addition to providing excellent quality control of the fixed-base operator's fuel handling, is a very good backup for the detection kit in the event it produces negative results. Design parameters were developed to the extent that they may be applied easily to commercial production by the aircraft industry.

Hardware-in-the-loop environment facility to address pilot-vehicle-interface issues of a fighter aircraft

NASA Astrophysics Data System (ADS)

Pandurangareddy, Meenige

2002-07-01

The evolution of Pilot-Vehicle-Interface (PVI) of a fighter aircraft is a complex task. The PVI design involves both static and dynamic issues. Static issues involve the study of reach of controls and switches, ejection path clearance, readability of indicators and display symbols, etc. Dynamic issues involve the study of the effect of aircraft motion on display symbols, pilot emergency handling, situation awareness, weapon aiming, etc. This paper describes a method of addressing the above issues by building a facility with cockpit, which is ergonomically similar to the fighter cockpit. The cockpit is also fitted with actual displays, controls and switches. The cockpit is interfaced with various simulation models of aircraft and outside-window-image generators. The architecture of the facility is designed to represent the latencies of the aircraft and facilitates replacement of simulation models with actual units. A parameter injection facility could be used to induce faults in a comprehensive manner. Pilots could use the facility right from familiarising themselves with procedures to start the engine, take-off, navigate, aim the weapons, handling of emergencies and landing. This approach is being followed and further being enhanced on Cockpit-Environment-Facility (CEF) at Aeronautical Development Agency (ADA), Bangalore, India.

KSC-2012-2294

NASA Image and Video Library

2012-04-16

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, no weather constraints to the planned flight plan are detected for departure tomorrow morning of the Shuttle Carrier Aircraft with space shuttle Discovery secured to its back. In the distance, at right, is the mate/demate device used to lift Discovery onto the aircraft. The device, also known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs The aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC

KSC-2012-2364

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2360

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, waits on runway 15 for clearance from Kennedy’s air traffic control tower to begin takeoff at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2363

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2365

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

Data handling and analysis for the 1971 corn blight watch experiment.

NASA Technical Reports Server (NTRS)

Anuta, P. E.; Phillips, T. L.; Landgrebe, D. A.

1972-01-01

Review of the data handling and analysis methods used in the near-operational test of remote sensing systems provided by the 1971 corn blight watch experiment. The general data analysis techniques and, particularly, the statistical multispectral pattern recognition methods for automatic computer analysis of aircraft scanner data are described. Some of the results obtained are examined, and the implications of the experiment for future data communication requirements of earth resource survey systems are discussed.

Control Reallocation Strategies for Damage Adaptation in Transport Class Aircraft

NASA Technical Reports Server (NTRS)

Gundy-Burlet, Karen; Krishnakumar, K.; Limes, Greg; Bryant, Don

2003-01-01

This paper examines the feasibility, potential benefits and implementation issues associated with retrofitting a neural-adaptive flight control system (NFCS) to existing transport aircraft, including both cable/hydraulic and fly-by-wire configurations. NFCS uses a neural network based direct adaptive control approach for applying alternate sources of control authority in the presence of damage or failures in order to achieve desired flight control performance. Neural networks are used to provide consistent handling qualities across flight conditions, adapt to changes in aircraft dynamics and to make the controller easy to apply when implemented on different aircraft. Full-motion piloted simulation studies were performed on two different transport models: the Boeing 747-400 and the Boeing C-17. Subjects included NASA, Air Force and commercial airline pilots. Results demonstrate the potential for improving handing qualities and significantly increased survivability rates under various simulated failure conditions.

KSC-2012-5021

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. - Henry Taylor, chief flight engineer on the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

KSC-2012-5022

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. - Henry Taylor, chief flight engineer on the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

Handling Qualities Evaluations of Low Complexity Model Reference Adaptive Controllers for Reduced Pitch and Roll Damping Scenarios

NASA Technical Reports Server (NTRS)

Hanson, Curt; Schaefer, Jacob; Burken, John J.; Johnson, Marcus; Nguyen, Nhan

2011-01-01

National Aeronautics and Space Administration (NASA) researchers have conducted a series of flight experiments designed to study the effects of varying levels of adaptive controller complexity on the performance and handling qualities of an aircraft under various simulated failure or damage conditions. A baseline, nonlinear dynamic inversion controller was augmented with three variations of a model reference adaptive control design. The simplest design consisted of a single adaptive parameter in each of the pitch and roll axes computed using a basic gradient-based update law. A second design was built upon the first by increasing the complexity of the update law. The third and most complex design added an additional adaptive parameter to each axis. Flight tests were conducted using NASA s Full-scale Advanced Systems Testbed, a highly modified F-18 aircraft that contains a research flight control system capable of housing advanced flight controls experiments. Each controller was evaluated against a suite of simulated failures and damage ranging from destabilization of the pitch and roll axes to significant coupling between the axes. Two pilots evaluated the three adaptive controllers as well as the non-adaptive baseline controller in a variety of dynamic maneuvers and precision flying tasks designed to uncover potential deficiencies in the handling qualities of the aircraft, and adverse interactions between the pilot and the adaptive controllers. The work was completed as part of the Integrated Resilient Aircraft Control Project under NASA s Aviation Safety Program.

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.

An overview of the joint FAA/NASA aircraft/ground runway friction program

NASA Technical Reports Server (NTRS)

Yager, Thomas J.

1989-01-01

There is a need for information on runways which may become slippery due to various forms and types of contaminants. Experience has shown that since the beginning of all weather aircraft operations, there have been landing and aborted takeoff incidents and/or accidents each year where aircraft have either run off the end or veered off the shoulder of low friction runways. NASA Langley's Landing and Impact Dynamics Branch is involved in several research programs directed towards obtaining a better understanding of how different tire properties interact with varying pavement surface characteristics to produce acceptable performance for aircraft ground handling requirements. One such effort, which was jointly supported by not only NASA and the FAA but by several aviation industry groups including the Flight Safety Foundation, is described.

Host-Derived Pericytes and Sca-1+ Cells Predominate in the MART-1− Stroma Fraction of Experimentally Induced Melanoma

PubMed Central

Treviño-Villarreal, J. Humberto; Cotanche, Douglas A.; Sepúlveda, Rosalinda; Bortoni, Magda E.; Manneberg, Otto; Udagawa, Taturo

2011-01-01

Identification of cell types in tumor-associated stroma that are involved in the development of melanoma is hampered by their heterogeneity. The authors used flow cytometry and immunohistochemistry to demonstrate that anti–MART-1 antibodies can discriminate between melanoma and stroma cells. They investigated the cellular composition of the MART-1−, non-hematopoietic melanoma-associated stroma, finding it consisted mainly of Sca-1+ and CD146+ cells. These cell types were also observed in the skin and muscle adjacent to developing melanomas. The Sca-1+ cell population was observed distributed in the epidermis, hair follicle bulges, and tumor capsule. The CD146+ population was found distributed within the tumor, mainly associated with blood vessels in a perivascular location. In addition to a perivascular distribution, CD146+ cells expressed α-smooth muscle actin, lacked expression of endothelial markers CD31 and CD34, and were therefore identified as pericytes. Pericytes were found to be associated with CD31+ endothelial cells; however, some pericytes were also observed associated with CD31−, MART-1+ B16 melanoma cells that appeared to form blood vessel structures. Furthermore, the authors observed extensive nuclear expression of HIF-1α in melanoma and stroma cells, suggesting hypoxia is an important factor associated with the melanoma microenvironment and vascularization. The results suggest that pericytes and Sca-1+ stroma cells are important contributors to melanoma development. PMID:22147606

The Role of Clear Sky Identification in the Study of Cloud Radiative Effects: Combine Analysis from ISCCP and the Scanner of Radiation Budget (ScaRaB)

NASA Technical Reports Server (NTRS)

Rossow, W. B.; Stubenrauch, C. J.; Briand, V.; Hansen, James E. (Technical Monitor)

2001-01-01

Since the effect of clouds on the earth's radiation balance is often estimated as the difference of net radiative fluxes at the top of the atmosphere between all situations and monthly averaged clear sky situations of the same regions, a reliable identification of clear sky is important for the study of cloud radiative effects. The Scanner for Radiation Balance (ScaRaB) radiometer on board the Russian Meteor-3/7 satellite provided earth radiation budget observations from March 1994 to February 1995 with two ERBE-Re broad-band longwave and shortwave channels. Two narrow-band channels, in the infrared atmospheric window and in the visible band, have been added to the ScaRaB instrument to improve the cloud scene identification. The International Satellite Cloud Climatology Project (ISCCP) method for cloud detection and determination of cloud and surface properties uses the same narrow-band channels as ScaRaB, but is employed to a collection of measurements at a better spatial resolution of about 5 km. By applying the original ISCCP algorithms to the ScaRaB data, the clear sky frequency is about 5% lower than the one over quasi-simultaneous original ISCCP data, an indication that the ISCCP cloud detection is quite stable. However, one would expect an about 10 to 20% smaller clear sky occurrence over the larger ScaRaB pixels. Adapting the ISCCP algorithms to the reduced spatial resolution of 60 km and to the different time sampling of the ScaRaB data leads therefore to a reduction of a residual cloud contamination. A sensitivity study with time-space collocated ScaRaB and original ISCCP data at a spatial resolution of 1deg longitude x 1deg latitude shows that the effect of clear sky identification method plays a higher role on the clear sky frequency and therefore on the statistics than on the zonal mean values of the clear sky fluxes. Nevertheless, the zonal outgoing longwave fluxes corresponding to ERBE clear sky are in general about 2 to 10 W/sq m higher than those

Integrated Model Reduction and Control of Aircraft with Flexible Wings

NASA Technical Reports Server (NTRS)

Swei, Sean Shan-Min; Zhu, Guoming G.; Nguyen, Nhan T.

2013-01-01

This paper presents an integrated approach to the modeling and control of aircraft with exible wings. The coupled aircraft rigid body dynamics with a high-order elastic wing model can be represented in a nite dimensional state-space form. Given a set of desired output covariance, a model reduction process is performed by using the weighted Modal Cost Analysis (MCA). A dynamic output feedback controller, which is designed based on the reduced-order model, is developed by utilizing output covariance constraint (OCC) algorithm, and the resulting OCC design weighting matrix is used for the next iteration of the weighted cost analysis. This controller is then validated for full-order evaluation model to ensure that the aircraft's handling qualities are met and the uttering motion of the wings suppressed. An iterative algorithm is developed in CONDUIT environment to realize the integration of model reduction and controller design. The proposed integrated approach is applied to NASA Generic Transport Model (GTM) for demonstration.

The GBT-SCA, a radiation tolerant ASIC for detector control and monitoring applications in HEP experiments

NASA Astrophysics Data System (ADS)

Caratelli, A.; Bonacini, S.; Kloukinas, K.; Marchioro, A.; Moreira, P.; De Oliveira, R.; Paillard, C.

2015-03-01

The future upgrades of the LHC experiments will increase the beam luminosity leading to a corresponding growth of the amounts of data to be treated by the data acquisition systems. To address these needs, the GBT (Giga-Bit Transceiver optical link [1,2]) architecture was developed to provide the simultaneous transfer of readout data, timing and trigger signals as well as slow control and monitoring data. The GBT-SCA ASIC, part of the GBT chip-set, has the purpose to distribute control and monitoring signals to the on-detector front-end electronics and perform monitoring operations of detector environmental parameters. In order to meet the requirements of different front-end ASICs used in the experiments, it provides various user-configurable interfaces capable to perform simultaneous operations. It is designed employing radiation tolerant design techniques to ensure robustness against SEUs and TID radiation effects and is implemented in a commercial 130 nm CMOS technology. This work presents the GBT-SCA architecture, the ASIC interfaces, the data transfer protocol, and its integration with the GBT optical link.

KSC-2012-2445

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2347

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies out to the runway for a takeoff at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2447

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

A FORTRAN program for determining aircraft stability and control derivatives from flight data

NASA Technical Reports Server (NTRS)

Maine, R. E.; Iliff, K. W.

1975-01-01

A digital computer program written in FORTRAN IV for the estimation of aircraft stability and control derivatives is presented. The program uses a maximum likelihood estimation method, and two associated programs for routine, related data handling are also included. The three programs form a package that can be used by relatively inexperienced personnel to process large amounts of data with a minimum of manpower. This package was used to successfully analyze 1500 maneuvers on 20 aircraft, and is designed to be used without modification on as many types of computers as feasible. Program listings and sample check cases are included.

Longitudinal Handling Qualities of the Tu-144LL Airplane and Comparisons With Other Large, Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Cox, Timothy H.; Marshall, Alisa

2000-01-01

Four flights have been conducted using the Tu-144LL supersonic transport aircraft with the dedicated objective of collecting quantitative data and qualitative pilot comments. These data are compared with the following longitudinal flying qualities criteria: Neal-Smith, short-period damping, time delay, control anticipation parameter, phase delay (omega(sp)*T(theta(2))), pitch bandwidth as a function of time delay, and flight path as a function of pitch bandwidth. Determining the applicability of these criteria and gaining insight into the flying qualities of a large, supersonic aircraft are attempted. Where appropriate, YF-12, XB-70, and SR-71 pilot ratings are compared with the Tu-144LL results to aid in the interpretation of the Tu-144LL data and to gain insight into the application of criteria. The data show that approach and landing requirements appear to be applicable to the precision flightpath control required for up-and-away flight of large, supersonic aircraft. The Neal-Smith, control anticipation parameter, and pitch-bandwidth criteria tend to correlate with the pilot comments better than the phase delay criterion, omega(sp)*T(theta(2)). The data indicate that the detrimental flying qualities implication of decoupled pitch-attitude and flightpath responses occurring for high-speed flight may be mitigated by requiring the pilot to close the loop on flightpath or vertical speed.

ReSCA: decision support tool for remediation planning after the Chernobyl accident.

PubMed

Ulanovsky, A; Jacob, P; Fesenko, S; Bogdevitch, I; Kashparov, V; Sanzharova, N

2011-03-01

Radioactive contamination of the environment following the Chernobyl accident still provide a substantial impact on the population of affected territories in Belarus, Russia, and Ukraine. Reduction of population exposure can be achieved by performing remediation activities in these areas. Resulting from the IAEA Technical Co-operation Projects with these countries, the program ReSCA (Remediation Strategies after the Chernobyl Accident) has been developed to provide assistance to decision makers and to facilitate a selection of an optimized remediation strategy in rural settlements. The paper provides in-depth description of the program, its algorithm, and structure. © Springer-Verlag 2010

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.

Exploratory piloted simulator study of the effects of winglets on handling qualities of a representative agricultural airplane

NASA Technical Reports Server (NTRS)

Ogburn, M. E.; Brown, P. W.

1980-01-01

The effects on handling qualities of adding winglets to a representative agricultural aircraft configuration during swath-run maneuvering were evaluated. Aerodynamic data used in the simulation were based on low-speed wind tunnel tests of a full scale airplane and a subscale model. The Cooper-Harper handling qualities rating scale, supplementary pilot comments, and pilot vehicle performance data were used to describe the handling qualities of the airplane with the different wing-tip configurations. Results showed that the lateral-directional handling qualities of the airplane were greatly affected by the application of winglets and winglet cant angle. The airplane with winglets canted out 20 deg exhibited severely degraded lateral directional handling qualities in comparison to the basic airplane. When the winglets were canted inward 10 deg, the flying qualities of the configuration were markedly improved over those of the winglet-canted-out configuration or the basic configuration without winglets, indicating that proper tailoring of the winglet design may afford a potential benefit in the area of handling qualities.

KSC-2012-5261

NASA Image and Video Library

2012-09-16

CAPE CANAVERAL, Fla. – An overview of the cockpit of NASA's Shuttle Carrier Aircraft, or SCA, is captured for posterity at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida before the aircraft is decommissioned. The SCA, a modified 747 jetliner, will fly space shuttle Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

KSC-2012-5260

NASA Image and Video Library

2012-09-16

CAPE CANAVERAL, Fla. – An overview of the cockpit of NASA's Shuttle Carrier Aircraft, or SCA, is captured for posterity at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida before the aircraft is decommissioned. The SCA, a modified 747 jetliner, will fly space shuttle Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

Direct Adaptive Aircraft Control Using Dynamic Cell Structure Neural Networks

NASA Technical Reports Server (NTRS)

Jorgensen, Charles C.

1997-01-01

A Dynamic Cell Structure (DCS) Neural Network was developed which learns topology representing networks (TRNS) of F-15 aircraft aerodynamic stability and control derivatives. The network is integrated into a direct adaptive tracking controller. The combination produces a robust adaptive architecture capable of handling multiple accident and off- nominal flight scenarios. This paper describes the DCS network and modifications to the parameter estimation procedure. The work represents one step towards an integrated real-time reconfiguration control architecture for rapid prototyping of new aircraft designs. Performance was evaluated using three off-line benchmarks and on-line nonlinear Virtual Reality simulation. Flight control was evaluated under scenarios including differential stabilator lock, soft sensor failure, control and stability derivative variations, and air turbulence.

A strategic planning methodology for aircraft redesign

NASA Astrophysics Data System (ADS)

Romli, Fairuz Izzuddin

Due to a progressive market shift to a customer-driven environment, the influence of engineering changes on the product's market success is becoming more prominent. This situation affects many long lead-time product industries including aircraft manufacturing. Derivative development has been the key strategy for many aircraft manufacturers to survive the competitive market and this trend is expected to continue in the future. Within this environment of design adaptation and variation, the main market advantages are often gained by the fastest aircraft manufacturers to develop and produce their range of market offerings without any costly mistakes. This realization creates an emphasis on the efficiency of the redesign process, particularly on the handling of engineering changes. However, most activities involved in the redesign process are supported either inefficiently or not at all by the current design methods and tools, primarily because they have been mostly developed to improve original product development. In view of this, the main goal of this research is to propose an aircraft redesign methodology that will act as a decision-making aid for aircraft designers in the change implementation planning of derivative developments. The proposed method, known as Strategic Planning of Engineering Changes (SPEC), combines the key elements of the product redesign planning and change management processes. Its application is aimed at reducing the redesign risks of derivative aircraft development, improving the detection of possible change effects propagation, increasing the efficiency of the change implementation planning and also reducing the costs and the time delays due to the redesign process. To address these challenges, four research areas have been identified: baseline assessment, change propagation prediction, change impact analysis and change implementation planning. Based on the established requirements for the redesign planning process, several methods and

Developing a workstation-based, real-time simulation for rapid handling qualities evaluations during design

NASA Technical Reports Server (NTRS)

Anderson, Frederick; Biezad, Daniel J.

1994-01-01

This paper describes the Rapid Aircraft DynamIcs AssessmeNt (RADIAN) project - an integration of the Aircraft SYNThesis (ACSTNT) design code with the USAD DATCOM code that estimates stability derivatives. Both of these codes are available to universities. These programs are then linked to flight simulation and flight controller synthesis tools and resulting design is evaluated on a graphics workstation. The entire process reduces the preliminary design time by an order of magnitude and provides an initial handling qualities evaluation of the design coupled to a control law. The integrated design process is applicable to both conventional aircraft taken from current textbooks and to unconventional designs emphasizing agility and propulsive control of attitude. The interactive and concurrent nature of the design process has been well received by industry and by design engineers at NASA. The process is being implemented into the design curriculum and is being used by students who view it as a significant advance over prior methods.

Flight-testing and frequency-domain analysis for rotorcraft handling qualities

NASA Technical Reports Server (NTRS)

Ham, Johnnie A.; Gardner, Charles K.; Tischler, Mark B.

1995-01-01

A demonstration of frequency-domain flight-testing techniques and analysis was performed on a U.S. Army OH-58D helicopter in support of the OH-58D Airworthiness and Flight Characteristics Evaluation and of the Army's development and ongoing review of Aeronautical Design Standard 33C, Handling Qualities Requirements for Military Rotorcraft. Hover and forward flight (60 kn) tests were conducted in 1 flight hour by Army experimental test pilots. Further processing of the hover data generated a complete database of velocity, angular-rate, and acceleration-frequency responses to control inputs. A joint effort was then undertaken by the Airworthiness Qualification Test Dirtectorate and the U.S. Army Aeroflightdynamics Directorate to derive handling-quality information from the frequency-domain database using a variety of approaches. This report documents numerous results that have been obtained from the simple frequency-domain tests; in many areas, these results provide more insight into the aircraft dynmamics that affect handling qualities than do traditional flight tests. The handling-quality results include ADS-33C bandwidth and phase-delay calculations, vibration spectral determinations, transfer-function models to examine single-axis results, and a six-degree-of-freedom fully coupled state-space model. The ability of this model to accurately predict responses was verified using data from pulse inputs. This report also documents the frequency-sweep flight-test technique and data analysis used to support the tests.

Practices to identify and preclude adverse Aircraft-and-Rotorcraft-Pilot Couplings - A design perspective

NASA Astrophysics Data System (ADS)

Pavel, Marilena D.; Masarati, Pierangelo; Gennaretti, Massimo; Jump, Michael; Zaichik, Larisa; Dang-Vu, Binh; Lu, Linghai; Yilmaz, Deniz; Quaranta, Giuseppe; Ionita, Achim; Serafini, Jacopo

2015-07-01

Understanding, predicting and supressing the inadvertent aircraft oscillations caused by Aircraft/Rotorcraft Pilot Couplings (A/RPC) is a challenging problem for designers. These are potential instabilities that arise from the effort of controlling aircraft with high response actuation systems. The present paper reviews, updates and discusses desirable practices to be used during the design process for unmasking A/RPC phenomena. These practices are stemming from the European Commission project ARISTOTEL Aircraft and Rotorcraft Pilot Couplings - Tools and Techniques for Alleviation and Detection (2010-2013) and are mainly related to aerodynamic and structural modelling of the aircraft/rotorcraft, pilot modelling and A/RPC prediction criteria. The paper proposes new methodologies for precluding adverse A/RPCs events taking into account the aeroelasticity of the structure and pilot biodynamic interaction. It is demonstrated that high-frequency accelerations due to structural elasticity cause negative effects on pilot control, since they lead to involuntary body and limb-manipulator system displacements and interfere with pilot's deliberate control activity (biodynamic interaction) and, finally, worsen handling quality ratings.

A novel two-step procedure to expand Sca-1+ cells clonally

PubMed Central

Tang, Yao Liang; Shen, Leping; Qian, Keping; Phillips, M. Ian

2007-01-01

Resident cardiac stem cells (CSCs) are characterized by their capacity to self-renew in culture, and are multi-potent for forming normal cell types in hearts. CSCs were originally isolated directly from enzymatically digested hearts using stem cell markers. However, long exposure to enzymatic digestion can affect the integrity of stem cell markers on the cell surface, and also compromise stem cell function. Alternatively resident CSCs can migrate from tissue explant and form cardiospheres in culture. However, fibroblast contamination can easily occur during CSC culture. To avoid these problems, we developed a two-step procedure by growing the cells before selecting the Sca1+ cells and culturing in cardiac fibroblast conditioned medium, they avoid fibroblast overgrowth. PMID:17577582

Yawed-Rolling Tire Mechanical Properties Testing of the Navy T-45 Aircraft Tires

NASA Technical Reports Server (NTRS)

Daugherty, Robert H.

2000-01-01

The T-45 Goshawk is a United States Navy Jet aircraft used primarily as a trainer. The aircraft design makes use of "off the shelf" hardware as much as possible and was found to have unusual directional control issues during around operations. The aircraft was involved in numerous pilot-induced-oscillation incidents as well as observed to have unusual directional control reactions to failed main gear tires, a condition that is normally handled relatively easily by conventional aircraft steering control techniques. The behavior of the aircraft's tires had previously been modeled in simulators as a result of approximations provided in 40-year-old reference publications. Since knowledge of the true tire cornering and braking behavior is essential to modeling, understanding, and fixing directional control problems, the United States Navy requested assistance from the NASA Langley Research Center's (LARC) Aircraft Landing Dynamics Facility (ALDF) to define the yawed-rolling mechanical properties of the T-45 aircraft tires. The purpose of this report is to document the results of testing the subject tires at the NASA LaRC ALDF in September 1998. Brief descriptions of the Instrumented Tire Test Vehicle (ITTV) are included to familiarize the reader with the ITTV capabilities, data acquisition system, test and measurement techniques, data accuracy, and analysis and presentation of the testing results.

50 CFR Figure 20 to Part 679 - Steller sea lion conservation area (SCA) of the Bering Sea

Code of Federal Regulations, 2010 CFR

2010-10-01

... 50 Wildlife and Fisheries 9 2010-10-01 2010-10-01 false Steller sea lion conservation area (SCA) of the Bering Sea 20 Figure 20 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT... EXCLUSIVE ECONOMIC ZONE OFF ALASKA Pt. 679, Fig. 20 Figure 20 to Part 679—Steller sea lion conservation area...

50 CFR Figure 20 to Part 679 - Steller sea lion conservation area (SCA) of the Bering Sea

Code of Federal Regulations, 2013 CFR

2013-10-01

... 50 Wildlife and Fisheries 13 2013-10-01 2013-10-01 false Steller sea lion conservation area (SCA) of the Bering Sea 20 Figure 20 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT... EXCLUSIVE ECONOMIC ZONE OFF ALASKA Pt. 679, Fig. 20 Figure 20 to Part 679—Steller sea lion conservation area...

50 CFR Figure 20 to Part 679 - Steller sea lion conservation area (SCA) of the Bering Sea

Code of Federal Regulations, 2011 CFR

2011-10-01

... 50 Wildlife and Fisheries 11 2011-10-01 2011-10-01 false Steller sea lion conservation area (SCA) of the Bering Sea 20 Figure 20 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT... EXCLUSIVE ECONOMIC ZONE OFF ALASKA Pt. 679, Fig. 20 Figure 20 to Part 679—Steller sea lion conservation area...

50 CFR Figure 20 to Part 679 - Steller sea lion conservation area (SCA) of the Bering Sea

Code of Federal Regulations, 2014 CFR

2014-10-01

... 50 Wildlife and Fisheries 13 2014-10-01 2014-10-01 false Steller sea lion conservation area (SCA) of the Bering Sea 20 Figure 20 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT... EXCLUSIVE ECONOMIC ZONE OFF ALASKA Pt. 679, Fig. 20 Figure 20 to Part 679—Steller sea lion conservation area...

50 CFR Figure 20 to Part 679 - Steller sea lion conservation area (SCA) of the Bering Sea

Code of Federal Regulations, 2012 CFR

2012-10-01

... 50 Wildlife and Fisheries 13 2012-10-01 2012-10-01 false Steller sea lion conservation area (SCA) of the Bering Sea 20 Figure 20 to Part 679 Wildlife and Fisheries FISHERY CONSERVATION AND MANAGEMENT... EXCLUSIVE ECONOMIC ZONE OFF ALASKA Pt. 679, Fig. 20 Figure 20 to Part 679—Steller sea lion conservation area...

Perm State University HPC-hardware and software services: capabilities for aircraft engine aeroacoustics problems solving

NASA Astrophysics Data System (ADS)

Demenev, A. G.

2018-02-01

The present work is devoted to analyze high-performance computing (HPC) infrastructure capabilities for aircraft engine aeroacoustics problems solving at Perm State University. We explore here the ability to develop new computational aeroacoustics methods/solvers for computer-aided engineering (CAE) systems to handle complicated industrial problems of engine noise prediction. Leading aircraft engine engineering company, including “UEC-Aviadvigatel” JSC (our industrial partners in Perm, Russia), require that methods/solvers to optimize geometry of aircraft engine for fan noise reduction. We analysed Perm State University HPC-hardware resources and software services to use efficiently. The performed results demonstrate that Perm State University HPC-infrastructure are mature enough to face out industrial-like problems of development CAE-system with HPC-method and CFD-solvers.

Dynamic stability and handling qualities tests on a highly augmented, statically unstable airplane

NASA Technical Reports Server (NTRS)

Gera, Joseph; Bosworth, John T.

1987-01-01

This paper describes some novel flight tests and analysis techniques in the flight dynamics and handling qualities area. These techniques were utilized during the initial flight envelope clearance of the X-29A aircraft and were largely responsible for the completion of the flight controls clearance program without any incidents or significant delays. The resulting open-loop and closed-loop frequency responses and the time history comparison using flight and linear simulation data are discussed.

Theoretical linear approach to the combined man-manipulator system in manual control of an aircraft

NASA Technical Reports Server (NTRS)

Brauser, K.

1981-01-01

An approach to the calculation of the dynamic characteristics of the combined man manipulator system in manual aircraft control was derived from a model of the neuromuscular system. This model combines the neuromuscular properties of man with the physical properties of the manipulator system which is introduced as pilot manipulator model into the manual aircraft control. The assumption of man as a quasilinear and time invariant control operator adapted to operating states, depending on the flight phases, of the control system gives rise to interesting solutions of the frequency domain transfer functions of both the man manipulator system and the closed loop pilot aircraft control system. It is shown that it is necessary to introduce the complete precision pilot manipulator model into the closed loop pilot aircraft transfer function in order to understand the well known handling quality criteria, and to derive these criteria directly from human operator properties.

Influence of aging on the activity of mice Sca-1+CD31- cardiac stem cells.

PubMed

Wu, Qiong; Zhan, Jinxi; Pu, Shiming; Qin, Liu; Li, Yun; Zhou, Zuping

2017-01-03

Therapeutic application of cardiac resident stem/progenitor cells (CSC/CPCs) is limited due to decline of their regenerative potential with donor age. A variety of studies have shown that the cardiac aging was the problem of the stem cells, but little is known about the impact of age on the subgroups CSC/CPCs, the relationship between subgroups CSC/CPCs ageing and age-related dysfunction. Here, we studied Sca-1+CD31- subgroups of CSCs from younger(2~3months) and older(22~24months) age mice, biological differentiation was realized using specific mediums for 14 days to induce cardiomyocyte, smooth muscle cells or endothelial cells and immunostain analysis of differentiated cell resulting were done. Proliferation and cell cycle were measured by flow cytometry assay, then used microarray to dissect variability from younger and older mice. Although the number of CSCs was higher in older mice, the advanced age significantly reduced the differentiation ability into cardiac cell lineages and the proliferation ability. Transcriptional changes in Sca-1+CD31- subgroups of CSCs during aging are related to Vitamin B6 metabolism, circadian rhythm, Tyrosine metabolism, Complement and coagulation cascades. Taking together these results indicate that Cardiac resident stem/progenitor cells have significant differences in their proliferative, pluripotency and gene profiles and those differences are age depending.

Sphingosylphosphorylcholine promotes the differentiation of resident Sca-1 positive cardiac stem cells to cardiomyocytes through lipid raft/JNK/STAT3 and β-catenin signaling pathways.

PubMed

Li, Wenjing; Liu, Honghong; Liu, Pingping; Yin, Deling; Zhang, Shangli; Zhao, Jing

2016-07-01

Resident cardiac Sca-1-positive (+) stem cells may differentiate into cardiomyocytes to improve the function of damaged hearts. However, little is known about the inducers and molecular mechanisms underlying the myogenic conversion of Sca-1(+) stem cells. Here we report that sphingosylphosphorylcholine (SPC), a naturally occurring bioactive lipid, induces the myogenic conversion of Sca-1(+) stem cells, as evidenced by the increased expression of cardiac transcription factors (Nkx2.5 and GATA4), structural proteins (cardiac Troponin T), transcriptional enhancer (Mef2c) and GATA4 nucleus translocation. First, SPC activated JNK and STAT3, and the JNK inhibitor SP600125 or STAT3 inhibitor stattic impaired the SPC-induced expression of cardiac transcription factors and GATA4 nucleus translocation, which suggests that JNK and STAT3 participated in SPC-promoted cardiac differentiation. Moreover, STAT3 activation was inhibited by SP600125, whereas JNK was inhibited by β-cyclodextrin as a lipid raft breaker, which indicates a lipid raft/JNK/STAT3 pathway involved in SPC-induced myogenic transition. β-Catenin, degraded by activated GSK3β, was inhibited by SPC. Furthermore, GSK3β inhibitors weakened but the β-catenin inhibitor promoted SPC-induced differentiation. We found no crosstalk between the lipid raft/JNK/STAT3 and β-catenin pathway. Our study describes a lipid, SPC, as an endogenic inducer of myogenic conversion in Sca-1(+) stem cells with low toxicity and high efficiency for uptake. Copyright © 2016 Elsevier B.V. All rights reserved.

STRS Radio Service Software for NASA's SCaN Testbed

NASA Technical Reports Server (NTRS)

Mortensen, Dale J.; Bishop, Daniel Wayne; Chelmins, David T.

2012-01-01

NASAs Space Communication and Navigation(SCaN) Testbed was launched to the International Space Station in 2012. The objective is to promote new software defined radio technologies and associated software application reuse, enabled by this first flight of NASAs Space Telecommunications Radio System(STRS) architecture standard. Pre-launch testing with the testbeds software defined radios was performed as part of system integration. Radio services for the JPL SDR were developed during system integration to allow the waveform application to operate properly in the space environment, especially considering thermal effects. These services include receiver gain control, frequency offset, IQ modulator balance, and transmit level control. Development, integration, and environmental testing of the radio services will be described. The added software allows the waveform application to operate properly in the space environment, and can be reused by future experimenters testing different waveform applications. Integrating such services with the platform provided STRS operating environment will attract more users, and these services are candidates for interface standardization via STRS.

STRS Radio Service Software for NASA's SCaN Testbed

NASA Technical Reports Server (NTRS)

Mortensen, Dale J.; Bishop, Daniel Wayne; Chelmins, David T.

2013-01-01

NASA's Space Communication and Navigation(SCaN) Testbed was launched to the International Space Station in 2012. The objective is to promote new software defined radio technologies and associated software application reuse, enabled by this first flight of NASA's Space Telecommunications Radio System (STRS) architecture standard. Pre-launch testing with the testbed's software defined radios was performed as part of system integration. Radio services for the JPL SDR were developed during system integration to allow the waveform application to operate properly in the space environment, especially considering thermal effects. These services include receiver gain control, frequency offset, IQ modulator balance, and transmit level control. Development, integration, and environmental testing of the radio services will be described. The added software allows the waveform application to operate properly in the space environment, and can be reused by future experimenters testing different waveform applications. Integrating such services with the platform provided STRS operating environment will attract more users, and these services are candidates for interface standardization via STRS.

A unique facility for V/STOL aircraft hover testing. [Langley Impact Dynamics Research Facility

NASA Technical Reports Server (NTRS)

Culpepper, R. G.; Murphy, R. D.; Gillespie, E. A.; Lane, A. G.

1979-01-01

The Langley Impact Dynamics Research Facility (IDRF) was modified to obtain static force and moment data and to allow assessment of aircraft handling qualities during dynamic tethered hover flight. Test probe procedures were also established. Static lift and control measurements obtained are presented along with results of limited dynamic tethered hover flight.

A review of US Army aircrew-aircraft integration research programs

NASA Technical Reports Server (NTRS)

Key, D. C.; Aiken, E. W.

1984-01-01

If the U.S. Army's desire to develop a one crew version of the Light Helicopter Family (LHX) helicopter is to be realized, both flightpath management and mission management will have to be performed by one crew. Flightpath management, the helicopter pilot, and the handling qualities of the helicopter were discussed. In addition, mission management, the helicopter pilot, and pilot control/display interface were considered. Aircrew-aircraft integration plans and programs were reviewed.

KSC-2009-3433

NASA Image and Video Library

2009-06-02

CAPE CANAVERAL, Fla. – Against a setting sun, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller

KSC-2009-3431

NASA Image and Video Library

2009-06-02

CAPE CANAVERAL, Fla. – After a two-day trip from California, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller

KSC-2009-3432

NASA Image and Video Library

2009-06-02

CAPE CANAVERAL, Fla. – After a two-day trip from California, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller

KSC-2009-3464

NASA Image and Video Library

2009-06-01

CAPE CANAVERAL, Fla. – At Biggs Army Air Field in El Paso, Texas, the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is ready to take off after an overnight stop at Biggs Army Air Field in El Paso, Texas. The shuttle and SCA left Edwards Air Force Base in California for its return to Florida.Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

A Theory for the Roll-Ratchet Phenomenon in High Performance Aircraft

NASA Technical Reports Server (NTRS)

Hess, Ronald A.

1997-01-01

Roll-ratchet refers to a high frequency oscillation which can occur in pilot-in-the-loop control of roll attitude in high performance aircraft. The frequencies of oscillation are typically well beyond those associated with the more familiar pilot-induced oscillation. A structural model of the human pilot which has been employed to provide a unified theory for aircraft handling qualities and pilot-induced oscillations is employed here to provide a theory for the existence of roll-ratchet. It is hypothesized and demonstrated using the structural model that the pilot's inappropriate use of vestibular acceleration feedback can cause this phenomenon, a possibility which has been discussed previously by other researchers. The possible influence of biodynamic feedback on roll ratchet is also discussed.

KSC-2012-2036

NASA Image and Video Library

2012-04-11

CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program. The names of the pilots and flight engineers who have flown the aircraft also are listed. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky

Ground-to-Flight Handling Qualities Comparisons for a High Performance Airplane

NASA Technical Reports Server (NTRS)

Brandon, Jay M.; Glaab, Louis J.; Brown, Philip W.; Phillips, Michael R.

1995-01-01

A flight test program was conducted in conjunction with a ground-based piloted simulation study to enable a comparison of handling qualities ratings for a variety of maneuvers between flight and simulation of a modern high performance airplane. Specific objectives included an evaluation of pilot-induced oscillation (PIO) tendencies and a determination of maneuver types which result in either good or poor ground-to-flight pilot handling qualities ratings. A General Dynamics F-16XL aircraft was used for the flight evaluations, and the NASA Langley Differential Maneuvering Simulator was employed for the ground based evaluations. Two NASA research pilots evaluated both the airplane and simulator characteristics using tasks developed in the simulator. Simulator and flight tests were all conducted within approximately a one month time frame. Maneuvers included numerous fine tracking evaluations at various angles of attack, load factors and speed ranges, gross acquisitions involving longitudinal and lateral maneuvering, roll angle captures, and an ILS task with a sidestep to landing. Overall results showed generally good correlation between ground and flight for PIO tendencies and general handling qualities comments. Differences in pilot technique used in simulator evaluations and effects of airplane accelerations and motions are illustrated.

An Investigation of Large Tilt-Rotor Short-Term Attitude Response Handling Qualities Requirements in Hover

NASA Technical Reports Server (NTRS)

Malcipa, Carlos; Decker, William A.; Theodore, Colin R.; Blanken, Christopher L.; Berger, Tom

2010-01-01

A piloted simulation investigation was conducted using the NASA Ames Vertical Motion Simulator to study the impact of pitch, roll and yaw attitude bandwidth and phase delay on handling qualities of large tilt-rotor aircraft. Multiple bandwidth and phase delay pairs were investigated for each axis. The simulation also investigated the effect that the pilot offset from the center of gravity has on handling qualities. While pilot offset does not change the dynamics of the vehicle, it does affect the proprioceptive and visual cues and it can have an impact on handling qualities. The experiment concentrated on two primary evaluation tasks: a precision hover task and a simple hover pedal turn. Six pilots flew over 1400 data runs with evaluation comments and objective performance data recorded. The paper will describe the experiment design and methodology, discuss the results of the experiment and summarize the findings.

Rainfall Estimation over the Nile Basin using an Adapted Version of the SCaMPR Algorithm

NASA Astrophysics Data System (ADS)

Habib, E. H.; Kuligowski, R. J.; Elshamy, M. E.; Ali, M. A.; Haile, A.; Amin, D.; Eldin, A.

2011-12-01

Management of Egypt's Aswan High Dam is critical not only for flood control on the Nile but also for ensuring adequate water supplies for most of Egypt since rainfall is scarce over the vast majority of its land area. However, reservoir inflow is driven by rainfall over Sudan, Ethiopia, Uganda, and several other countries from which routine rain gauge data are sparse. Satellite-derived estimates of rainfall offer a much more detailed and timely set of data to form a basis for decisions on the operation of the dam. A single-channel infrared algorithm is currently in operational use at the Egyptian Nile Forecast Center (NFC). This study reports on the adaptation of a multi-spectral, multi-instrument satellite rainfall estimation algorithm (Self-Calibrating Multivariate Precipitation Retrieval, SCaMPR) for operational application over the Nile Basin. The algorithm uses a set of rainfall predictors from multi-spectral Infrared cloud top observations and self-calibrates them to a set of predictands from Microwave (MW) rain rate estimates. For application over the Nile Basin, the SCaMPR algorithm uses multiple satellite IR channels recently available to NFC from the Spinning Enhanced Visible and Infrared Imager (SEVIRI). Microwave rain rates are acquired from multiple sources such as SSM/I, SSMIS, AMSU, AMSR-E, and TMI. The algorithm has two main steps: rain/no-rain separation using discriminant analysis, and rain rate estimation using stepwise linear regression. We test two modes of algorithm calibration: real-time calibration with continuous updates of coefficients with newly coming MW rain rates, and calibration using static coefficients that are derived from IR-MW data from past observations. We also compare the SCaMPR algorithm to other global-scale satellite rainfall algorithms (e.g., 'Tropical Rainfall Measuring Mission (TRMM) and other sources' (TRMM-3B42) product, and the National Oceanographic and Atmospheric Administration Climate Prediction Center (NOAA

Effects of dynamic aeroelasticity on handling qualities and pilot rating

NASA Technical Reports Server (NTRS)

Swaim, R. L.; Yen, W.-Y.

1978-01-01

Pilot performance parameters, such as pilot ratings, tracking errors, and pilot comments, were recorded and analyzed for a longitudinal pitch tracking task on a large, flexible aircraft. The tracking task was programmed on a fixed-base simulator with a CRT attitude director display of pitch angle command, pitch angle, and pitch angle error. Parametric variations in the undamped natural frequencies of the two lowest frequency symmetric elastic modes were made to induce varying degrees of rigid body and elastic mode interaction. The results indicate that such mode interaction can drastically affect the handling qualities and pilot ratings of the task.

KSC-2012-2349

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2353

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2451

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies along the runway on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2453

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2448

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff on runway 15 at 7 a.m. EDT. Discovery is on the way to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2348

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2455

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2357

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins to make the turn on runway 15 for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2446

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2450

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, is in the air after taking off from runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2128

NASA Image and Video Library

2012-04-14

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery to enable the mate-demate device to lift it onto a Shuttle Carrier Aircraft. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

KSC-2012-2362

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff from runway 15 at 7 a.m. EDT on its way to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2355

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2351

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background are the midfield air traffic control tower and the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2291

NASA Image and Video Library

2012-04-16

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, the Shuttle Carrier Aircraft backs away from the mate/demate device with space shuttle Discovery secured to its back. The device, also known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs

KSC-2012-2356

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2454

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2456

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2354

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2359

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, completes the turn on runway 15 in preparation for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2358

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins to make the turn on runway 15 for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2129

NASA Image and Video Library

2012-04-14

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery to enable the mate-demate device to lift it onto a Shuttle Carrier Aircraft. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

KSC-2012-2350

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

KSC-2012-2449

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, is in the air after taking off from runway 15 at 7 a.m. EDT. Discovery is on the way to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2452

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington

KSC-2012-2352

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson

Aerial view of Endeavour, OV-105, parked on Ellington Field runway

NASA Technical Reports Server (NTRS)

1991-01-01

This aerial view looks down on Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, parked on an Ellington Field runway. The tail cone added to OV-105 to enhance the aerodynamics of the spacecraft/aircraft transport system is clearly visible. Ground transportation vehicles (cars, trucks) and a crowd surround OV-105 and NASA 911. Ceremonies were held during OV-105's brief stopover at Ellington Field, near JSC. The new space vehicle, sans SCA, was rolled out of Rockwell's Palmdale facility on 04-25-91. This again brings the total of NASA Shuttles available for flight assignment to four. The spacecraft and aircraft-tandem left Houston later on this day headed for a stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a NASA T-38 aircraft by Sheri J. Dunnette of JSC's Image Sciences Division (ISD).

Treating SCA1 Mice with Water-Soluble Compounds to Non-Specifically Boost Mitochondrial Function.

PubMed

Ferro, Austin; Carbone, Emily; Marzouk, Evan; Siegel, Asher; Nguyen, Donna; Polley, Kailen; Hartman, Jessilyn; Frederick, Kimberley; Ives, Stephen; Lagalwar, Sarita

2017-01-22

Mitochondrial dysfunction plays a significant role in the aging process and in neurodegenerative diseases including several hereditary spinocerebellar ataxias and other movement disorders marked by progressive degeneration of the cerebellum. The goal of this protocol is to assess mitochondrial dysfunction in Spinocerebellar ataxia type 1 (SCA1) and assess the efficacy of pharmacological targeting of metabolic respiration via the water-soluble compound succinic acid to slow disease progression. This approach is applicable to other cerebellar diseases and can be adapted to a host of water-soluble therapies. Ex vivo analysis of mitochondrial respiration is used to detect and quantify disease-related changes in mitochondrial function. With genetic evidence (unpublished data) and proteomic evidence of mitochondrial dysfunction in the SCA1 mouse model, we evaluate the efficacy of treatment with the water-soluble metabolic booster succinic acid by dissolving this compound directly into the home cage drinking water. The ability of the drug to pass the blood brain barrier can be deduced using high performance liquid chromatography (HPLC). The efficacy of these compounds can then be tested using multiple behavioral paradigms including the accelerating rotarod, balance beam test and footprint analysis. Cytoarchitectural integrity of the cerebellum can be assessed using immunofluorescence assays that detect Purkinje cell nuclei and Purkinje cell dendrites and soma. These methods are robust techniques for determining mitochondrial dysfunction and the efficacy of treatment with water-soluble compounds in cerebellar neurodegenerative disease.

The use of hydrogen for aircraft propulsion in view of the fuel crisis

NASA Technical Reports Server (NTRS)

Weiss, S.

1973-01-01

Some factors influencing the technical feasibility of operating a liquid hydrogen-fueled airplane are discussed in light of the projected decrease of fossil fuels. Other sources of energy, such as wind, tidal, solar, and geothermal, are briefly mentioned. In view of projected decreases in available petroleum fuels, interest has been generated in exploiting the potential of liquid hydrogen (LH2) as an aircraft fuel. Cost studies of LH2 production show it to be more expensive than presently used fuels. Regardless of cost considerations, LH2 is viewed as an attractive aircraft fuel because of the potential performance benefits it offers. Accompanying these benefits, however, are many new problems associated with aircraft design and operations; for example, problems related to fuel system design and the handling of LH2 during ground servicing. Some of the factors influencing LH2 fuel tank design, pumping, heat exchange, and flow regulation are discussed.

Adaptive envelope protection methods for aircraft

NASA Astrophysics Data System (ADS)

Unnikrishnan, Suraj

Carefree handling refers to the ability of a pilot to operate an aircraft without the need to continuously monitor aircraft operating limits. At the heart of all carefree handling or maneuvering systems, also referred to as envelope protection systems, are algorithms and methods for predicting future limit violations. Recently, envelope protection methods that have gained more acceptance, translate limit proximity information to its equivalent in the control channel. Envelope protection algorithms either use very small prediction horizon or are static methods with no capability to adapt to changes in system configurations. Adaptive approaches maximizing prediction horizon such as dynamic trim, are only applicable to steady-state-response critical limit parameters. In this thesis, a new adaptive envelope protection method is developed that is applicable to steady-state and transient response critical limit parameters. The approach is based upon devising the most aggressive optimal control profile to the limit boundary and using it to compute control limits. Pilot-in-the-loop evaluations of the proposed approach are conducted at the Georgia Tech Carefree Maneuver lab for transient longitudinal hub moment limit protection. Carefree maneuvering is the dual of carefree handling in the realm of autonomous Uninhabited Aerial Vehicles (UAVs). Designing a flight control system to fully and effectively utilize the operational flight envelope is very difficult. With the increasing role and demands for extreme maneuverability there is a need for developing envelope protection methods for autonomous UAVs. In this thesis, a full-authority automatic envelope protection method is proposed for limit protection in UAVs. The approach uses adaptive estimate of limit parameter dynamics and finite-time horizon predictions to detect impending limit boundary violations. Limit violations are prevented by treating the limit boundary as an obstacle and by correcting nominal control

KSC-2009-3463

NASA Image and Video Library

2009-05-31

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, with space shuttle Atlantis on top, has landed at Biggs Army Air Field in El Paso, Texas, for an overnight stop. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

NASA Technical Reports Server (NTRS)

Bendrick, Gregg A.; Kamine, Tovy Haber

2008-01-01

Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. "cones") of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement" (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Methods: Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. Results: The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of "Maximum Eye Movement". However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of "Easy Eye Movement", though all were within the cone of "Maximum Eye Movement". All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Discussion: Most instrument displays in conventional aircraft lay within the cone of "Easy Eye Movement", though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight.

Development and Flight Testing of a Neural Network Based Flight Control System on the NF-15B Aircraft

NASA Technical Reports Server (NTRS)

Bomben, Craig R.; Smolka, James W.; Bosworth, John T.; Silliams-Hayes, Peggy S.; Burken, John J.; Larson, Richard R.; Buschbacher, Mark J.; Maliska, Heather A.

2006-01-01

The Intelligent Flight Control System (IFCS) project at the NASA Dryden Flight Research Center, Edwards AFB, CA, has been investigating the use of neural network based adaptive control on a unique NF-15B test aircraft. The IFCS neural network is a software processor that stores measured aircraft response information to dynamically alter flight control gains. In 2006, the neural network was engaged and allowed to learn in real time to dynamically alter the aircraft handling qualities characteristics in the presence of actual aerodynamic failure conditions injected into the aircraft through the flight control system. The use of neural network and similar adaptive technologies in the design of highly fault and damage tolerant flight control systems shows promise in making future aircraft far more survivable than current technology allows. This paper will present the results of the IFCS flight test program conducted at the NASA Dryden Flight Research Center in 2006, with emphasis on challenges encountered and lessons learned.

KSC-2012-2480

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. - Space shuttle Discovery, mounted atop the Shuttle Carrier Aircraft, taxies down the runway at NASA's Kennedy Space Center in Florida. The duo departed Kennedy' s runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer

Aircrew-aircraft integration: A summary of US Army research programs and plans

NASA Technical Reports Server (NTRS)

Key, D. L.; Aiken, E. W.

1984-01-01

A review of selected programs which illustrate the research efforts of the U.S. Army Aeromechanics Laboratory in the area of aircrew-aircraft integration is presented. Plans for research programs to support the development of future military rotorcraft are also described. The crew of a combat helicopter must, in general, perform two major functions during the conduct of a particular mission: flightpath control and mission management. Accordingly, the research programs described are being conducted in the same two major categories: (1) flightpath control, which encompasses the areas of handling qualities, stability and control, and displays for the pilot's control of the rotorcraft's flightpath, and (2) mission management, which includes human factors and cockpit integration research topics related to performance of navigation, communication, and aircraft systems management tasks.

Analyses and tests of the B-1 aircraft structural mode control system

NASA Technical Reports Server (NTRS)

Wykes, J. H.; Byar, T. R.; Macmiller, C. J.; Greek, D. C.

1980-01-01

Analyses and flight tests of the B-1 structural mode control system (SMCS) are presented. Improvements in the total dynamic response of a flexible aircraft and the benefits to ride qualities, handling qualities, crew efficiency, and reduced dynamic loads on the primary structures, were investigated. The effectiveness and the performance of the SMCS, which uses small aerodynamic surfaces at the vehicle nose to provide damping to the structural modes, were evaluated.

Intra-myocardial injection of both growth factors and heart derived Sca-1+/CD31- cells attenuates post-MI LV remodeling more than does cell transplantation alone: neither intervention enhances functionally significant cardiomyocyte regeneration.

PubMed

Wang, Xiaohong; Li, Qinglu; Hu, Qingsong; Suntharalingam, Piradeep; From, Arthur H L; Zhang, Jianyi

2014-01-01

Insulin-like growth factor 1 (IGF-1) and hepatocyte growth factor (HGF) are two potent cell survival and regenerative factors in response to myocardial injury (MI). We hypothesized that simultaneous delivery of IGF+HGF combined with Sca-1+/CD31- cells would improve the outcome of transplantation therapy in response to the altered hostile microenvironment post MI. One million adenovirus nuclear LacZ-labeled Sca-1+/CD31- cells were injected into the peri-infarction area after left anterior descending coronary artery (LAD) ligation in mice. Recombinant mouse IGF-1+HGF was added to the cell suspension prior to the injection. The left ventricular (LV) function was assessed by echocardiography 4 weeks after the transplantation. The cell engraftment, differentiation and cardiomyocyte regeneration were evaluated by histological analysis. Sca-1+/CD31- cells formed viable grafts and improved LV ejection fraction (EF) (Control, 54.5+/-2.4; MI, 17.6+/-3.1; Cell, 28.2+/-4.2, n = 9, P<0.01). IGF+HGF significantly enhanced the benefits of cell transplantation as evidenced by increased EF (38.8+/-2.2; n = 9, P<0.01) and attenuated adverse structural remodeling. Furthermore, IGF+HGF supplementation increased the cell engraftment rate, promoted the transplanted cell survival, enhanced angiogenesis, and minimally stimulated endogenous cardiomyocyte regeneration in vivo. The in vitro experiments showed that IGF+HGF treatment stimulated Sca-1+/CD31- cell proliferation and inhibited serum free medium induced apoptosis. Supperarray profiling of Sca-1+/CD31- cells revealed that Sca-1+/CD31- cells highly expressed various trophic factor mRNAs and IGF+HGF treatment altered the mRNAs expression patterns of these cells. These data indicate that IGF-1+HGF could serve as an adjuvant to cell transplantation for myocardial repair by stimulating donor cell and endogenous cardiac stem cell survival, regeneration and promoting angiogenesis.

KSC-07pd1764

NASA Image and Video Library

2007-07-03

KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, workers supervise the movement of the sling above the orbiter Atlantis. The sling will be attached and lift the orbiter away from the shuttle carrier aircraft (SCA) underneath. The SCA carried the orbiter piggyback from California. Atlantis landed at Edwards Air Force Base in California on June 22 to end mission STS-117. It returned to Kennedy atop the SCA on July 3 after a three-day, cross-country flight due to fuel stops and weather delays. Touchdown was at 8:27 a.m. EDT. Photo credit: NASA/Kim Shiflett

An Investigation of Large Tilt-Rotor Hover and Low Speed Handling Qualities

NASA Technical Reports Server (NTRS)

Malpica, Carlos A.; Decker, William A.; Theodore, Colin R.; Lindsey, James E.; Lawrence, Ben; Blanken, Chris L.

2011-01-01

A piloted simulation experiment conducted on the NASA-Ames Vertical Motion Simulator evaluated the hover and low speed handling qualities of a large tilt-rotor concept, with particular emphasis on longitudinal and lateral position control. Ten experimental test pilots evaluated different combinations of Attitude Command-Attitude Hold (ACAH) and Translational Rate Command (TRC) response types, nacelle conversion actuator authority limits and inceptor choices. Pilots performed evaluations in revised versions of the ADS-33 Hover, Lateral Reposition and Depart/Abort MTEs and moderate turbulence conditions. Level 2 handling qualities ratings were primarily recorded using ACAH response type in all three of the evaluation maneuvers. The baseline TRC conferred Level 1 handling qualities in the Hover MTE, but there was a tendency to enter into a PIO associated with nacelle actuator rate limiting when employing large, aggressive control inputs. Interestingly, increasing rate limits also led to a reduction in the handling qualities ratings. This led to the identification of a nacelle rate to rotor longitudinal flapping coupling effect that induced undesired, pitching motions proportional to the allowable amount of nacelle rate. A modification that counteracted this effect significantly improved the handling qualities. Evaluation of the different response type variants showed that inclusion of TRC response could provide Level 1 handling qualities in the Lateral Reposition maneuver by reducing coupled pitch and heave off axis responses that otherwise manifest with ACAH. Finally, evaluations in the Depart/Abort maneuver showed that uncertainty about commanded nacelle position and ensuing aircraft response, when manually controlling the nacelle, demanded high levels of attention from the pilot. Additional requirements to maintain pitch attitude within 5 deg compounded the necessary workload.

Conceptual design of an aircraft automated coating removal system

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

Baker, J.E.; Draper, J.V.; Pin, F.G.

1996-05-01

Paint stripping of the U.S. Air Force`s large transport aircrafts is currently a labor-intensive, manual process. Significant reductions in costs, personnel and turnaround time can be accomplished by the judicious use of automation in some process tasks. This paper presents the conceptual design of a coating removal systems for the tail surfaces of the C-5 plane. Emphasis is placed on the technology selection to optimize human-automation synergy with respect to overall costs, throughput, quality, safety, and reliability. Trade- offs between field-proven vs. research-requiring technologies, and between expected gain vs. cost and complexity, have led to a conceptual design which ismore » semi-autonomous (relying on the human for task specification and disturbance handling) yet incorporates sensor- based automation (for sweep path generation and tracking, surface following, stripping quality control and tape/breach handling).« less

Promoter Variation and Expression Levels of Inflammatory Genes IL1A, IL1B, IL6 and TNF in Blood of Spinocerebellar Ataxia Type 3 (SCA3) Patients.

PubMed

Raposo, Mafalda; Bettencourt, Conceição; Ramos, Amanda; Kazachkova, Nadiya; Vasconcelos, João; Kay, Teresa; Bruges-Armas, Jácome; Lima, Manuela

2017-03-01

Age at onset in spinocerebellar ataxia type 3 (SCA3/MJD) is incompletely explained by the size of the CAG tract at the ATXN3 gene, implying the existence of genetic modifiers. A role of inflammation in SCA3 has been postulated, involving altered cytokines levels; promoter variants leading to alterations in cytokines expression could influence onset. Using blood from 86 SCA3 patients and 106 controls, this work aimed to analyse promoter variation of four cytokines (IL1A, IL1B, IL6 and TNF) and to investigate the association between variants detected and their transcript levels, evaluated by quantitative PCR. Moreover, the effect of APOE isoforms, known to modulate cytokines, was investigated. Correlations between cytokine variants and onset were tested; the cumulative modifier effects of cytokines and APOE were analysed. Patients carrying the IL6*C allele had a significant earlier onset (4 years in average) than patients carrying the G allele, in agreement with lower mRNA levels produced by IL6*C carriers. The presence of APOE*ɛ2 allele seems to anticipate onset in average 10 years in patients carrying the IL6*C allele; a larger number of patients will be needed to confirm this result. These results highlight the pertinence of conducting further research on the role of cytokines as SCA3 modulators, pointing to the presence of shared mechanisms involving IL6 and APOE.

Groundbreaking for the NACA’s Aircraft Engine Research Laboratory

NASA Image and Video Library

1941-01-21

Local politicians and National Advisory Committee for Aeronautics (NACA) officials were on hand for the January 23, 1941 groundbreaking for the NACA’s Aircraft Engine Research Laboratory (AERL). The NACA was established in 1915 to coordinate the nation’s aeronautical research. The committee opened a research laboratory at Langley Field in 1920. By the late 1930s, however, European nations, Germany in particular, were building faster and higher flying aircraft. The NACA decided to expand with a new Ames Aeronautical Laboratory dedicated to high-speed flight and the AERL to handle engine-related research. The NACA examined a number of Midwest locations for its new engine lab before deciding on Cleveland. At the time, Cleveland possessed the nation’s most advanced airport, several key aircraft manufacturing companies, and was home to the National Air Races. Local officials were also able to broker a deal with the power company to discount its electricity rates if the large wind tunnels were operated overnight. The decision was made in October 1940, and the groundbreaking alongside the airport took place on January 23, 1941. From left to right: William Hopkins, John Berry, Ray Sharp, Frederick Crawford, George Brett, Edward Warner, Sydney Kraus, Edward Blythin, and George Lewis

KSC-2012-2283

NASA Image and Video Library

2012-04-16

CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, visit with each other after arriving in T-38 jet aircraft. From the left, are Mission Specialists Alvin Drew, Nicole Stott, Michael Barrett and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

Piloting Vertical Flight Aircraft: A Conference on Flying Qualities and Human Factors

NASA Technical Reports Server (NTRS)

Blanken, Christopher L. (Editor); Whalley, Matthew S. (Editor)

1993-01-01

This document contains papers from a specialists' meeting entitled 'Piloting Vertical Flight Aircraft: A Conference on Flying Qualities and Human Factors.' Vertical flight aircraft, including helicopters and a variety of Vertical Takeoff and Landing (VTOL) concepts, place unique requirements on human perception, control, and performance for the conduct of their design missions. The intent of this conference was to examine, for these vehicles, advances in: (1) design of flight control systems for ADS-33C standards; (2) assessment of human factors influences of cockpit displays and operational procedures; (3) development of VTOL design and operational criteria; and (4) development of theoretical methods or models for predicting pilot/vehicle performance and mission suitability. A secondary goal of the conference was to provide an initial venue for enhanced interaction between human factors and handling qualities specialists.

Interaction of Aircraft Wakes From Laterally Spaced Aircraft

NASA Technical Reports Server (NTRS)

Proctor, Fred H.

2009-01-01

Large Eddy Simulations are used to examine wake interactions from aircraft on closely spaced parallel paths. Two sets of experiments are conducted, with the first set examining wake interactions out of ground effect (OGE) and the second set for in ground effect (IGE). The initial wake field for each aircraft represents a rolled-up wake vortex pair generated by a B-747. Parametric sets include wake interactions from aircraft pairs with lateral separations of 400, 500, 600, and 750 ft. The simulation of a wake from a single aircraft is used as baseline. The study shows that wake vortices from either a pair or a formation of B-747 s that fly with very close lateral spacing, last longer than those from an isolated B-747. For OGE, the inner vortices between the pair of aircraft, ascend, link and quickly dissipate, leaving the outer vortices to decay and descend slowly. For the IGE scenario, the inner vortices ascend and last longer, while the outer vortices decay from ground interaction at a rate similar to that expected from an isolated aircraft. Both OGE and IGE scenarios produce longer-lasting wakes for aircraft with separations less than 600 ft. The results are significant because concepts to increase airport capacity have been proposed that assume either aircraft formations and/or aircraft pairs landing on very closely spaced runways.

KSC-2012-2127

NASA Image and Video Library

2012-04-14

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery for its lift onto the top of a Shuttle Carrier Aircraft with the aid of the mate-demate device. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

KSC-2012-2126

NASA Image and Video Library

2012-04-14

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery in order to lift it onto the top of a Shuttle Carrier Aircraft with the aid of the mate-demate device. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis

Aircraft Fault Detection and Classification Using Multi-Level Immune Learning Detection

NASA Technical Reports Server (NTRS)

Wong, Derek; Poll, Scott; KrishnaKumar, Kalmanje

2005-01-01

This work is an extension of a recently developed software tool called MILD (Multi-level Immune Learning Detection), which implements a negative selection algorithm for anomaly and fault detection that is inspired by the human immune system. The immunity-based approach can detect a broad spectrum of known and unforeseen faults. We extend MILD by applying a neural network classifier to identify the pattern of fault detectors that are activated during fault detection. Consequently, MILD now performs fault detection and identification of the system under investigation. This paper describes the application of MILD to detect and classify faults of a generic transport aircraft augmented with an intelligent flight controller. The intelligent control architecture is designed to accommodate faults without the need to explicitly identify them. Adding knowledge about the existence and type of a fault will improve the handling qualities of a degraded aircraft and impact tactical and strategic maneuvering decisions. In addition, providing fault information to the pilot is important for maintaining situational awareness so that he can avoid performing an action that might lead to unexpected behavior - e.g., an action that exceeds the remaining control authority of the damaged aircraft. We discuss the detection and classification results of simulated failures of the aircraft's control system and show that MILD is effective at determining the problem with low false alarm and misclassification rates.

Impacts of the EA and SCA patterns on the 20th century NAO-winter precipitation relationship in Europe

NASA Astrophysics Data System (ADS)

Comas-Bru, Laia; McDermott, Frank

2013-04-01

Much of the 20th century multi-decadal variability in the NAO-winter precipitation relationship over the N. Atlantic / European sector can be ascribed to the combined effects of the North Atlantic Oscillation (NAO) and either the East Atlantic pattern (EA) or the Scandinavian pattern (SCA). The NAO, EA and SCA indices employed here are defined as the three leading vectors of the cross-correlation matrix calculated from monthly sea-level pressure anomalies for 138 complete winters from the 20CRv2 dataset (Compo et al., 2011). Winter precipitation data over Europe for the entire 20th century is derived from the high resolution CRU-TS3.1 climate dataset (Mitchell and Jones, 2005). Here we document for the first time, that different NAO/EA and NAO/SCA combinations systematically influence winter precipitation conditions in Europe as a consequence of NAO dipole migrations. We find that the zero-correlated line of the NAO-winter precipitation relationship migrates southwards when the EA is in the opposite phase to the NAO. This can be related to a south-westwards migration of the NAO dipole under these conditions, as shown by teleconnectivity maps. Similarly, a clockwise movement of the NAO-winter climate correlated areas occurs when the phase of the SCA is opposite to that of the NAO, reflecting a clockwise movement of the NAO dipole under these conditions. An important implication of these migrations is that they influence the spatial and temporal stationarity of climate-NAO relationships. As a result, the link between winter precipitation patterns and the NAO is not straightforward in some regions such as the southern UK, Ireland and France. For instance, much of the inter-annual variability in the N-S winter precipitation gradient in the UK, originally attributed to inter-annual and inter-decadal variability of the NAO, reflects the migration of the NAO dipole, linked to linear combinations of the NAO and the EA. Our results indicate that when the N-S winter

Moving base simulation of an integrated flight and propulsion control system for an ejector-augmentor STOVL aircraft in hover

NASA Technical Reports Server (NTRS)

Mcneill, Walter, E.; Chung, William W.; Stortz, Michael W.

1995-01-01

A piloted motion simulator evaluation, using the NASA Ames Vertical Motion Simulator, was conducted in support of a NASA Lewis Contractual study of the integration of flight and propulsion systems of a STOVL aircraft. Objectives of the study were to validate the Design Methods for Integrated Control Systems (DMICS) concept, to evaluate the handling qualities, and to assess control power usage. The E-7D ejector-augmentor STOVL fighter design served as the basis for the simulation. Handling-qualities ratings were obtained during precision hover and shipboard landing tasks. Handling-qualities ratings for these tasks ranged from satisfactory to adequate. Further improvement of the design process to fully validate the DMICS concept appears to be warranted.

In Flight Evaluation of Active Inceptor Force-Feel Characteristics and Handling Qualities

NASA Technical Reports Server (NTRS)

Lusardi, Jeff A.; Blanken, Chris L.; Ott, Carl Raymond; Malpica, Carlos A.; von Gruenhagen, Wolfgang

2012-01-01

The effect of inceptor feel-system characteristics on piloted handling qualities has been a research topic of interest for many years. Most of the research efforts have focused on advanced fly-by-wire fixed-wing aircraft with only a few studies investigating the effects on rotorcraft. Consequently, only limited guidance is available on how cyclic force-feel characteristics should be set to obtain optimal handling qualities for rotorcraft. To study this effect, the U.S. Army Aeroflightdynamics Directorate working with the DLR Institute of Flight Systems in Germany under Task X of the U.S. German Memorandum of Understanding have been conducting flight test evaluations. In the U.S., five experimental test pilots have completed evaluations of two Mission Task Elements (MTEs) from ADS-33E-PRF and two command/response types for a matrix of center-stick cyclic force-feel characteristics at Moffett Field. In Germany, three experimental test Pilots have conducted initial evaluations of the two MTEs with two command/response types for a parallel matrix of side-stick cyclic force-feel characteristics at WTD-61 in Manching. The resulting data set is used to correlate the effect of changes in natural frequency and damping ratio of the cyclic inceptor on the piloted handling qualities. Existing criteria in ADS-33E and a proposed Handling Qualities Sensitivity Function that includes the effects of the cyclic force-feel characteristics are also evaluated against the data set and discussed.

A second cistron in the CACNA1A gene encodes a transcription factor that mediates cerebellar development and SCA6

PubMed Central

Du, Xiaofei; Wang, Jun; Zhu, Haipeng; Rinaldo, Lorenzo; Lamar, Kay-Marie; Palmenberg, Ann C.; Hansel, Christian; Gomez, Christopher M.

2014-01-01

SUMMARY The CACNA1A gene, encoding the voltage-gated calcium channel subunit α1A, is involved in pre- and postsynaptic Ca2+ signaling, gene expression, and several genetic neurological disorders. We found that CACNA1A employs a novel strategy to directly coordinate a gene expression program, using a bicistronic mRNA bearing a cryptic internal ribosomal entry site (IRES). The first cistron encodes the well-characterized α1A subunit. The second expresses a newly-recognized transcription factor, α1ACT, that coordinates expression of a program of genes involved in neural and Purkinje cell development. α1ACT also contains the polyglutamine (polyQ) tract that, when expanded, causes spinocerebellar ataxia type 6 (SCA6). When expressed as an independent polypeptide, α1ACT, bearing an expanded polyQ tract, lacks transcription factor function and neurite outgrowth properties, causes cell death in culture, and leads to ataxia and cerebellar atrophy in transgenic mice. Suppression of CACNA1A IRES function in SCA6 may be a potential therapeutic strategy. PMID:23827678

Instrument Display Visual Angles for Conventional Aircraft and the MQ-9 Ground Control Station

NASA Technical Reports Server (NTRS)

Kamine, Tovy Haber; Bendrick, Gregg A.

2008-01-01

Aircraft instrument panels should be designed such that primary displays are in optimal viewing location to minimize pilot perception and response time. Human Factors engineers define three zones (i.e. cones ) of visual location: 1) "Easy Eye Movement" (foveal vision); 2) "Maximum Eye Movement" (peripheral vision with saccades), and 3) "Head Movement (head movement required). Instrument display visual angles were measured to determine how well conventional aircraft (T-34, T-38, F- 15B, F-16XL, F/A-18A, U-2D, ER-2, King Air, G-III, B-52H, DC-10, B747-SCA) and the MQ-9 ground control station (GCS) complied with these standards, and how they compared with each other. Selected instrument parameters included: attitude, pitch, bank, power, airspeed, altitude, vertical speed, heading, turn rate, slip/skid, AOA, flight path, latitude, longitude, course, bearing, range and time. Vertical and horizontal visual angles for each component were measured from the pilot s eye position in each system. The vertical visual angles of displays in conventional aircraft lay within the cone of "Easy Eye Movement" for all but three of the parameters measured, and almost all of the horizontal visual angles fell within this range. All conventional vertical and horizontal visual angles lay within the cone of Maximum Eye Movement. However, most instrument vertical visual angles of the MQ-9 GCS lay outside the cone of Easy Eye Movement, though all were within the cone of Maximum Eye Movement. All the horizontal visual angles for the MQ-9 GCS were within the cone of "Easy Eye Movement". Most instrument displays in conventional aircraft lay within the cone of Easy Eye Movement, though mission-critical instruments sometimes displaced less important instruments outside this area. Many of the MQ-9 GCS systems lay outside this area. Specific training for MQ-9 pilots may be needed to avoid increased response time and potential error during flight. The learning objectives include: 1) Know three

Advances in SCA and RF-DNA Fingerprinting Through Enhanced Linear Regression Attacks and Application of Random Forest Classifiers

DTIC Science & Technology

2014-09-18

Converter AES Advance Encryption Standard ANN Artificial Neural Network APS Application Support AUC Area Under the Curve CPA Correlation Power Analysis ...Importance WGN White Gaussian Noise WPAN Wireless Personal Area Networks XEnv Cross-Environment XRx Cross-Receiver xxi ADVANCES IN SCA AND RF-DNA...based tool called KillerBee was released in 2009 that increases the exposure of ZigBee and other IEEE 802.15.4-based Wireless Personal Area Networks

Aircraft

DOEpatents

Hibbs, Bart D.; Lissaman, Peter B. S.; Morgan, Walter R.; Radkey, Robert L.

1998-01-01

This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gasses for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well.

Aircraft

DOEpatents

Hibbs, B.D.; Lissaman, P.B.S.; Morgan, W.R.; Radkey, R.L.

1998-09-22

This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing`s top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gases for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well. 31 figs.

KSC-2012-2381

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft transporting space shuttle Discovery shares the sky with a flock of seagulls as it flies over Cocoa Beach just after sunrise, giving Brevard County residents the opportunity to see the shuttle for the last time before it leaves the Space Coast for its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is ferrying Discovery to the Washington Dulles International Airport in Virginia today, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center around April 19. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/R. D. Lee

KSC-2012-2482

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. - The wheels of the Shuttle Carrier Aircraft leave the ground at NASA's Kennedy Space Center in Florida as space shuttle Discovery's ferry flight begins. The duo took off from Kennedy's runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer

KSC-2012-2479

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. - Space shuttle Discovery is secured to the top of the Shuttle Carrier Aircraft in anticipation of an early morning takeoff from NASA's Kennedy Space Center in Florida. The duo departed Kennedy's runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer

KSC-2012-2481

NASA Image and Video Library

2012-04-17

CAPE CANAVERAL, Fla. - With space shuttle Discovery secured to its back, the Shuttle Carrier Aircraft is positioned for takeoff at the north end of runway 15 at NASA's Kennedy Space Center in Florida. The duo departed Kennedy at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer

KSC-2012-1988

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft touches down at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin

KSC-2012-1987

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft touches down at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin

KSC-2012-1986

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin

KSC-2012-2292

NASA Image and Video Library

2012-04-16

CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, the Shuttle Carrier Aircraft with space shuttle Discovery secured to its back is parked on the tarmac awaiting departure from Kennedy tomorrow morning. The aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs

Reducing Mouse Anxiety during Handling: Effect of Experience with Handling Tunnels

PubMed Central

Gouveia, Kelly; Hurst, Jane L.

2013-01-01

Handling stress is a well-recognised source of variation in animal studies that can also compromise the welfare of research animals. To reduce background variation and maximise welfare, methods that minimise handling stress should be developed and used wherever possible. Recent evidence has shown that handling mice by a familiar tunnel that is present in their home cage can minimise anxiety compared with standard tail handling. As yet, it is unclear whether a tunnel is required in each home cage to improve response to handling. We investigated the influence of prior experience with home tunnels among two common strains of laboratory mice: ICR(CD-1) and C57BL/6. We compared willingness to approach the handler and anxiety in an elevated plus maze test among mice picked up by the tail, by a home cage tunnel or by an external tunnel shared between cages. Willingness to interact with the handler was much greater for mice handled by a tunnel, even when this was unfamiliar, compared to mice picked up by the tail. Once habituated to handling, C57BL/6 mice were most interactive towards a familiar home tunnel, whereas the ICR strain showed strong interaction with all tunnel handling regardless of any experience of a home cage tunnel. Mice handled by a home cage or external tunnel showed less anxiety in an elevated plus maze than those picked up by the tail. This study shows that using a tunnel for routine handling reduces anxiety among mice compared to tail handling regardless of prior familiarity with tunnels. However, as home cage tunnels can further improve response to handling in some mice, we recommend that mice are handled with a tunnel provided in their home cage where possible as a simple practical method to minimise handling stress. PMID:23840458

Reducing mouse anxiety during handling: effect of experience with handling tunnels.

PubMed

Gouveia, Kelly; Hurst, Jane L

2013-01-01

Handling stress is a well-recognised source of variation in animal studies that can also compromise the welfare of research animals. To reduce background variation and maximise welfare, methods that minimise handling stress should be developed and used wherever possible. Recent evidence has shown that handling mice by a familiar tunnel that is present in their home cage can minimise anxiety compared with standard tail handling. As yet, it is unclear whether a tunnel is required in each home cage to improve response to handling. We investigated the influence of prior experience with home tunnels among two common strains of laboratory mice: ICR(CD-1) and C57BL/6. We compared willingness to approach the handler and anxiety in an elevated plus maze test among mice picked up by the tail, by a home cage tunnel or by an external tunnel shared between cages. Willingness to interact with the handler was much greater for mice handled by a tunnel, even when this was unfamiliar, compared to mice picked up by the tail. Once habituated to handling, C57BL/6 mice were most interactive towards a familiar home tunnel, whereas the ICR strain showed strong interaction with all tunnel handling regardless of any experience of a home cage tunnel. Mice handled by a home cage or external tunnel showed less anxiety in an elevated plus maze than those picked up by the tail. This study shows that using a tunnel for routine handling reduces anxiety among mice compared to tail handling regardless of prior familiarity with tunnels. However, as home cage tunnels can further improve response to handling in some mice, we recommend that mice are handled with a tunnel provided in their home cage where possible as a simple practical method to minimise handling stress.

DiSCaMB: a software library for aspherical atom model X-ray scattering factor calculations with CPUs and GPUs.

PubMed

Chodkiewicz, Michał L; Migacz, Szymon; Rudnicki, Witold; Makal, Anna; Kalinowski, Jarosław A; Moriarty, Nigel W; Grosse-Kunstleve, Ralf W; Afonine, Pavel V; Adams, Paul D; Dominiak, Paulina Maria

2018-02-01

It has been recently established that the accuracy of structural parameters from X-ray refinement of crystal structures can be improved by using a bank of aspherical pseudoatoms instead of the classical spherical model of atomic form factors. This comes, however, at the cost of increased complexity of the underlying calculations. In order to facilitate the adoption of this more advanced electron density model by the broader community of crystallographers, a new software implementation called DiSCaMB , 'densities in structural chemistry and molecular biology', has been developed. It addresses the challenge of providing for high performance on modern computing architectures. With parallelization options for both multi-core processors and graphics processing units (using CUDA), the library features calculation of X-ray scattering factors and their derivatives with respect to structural parameters, gives access to intermediate steps of the scattering factor calculations (thus allowing for experimentation with modifications of the underlying electron density model), and provides tools for basic structural crystallographic operations. Permissively (MIT) licensed, DiSCaMB is an open-source C++ library that can be embedded in both academic and commercial tools for X-ray structure refinement.

Large Polyglutamine Repeats Cause Muscle Degeneration in SCA17 Mice

PubMed Central

Huang, Shanshan; Yang, Su; Guo, Jifeng; Yan, Sen; Gaertig, Marta A.; Li, Shihua; Li, Xiao-Jiang

2015-01-01

SUMMARY In polyglutamine (polyQ) diseases, large polyQ repeats cause juvenile cases with different symptoms than adult-onset patients, who carry smaller expanded polyQ repeats. The mechanisms behind the differential pathology mediated by different polyQ repeat lengths remain unknown. By studying knock-in mouse models of spinal cerebellar ataxia-17 (SCA17), we found that a large polyQ (105 glutamines) in the TATA box-binding protein (TBP) preferentially causes muscle degeneration and reduces the expression of muscle-specific genes. Direct expression of TBP with different polyQ repeats in mouse muscle revealed that muscle degeneration is mediated only by the large polyQ repeats. Different polyQ repeats differentially alter TBP’s interaction with neuronal and muscle-specific transcription factors. As a result, the large polyQ repeat decreases the association of MyoD with TBP and DNA promoters. Our findings suggest that specific alterations in protein interactions by large polyQ repeats may account for the unique pathology in juvenile polyQ diseases. PMID:26387956

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Manufacture of new aircraft, aircraft... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

XV-15 Tiltrotor Aircraft: 1997 Acoustic Testing

NASA Technical Reports Server (NTRS)

Edwards, Bryan D.; Conner, David A.

2003-01-01

XV-15 acoustic test is discussed, and measured results are presented. The test was conducted by NASA Langley and Bell Helicopter Textron, Inc., during June - July 1997, at the BHTI test site near Waxahachie, Texas. This was the second in a series of three XV-15 tests to document the acoustic signature of the XV-15 tiltrotor aircraft for a variety of flight conditions and minimize the noise signature during approach. Tradeoffs between flight procedures and the measured noise are presented to illustrate the noise abatement flight procedures. The test objectives were to: (1) support operation of future tiltrotors by further developing and demonstrating low-noise flight profiles, while maintaining acceptable handling and ride qualities, and (2) refine approach profiles, selected from previous (1995) tiltrotor testing, to incorporate Instrument Flight Rules (IFR), handling qualities constraints, operations and tradeoffs with sound. Primary emphasis was given to the approach flight conditions where blade-vortex interaction (BVI) noise dominates, because this condition influences community noise impact more than any other. An understanding of this part of the noise generating process could guide the development of low noise flight operations and increase the tiltrotor's acceptance in the community.

KSC-2012-2337

NASA Image and Video Library

2012-04-16

CAPE CANAVERAL, Fla. – It’s a full house on the tarmac at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida with the arrival of astronauts in T-38 jets, the “pathfinder” aircraft for space shuttle Discovery’s ferry flight and the Shuttle Carrier Aircraft with Discovery secured on its back. The astronauts are participating in the festivities related to the final departure of Discovery from Kennedy. The NASA C-9 pathfinder aircraft will fly about 100 miles ahead of Discovery to scout for the safest route between destinations. Its crew includes an SCA flight engineer who studies the weather patterns along the flight path to find a route free of rain and other turbulence. The carrier aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use which was modified by NASA to transport the shuttles between destinations on Earth. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, and is assigned to all remaining ferry missions, delivering the shuttles to their permanent public display sites. After its arrival at Dulles, Discovery will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center on April 19. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Amanda Diller

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three

Advanced AFCS developments on the XV-15 tilt rotor research aircraft. [Automatic Flight Control System

NASA Technical Reports Server (NTRS)

Churchill, G. B.; Gerdes, R. M.

1984-01-01

The design criteria and control and handling qualities of the Automatic Flight Control System (AFCS), developed in the framework of the XV-15 tilt-rotor research aircraft, are evaluated, differentiating between the stability and control criteria. A technically aggressive SCAS control law was implemented, demonstrating that significant benefits accrue when stability criteria are separated from design criteria; the design analyses for application of the control law are presented, and the limit bandwidth for stabilization in hovering flight is shown to be defined by rotor or control lag functions. Flight tests of the aircraft resulted in a rating of 3 on the Cooper-Harper scale; a possibility of achieving a rating of 2 is expected if the system is applied to the yaw and heave control modes.

Analysis of soil moisture extraction algorithm using data from aircraft experiments

NASA Technical Reports Server (NTRS)

Burke, H. H. K.; Ho, J. H.

1981-01-01

A soil moisture extraction algorithm is developed using a statistical parameter inversion method. Data sets from two aircraft experiments are utilized for the test. Multifrequency microwave radiometric data surface temperature, and soil moisture information are contained in the data sets. The surface and near surface ( or = 5 cm) soil moisture content can be extracted with accuracy of approximately 5% to 6% for bare fields and fields with grass cover by using L, C, and X band radiometer data. This technique is used for handling large amounts of remote sensing data from space.

Psychosocial indicators among aircraft maintenance workers with and without neck and shoulder musculoskeletal symptoms.

PubMed

Oliveira, A; Nogueira, H; Diniz, A; Barbieri, D

2012-01-01

In the aircraft maintenance industry, most of workers performs manual handling tasks of different materials, varying from small objects up to large pieces of the aircraft. It can increase the occurrence of work-related musculoskeletal disorders (WMSDs), which are strongly associated with high physical demands required by the task. Moreover, psychosocial demands are considered as risk factors for musculoskeletal disorders in both the upper limbs and lumbar spine. Thus, the objective of this study was to assess psychosocial indicators among aircraft maintenance workers according to the presence of neck and shoulder musculoskeletal symptoms. Eighty workers of an aircraft maintenance company were evaluated (32.69 ± 8.25 years, 79.8 ± 13.4 kg, 175 ± 7 cm). According to physical examination, 50 workers were classified as asymptomatic (AS - 4.1 ± 3.17 positive signs) whilst 30 workers were classified as symptomatic (SS - 26.72 ± 11.44 positive signs). AS and SS have shown similar profile of demand (p = 0.62), control (p = 0.66) and social support (p = 0.74) according to the Job Content Questionnaire. However, the groups are different when considering work engagement variables. In general, SS have higher scores than AS (p < 0.05).

A.I.-based real-time support for high performance aircraft operations

NASA Technical Reports Server (NTRS)

Vidal, J. J.

1985-01-01

Artificial intelligence (AI) based software and hardware concepts are applied to the handling system malfunctions during flight tests. A representation of malfunction procedure logic using Boolean normal forms are presented. The representation facilitates the automation of malfunction procedures and provides easy testing for the embedded rules. It also forms a potential basis for a parallel implementation in logic hardware. The extraction of logic control rules, from dynamic simulation and their adaptive revision after partial failure are examined. It uses a simplified 2-dimensional aircraft model with a controller that adaptively extracts control rules for directional thrust that satisfies a navigational goal without exceeding pre-established position and velocity limits. Failure recovery (rule adjusting) is examined after partial actuator failure. While this experiment was performed with primitive aircraft and mission models, it illustrates an important paradigm and provided complexity extrapolations for the proposed extraction of expertise from simulation, as discussed. The use of relaxation and inexact reasoning in expert systems was also investigated.

World commercial aircraft accidents

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

Kimura, C.Y.

1993-01-01

This report is a compilation of all accidents world-wide involving aircraft in commercial service which resulted in the loss of the airframe or one or more fatality, or both. This information has been gathered in order to present a complete inventory of commercial aircraft accidents. Events involving military action, sabotage, terrorist bombings, hijackings, suicides, and industrial ground accidents are included within this list. Included are: accidents involving world commercial jet aircraft, world commercial turboprop aircraft, world commercial pistonprop aircraft with four or more engines and world commercial pistonprop aircraft with two or three engines from 1946 to 1992. Each accidentmore » is presented with information in the following categories: date of the accident, airline and its flight numbers, type of flight, type of aircraft, aircraft registration number, construction number/manufacturers serial number, aircraft damage, accident flight phase, accident location, number of fatalities, number of occupants, cause, remarks, or description (brief) of the accident, and finally references used. The sixth chapter presents a summary of the world commercial aircraft accidents by major aircraft class (e.g. jet, turboprop, and pistonprop) and by flight phase. The seventh chapter presents several special studies including a list of world commercial aircraft accidents for all aircraft types with 100 or more fatalities in order of decreasing number of fatalities, a list of collision accidents involving commercial aircrafts, and a list of world commercial aircraft accidents for all aircraft types involving military action, sabotage, terrorist bombings, and hijackings.« less

Sprag Handle Wrenches

NASA Technical Reports Server (NTRS)

Vranishm, John M.

2010-01-01

Sprag handle wrenches have been proposed for general applications in which conventional pawl-and-ratchet wrenches and sprag and cam "clickless" wrenches are now used. Sprag handle wrenches are so named because they would include components that would function both as parts of handles and as sprags (roller locking/unlocking components). In comparison with all of the aforementioned conventional wrenches, properly designed sprag handle wrenches could operate with much less backlash; in comparison with the conventional clickless wrenches, sprag handle wrenches could be stronger and less expensive (because the sprags would be larger and more easily controllable than are conventional sprags and cams).

An overview of the Douglas Aircraft Company Aeroelastic Design Optimization Program (ADOP)

NASA Technical Reports Server (NTRS)

Dodd, Alan J.

1989-01-01

From a program manager's viewpoint, the history, scope and architecture of a major structural design program at Douglas Aircraft Company called Aeroelastic Design Optimization Program (ADOP) are described. ADOP was originally intended for the rapid, accurate, cost-effective evaluation of relatively small structural models at the advanced design level, resulting in improved proposal competitiveness and avoiding many costly changes later in the design cycle. Before release of the initial version in November 1987, however, the program was expanded to handle very large production-type analyses.

KSC-2009-3451

NASA Image and Video Library

2009-05-29

CAPE CANAVERAL, Fla. – This Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is prepared for its ferry flight to Florida, carrying space shuttle Atlantis. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

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.

A review of vapour lock issues during motor gasoline or automotive gasoline usage in piston engine aircraft

NASA Astrophysics Data System (ADS)

Thanikasalam, K.; Rahmat, M.; Fahmi, A. G. Mohammad; Zulkifli, A. M.; Shawal, N. Noor; Ilanchelvi, K.; Ananth, M.; Elayarasan, R.

2018-05-01

Since there is a developing practice of utilizing automotive fuels as flight fuel, there are higher chances of dangerous scenarios, particularly in the operation of piston aircraft engines. The use of motor vehicle gas (MOGAS) or aviation gas (AVGAS) in the operation of aviation piston engine increases the risk of vapour locking. A statistical examination of European aviation industry indicates that around 20,000 aircraft are affected either specifically or conceivably by the different negative impacts of gasoline blended with ethanol. Particularly, for most contemporary carburettor engines, there are risks associated with ethanol-admixed fuels that have potential to upset engine operation. The danger of vapour locking, which is the generation of gas bubbles inside the fuel system causing an impairment of fuel movement in the engine, is well documented particularly by studies on aircraft using MOGAS. Contrasted with AVGAS, MOGAS is inclined to demonstrate this phenomenon. Vapour lock is perhaps the leading serious problem that ought to be addressed if MOGAS is to be used as a substitute for AVGAS. Vapour lock problem is critical because it causes malfunctions to aircraft engines. Thus, an understanding of vapour handling ability of small aircraft is essential to establish safe operating confines at existing fuel temperature and pressures.

Flight performance using a hyperstereo helmet-mounted display: aircraft handling

NASA Astrophysics Data System (ADS)

Jennings, Sion A.; Craig, Gregory L.; Stuart, Geoffrey W.; Kalich, Melvyn E.; Rash, Clarence E.; Harding, Thomas H.

2009-05-01

A flight study was conducted to assess the impact of hyperstereopsis on helicopter handling proficiency, workload and pilot acceptance. Three pilots with varying levels of night vision goggle and hyperstereo helmet-mounted display experience participated in the test. The pilots carried out a series of flights consisting of low-level maneuvers over a period of two weeks. Four of the test maneuvers, The turn around the tail, the hard surface landing, the hover height estimation and the tree-line following were analysed in detail. At the end of the testing period, no significant difference was observed in the performance data, between maneuvers performed with the TopOwl helmet and maneuvers performed with the standard night vision goggle. This study addressed only the image intensification display aspects of the TopOwl helmet system. The tests did not assess the added benefits of overlaid symbology or head slaved infrared camera imagery. These capabilities need to be taken into account when assessing the overall usefulness of the TopOwl system. Even so, this test showed that pilots can utilize the image intensification imagery displayed on the TopOwl to perform benign night flying tasks to an equivalent level as pilots using ANVIS. The study should be extended to investigate more dynamic and aggressive low level flying, slope landings and ship deck landings. While there may be concerns regarding the effect of hyperstereopsis on piloting, this initial study suggests that pilots can either adapt or compensate for hyperstereo effects with sufficient exposure and training. Further analysis and testing is required to determine the extent of training required.

Transportation and handling loads

NASA Technical Reports Server (NTRS)

Ostrem, F. E.

1971-01-01

Criteria and recommended practices are presented for the prediction and verification of transportation and handling loads for the space vehicle structure and for monitoring these loads during transportation and handling of the vehicle or major vehicle segments. Elements of the transportation and handling systems, and the forcing functions and associated loads are described. The forcing functions for common carriers and typical handling devices are assessed, and emphasis is given to the assessment of loads at the points where the space vehicle is supported during transportation and handling. Factors which must be considered when predicting the loads include the transportation and handling medium; type of handling fixture; transport vehicle speed; types of terrain; weather (changes in pressure of temperature, wind, etc.); and dynamics of the transportation modes or handling devices (acceleration, deceleration, and rotations of the transporter or handling device).

Development of a New Departure Aversion Standard for Light Aircraft

NASA Technical Reports Server (NTRS)

Borer, Nicholas K.

2017-01-01

The Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) have recently established new light aircraft certification rules that introduce significant changes to the current regulations. The changes include moving from prescriptive design requirements to performance-based standards, transferring many of the acceptable means of compliance out of the rules and into consensus standards. In addition, the FAA/EASA rules change the performance requirements associated with some of the more salient safety issues regarding light aircraft. One significant change is the elimination of spin recovery demonstration. The new rules now call for enhanced stall warning and aircraft handling characteristics that demonstrate resistance to inadvertent departure from controlled flight. The means of compliance with these changes in a safe, cost-effective manner is a challenging problem. This paper discusses existing approaches to reducing the likelihood of departure from controlled flight and introduces a new approach, dubbed Departure Aversion, which allows applicants to tailor the amount of departure resistance, stall warning, and enhanced safety equipment to meet the new proposed rules. The Departure Aversion approach gives applicants the freedom to select the most cost-effective portfolio for their design, while meeting the safety intent of the new rules, by ensuring that any combination of the selected approaches will be at a higher equivalent level of safety than today's status quo.

Raptors and aircraft

USGS Publications Warehouse

Smith, D.G.; Ellis, D.H.; Johnson, T.H.; Glinski, Richard L.; Pendleton, Beth Giron; Moss, Mary Beth; LeFranc, Maurice N.=; Millsap, Brian A.; Hoffman, Stephen W.

1988-01-01

Less than 5% of all bird strikes of aircraft are by raptor species, but damage to airframe structure or jet engine dysfunction are likely consequences. Beneficial aircraft-raptor interactions include the use of raptor species to frighten unwanted birds from airport areas and the use of aircraft to census raptor species. Many interactions, however, modify the raptor?s immediate behavior and some may decrease reproduction of sensitive species. Raptors may respond to aircraft stimuli by exhibiting alarm, increased heart rate, flushing or fleeing and occasionally by directly attacking intruding aircraft. To date, most studies reveal that raptor responses to aircraft are brief and do not limit reproduction; however, additional study is needed.

Millimeter-Wave Localizers for Aircraft-to-Aircraft Approach Navigation

NASA Technical Reports Server (NTRS)

Tang, Adrian J.

2013-01-01

Aerial refueling technology for both manned and unmanned aircraft is critical for operations where extended aircraft flight time is required. Existing refueling assets are typically manned aircraft, which couple to a second aircraft through the use of a refueling boom. Alignment and mating of the two aircraft continues to rely on human control with use of high-resolution cameras. With the recent advances in unmanned aircraft, it would be highly advantageous to remove/reduce human control from the refueling process, simplifying the amount of remote mission management and enabling new operational scenarios. Existing aerial refueling uses a camera, making it non-autonomous and prone to human error. Existing commercial localizer technology has proven robust and reliable, but not suited for aircraft-to-aircraft approaches like in aerial refueling scenarios since the resolution is too coarse (approximately one meter). A localizer approach system for aircraft-to-aircraft docking can be constructed using the same modulation with a millimeterwave carrier to provide high resolution. One technology used to remotely align commercial aircraft on approach to a runway are ILS (instrument landing systems). ILS have been in service within the U.S. for almost 50 years. In a commercial ILS, two partially overlapping beams of UHF (109 to 126 MHz) are broadcast from an antenna array so that their overlapping region defines the centerline of the runway. This is called a localizer system and is responsible for horizontal alignment of the approach. One beam is modulated with a 150-Hz tone, while the other with a 90-Hz tone. Through comparison of the modulation depths of both tones, an autopilot system aligns the approaching aircraft with the runway centerline. A similar system called a glide-slope (GS) exists in the 320-to-330MHz band for vertical alignment of the approach. While this technology has been proven reliable for millions of commercial flights annually, its UHF nature limits

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel remove protective covers from the newly arrived NASA/McDonnell Douglas Corporation X-36 Tailless Fighter Agility Research Aircraft. It arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft in it's hangar at NASA Dryden Flight Research Center, Edwards, California, following its arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel wait to attach a hoist to the X-36 Tailless Fighter Agility Research Aircraft, which arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft is steered to it's hangar at NASA Dryden Flight Research Center, Edwards, California, following arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a

KSC-2012-1993

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2011

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft toward the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2009

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft coasts down the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-1998

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft parks near the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2013

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2037

NASA Image and Video Library

2012-04-11

CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky

KSC-2012-1999

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft parks near the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2008

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2004

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – This overhead view shows Shuttle Carrier Aircraft parked on the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2005

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2002

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The newly arrived Shuttle Carrier Aircraft is seen through the platforms of the mate-demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-1992

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2012

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides onto the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2001

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – Preparations are under way at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida for the pilots of the newly arrived Shuttle Carrier Aircraft to disembark. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-1997

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-1995

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft along the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2035

NASA Image and Video Library

2012-04-11

CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky

KSC-2012-2007

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft makes contact with the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-2010

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft along the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-1994

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2006

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft prepares to touch down on the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann

KSC-2012-1989

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin

KSC-2012-2000

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft comes to a stop on the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-2111

NASA Image and Video Library

2012-04-14

CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, will ferry space shuttle Discovery to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Tim Jacobs

KSC-2012-2003

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – The newly arrived Shuttle Carrier Aircraft is framed by a grappling fixture on the mate-demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

KSC-2012-1996

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft onto the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2011 CFR

2011-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2014 CFR

2014-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2013 CFR

2013-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2012 CFR

2012-01-01

... engines, and propellers. 21.6 Section 21.6 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

Hypersonic aircraft design

NASA Technical Reports Server (NTRS)

Alkamhawi, Hani; Greiner, Tom; Fuerst, Gerry; Luich, Shawn; Stonebraker, Bob; Wray, Todd

1990-01-01

A hypersonic aircraft is designed which uses scramjets to accelerate from Mach 6 to Mach 10 and sustain that speed for two minutes. Different propulsion systems were considered and it was decided that the aircraft would use one full scale turbofan-ramjet. Two solid rocket boosters were added to save fuel and help the aircraft pass through the transonic region. After considering aerodynamics, aircraft design, stability and control, cooling systems, mission profile, and landing systems, a conventional aircraft configuration was chosen over that of a waverider. The conventional design was chosen due to its landing characteristics and the relative expense compared to the waverider. Fuel requirements and the integration of the engine systems and their inlets are also taken into consideration in the final design. A hypersonic aircraft was designed which uses scramjets to accelerate from Mach 6 to Mach 10 and sustain that speed for two minutes. Different propulsion systems were considered and a full scale turbofan-ramjet was chosen. Two solid rocket boosters were added to save fuel and help the aircraft pass through the transonic reqion. After the aerodynamics, aircraft design, stability and control, cooling systems, mission profile, landing systems, and their physical interactions were considered, a conventional aircraft configuration was chosen over that of a waverider. The conventional design was chosen due to its landing characteristics and the relative expense compared to the waverider. Fuel requirements and the integration of the engine systems and their inlets were also considered in the designing process.

Investigation of Control System and Display Variations on Spacecraft Handling Qualities for Docking with Stationary and Rotating Targets

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Goodrich, Kenneth H.; Bailey, Randall E.; Barnes, James R.; Ragsdale, William A.; Neuhaus, Jason R.

2010-01-01

This paper documents the investigation into the manual docking of a preliminary version of the Crew Exploration Vehicle with stationary and rotating targets in Low Earth Orbit. The investigation was conducted at NASA Langley Research Center in the summer of 2008 in a repurposed fixed-base transport aircraft cockpit and involved nine evaluation astronauts and research pilots. The investigation quantified the benefits of a feed-forward reaction control system thruster mixing scheme to reduce translation-into-rotation coupling, despite unmodeled variations in individual thruster force levels and off-axis center of mass locations up to 12 inches. A reduced rate dead-band in the phase-plane attitude controller also showed some promise. Candidate predictive symbology overlaid on a docking ring centerline camera image did not improve handling qualities, but an innovative attitude status indicator symbol was beneficial. The investigation also showed high workload and handling quality problems when manual dockings were performed with a rotating target. These concerns indicate achieving satisfactory handling quality ratings with a vehicle configuration similar to the nominal Crew Exploration Vehicle may require additional automation.

Propulsion controlled aircraft computer

NASA Technical Reports Server (NTRS)

Cogan, Bruce R. (Inventor)

2010-01-01

A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

Unmanned aircraft systems

USDA-ARS?s Scientific Manuscript database

Unmanned platforms have become increasingly more common in recent years for acquiring remotely sensed data. These aircraft are referred to as Unmanned Airborne Vehicles (UAV), Remotely Piloted Aircraft (RPA), Remotely Piloted Vehicles (RPV), or Unmanned Aircraft Systems (UAS), the official term used...

Handling and restraint.

PubMed

Donovan, John; Brown, Patricia

2006-07-01

For the safety of the handler and the animal, proper methods for handling and restraining laboratory animals should be followed. Improper handling can result in increased stress and injury to the animal. In addition, the handler risks injury from bite wounds or scratches inflicted when the animal becomes fearful or anxious. By using sure, direct movements with a determined attitude, the animal can be easily handled and restrained. Animals can be restrained either manually or in a plastic restrainer. The protocols in this unit describe handling and manual restraint of mice, rats, hamsters, and rabbits. Alternate protocols describe restraint using the plastic restrainer.

Handling and restraint.

PubMed

Donovan, John; Brown, Patricia

2004-09-01

For the safety of the handler and the animal, proper methods for handling and restraining laboratory animals should be followed. Improper handling can result in increased stress and injury to the animal. In addition, the handler risks injury from bite wounds or scratches inflicted when the animal becomes fearful or anxious. By using sure, direct movements with a determined attitude, the animal can be easily handled and restrained. Animals can be restrained either manually or in a plastic restrainer. The protocols in this unit describe handling and manual restraint of mice, rats, hamsters, and rabbits. Alternate protocols describe restraint using the plastic restrainer.

KSC-2009-3469

NASA Image and Video Library

2009-06-01

CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis has arrived at Biggs Armuy Air Field in El Paso, Texas. Atlantis landed at Edwards Air Force Base in California on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

KSC-2009-3447

NASA Image and Video Library

2009-05-28

CAPE CANAVERAL, Fla. – Under the mate/demate device at Edwards Air Force Base in California, Atlantis is fitted with a sling to lift it for attachment to the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

KSC-2009-3470

NASA Image and Video Library

2009-06-01

CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis is ready for takeoff from El Paso. Atlantis landed at Edwards Air Force Base in California on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

KSC-2009-3448

NASA Image and Video Library

2009-05-28

CAPE CANAVERAL, Fla. – This Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is fitted with struts on top that will attach to space shuttle Atlantis for a piggyback flight. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

KSC-2009-3450

NASA Image and Video Library

2009-05-29

CAPE CANAVERAL, Fla. – Under the mate/demate device at Edwards Air Force Base in California, Atlantis is fitted with a sling to lift it for attachment to the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky

Shuttle Enterprise Flight To New York

NASA Image and Video Library

2012-04-27

Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Hudson River, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Matt Hedges)

Shuttle Enterprise Flight To New York

NASA Image and Video Library

2012-04-27

Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Verrazano Bridge, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)

Shuttle Enterprise Flight To New York

NASA Image and Video Library

2012-04-27

Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Hudson River, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)

Application of shape memory alloy (SMA) spars for aircraft maneuver enhancement

NASA Astrophysics Data System (ADS)

Nam, Changho; Chattopadhyay, Aditi; Kim, Youdan

2002-07-01

Modern combat aircraft are required to achieve aggressive maneuverability and high agility performance, while maintaining handling qualities over a wide range of flight conditions. Recently, a new adaptive-structural concept called variable stiffness spar is proposed in order to increase the maneuverability of the flexible aircraft. The variable stiffness spar controls wing torsional stiffness to enhance roll performance in the complete flight envelope. However, variable stiffness spar requires the mechanical actuation system in order to rotate the Variable stiffness spar during flight. The mechanical actuation system to rotate variable stiffness spar may cause an additional weight increase. In this paper, we will apply Shape Memory Alloy (SMA) spars for aeroelastic performance enhancement. In order to explore the potential of SMA spar design, roll performance of the composite smart wings will be investigated using ASTROS. Parametric study will be conducted to investigate the SMA spar effects by changing the spar locations and geometry. The results show that with activation of the SMA spar, the roll effectiveness can be increased up to 61% compared with the baseline model.

Small transport aircraft technology

NASA Technical Reports Server (NTRS)

Williams, L. J.

1983-01-01

Information on commuter airline trends and aircraft developments is provided to upgrade the preliminary findings of a NASA-formed small transport aircraft technology (STAT) team, established to determine whether the agency's research and development programs could help commuter aircraft manufacturers solve technical problems related to passenger acceptance and use of 19- to 50-passenger aircraft. The results and conclusions of the full set of completed STAT studies are presented. These studies were performed by five airplane manufacturers, five engine manufacturers, and two propeller manufacturers. Those portions of NASA's overall aeronautics research and development programs which are applicable to commuter aircraft design are summarized. Areas of technology that might beneficially be expanded or initiated to aid the US commuter aircraft manufacturers in the evolution of improved aircraft for the market are suggested.

Airborne Subscale Transport Aircraft Research Testbed: Aircraft Model Development

NASA Technical Reports Server (NTRS)

Jordan, Thomas L.; Langford, William M.; Hill, Jeffrey S.

2005-01-01

The Airborne Subscale Transport Aircraft Research (AirSTAR) testbed being developed at NASA Langley Research Center is an experimental flight test capability for research experiments pertaining to dynamics modeling and control beyond the normal flight envelope. An integral part of that testbed is a 5.5% dynamically scaled, generic transport aircraft. This remotely piloted vehicle (RPV) is powered by twin turbine engines and includes a collection of sensors, actuators, navigation, and telemetry systems. The downlink for the plane includes over 70 data channels, plus video, at rates up to 250 Hz. Uplink commands for aircraft control include over 30 data channels. The dynamic scaling requirement, which includes dimensional, weight, inertial, actuator, and data rate scaling, presents distinctive challenges in both the mechanical and electrical design of the aircraft. Discussion of these requirements and their implications on the development of the aircraft along with risk mitigation strategies and training exercises are included here. Also described are the first training (non-research) flights of the airframe. Additional papers address the development of a mobile operations station and an emulation and integration laboratory.

Aircraft Electric Secondary Power

NASA Technical Reports Server (NTRS)

1983-01-01

Technologies resulted to aircraft power systems and aircraft in which all secondary power is supplied electrically are discussed. A high-voltage dc power generating system for fighter aircraft, permanent magnet motors and generators for aircraft, lightweight transformers, and the installation of electric generators on turbine engines are among the topics discussed.

Preliminary simulation of an advanced, hingless rotor XV-15 tilt-rotor aircraft

NASA Technical Reports Server (NTRS)

Mcveigh, M. A.

1976-01-01

The feasibility of the tilt-rotor concept was verified through investigation of the performance, stability and handling qualities of the XV-15 tilt rotor. The rotors were replaced by advanced-technology fiberglass/composite hingless rotors of larger diameter, combined with an advanced integrated fly-by-wire control system. A parametric simulation model of the HRXV-15 was developed, model was used to define acceptable preliminary ranges of primary and secondary control schedules as functions of the flight parameters, to evaluate performance, flying qualities and structural loads, and to have a Boeing-Vertol pilot conduct a simulated flight test evaluation of the aircraft.

Why aircraft disinsection?

PubMed

Gratz, N G; Steffen, R; Cocksedge, W

2000-01-01

A serious problem is posed by the inadvertent transport of live mosquitoes aboard aircraft arriving from tropical countries where vector-borne diseases are endemic. Surveys at international airports have found many instances of live insects, particularly mosquitoes, aboard aircraft arriving from countries where malaria and arboviruses are endemic. In some instances mosquito species have been established in countries in which they have not previously been reported. A serious consequence of the transport of infected mosquitoes aboard aircraft has been the numerous cases of "airport malaria" reported from Europe, North America and elsewhere. There is an important on-going need for the disinsection of aircraft coming from airports in tropical disease endemic areas into nonendemic areas. The methods and materials available for use in aircraft disinsection and the WHO recommendations for their use are described.

Aircraft Survivability: UAVs and Manned Aircraft - Increasing Effectiveness and Survivability, Fall 2002

DTIC Science & Technology

2002-01-01

techniques that interface with the composite structure to attach opaque armor(s) to compos- ite aircraft structure. Over a period of four years...2002 2. REPORT TYPE 3. DATES COVERED 00-00-2002 to 00-00-2002 4. TITLE AND SUBTITLE Aircraft Survivability: UAVs and Manned Aircraft ...survivability concepts to UAV program offices and airframe manufacturers. 11 Aircraft Fire Protection Techniques—Application to UAVs by Ms. Ginger Bennett

Aircraft disinsection.

PubMed

Rayman, Russell B

2006-07-01

Aircraft disinsection has been an international practice since the 1920s, the purpose of which is to protect public health, the environment, agriculture, and livestock by the eradication of disease vectors. Although most nations of the world have discontinued this practice, about 20 continue with this requirement. Aircraft disinsection is sanctioned by international law with the World Health Organization (WHO) publishing general procedural guidelines in the International Health Regulations (IHR). There are currently four acceptable procedures: blocks away, top of descent, on arrival, and residual. A 2% pyrethrum solution, a naturally occurring substance found in the chrysanthemum flower, or several synthetic pyrethroids, are the recommended agents because they are extremely effective insecticides which pose minimal health risks. Although the use of insecticides for aircraft disinsection is controversial, national policies compelling this requirement must be respected. This paper will explore the background of aircraft disinsection, the procedures, the types of agents, and the toxicity. If aircraft disinsection is regulatory policy, it should be done in accordance with WHO procedures. Residual application is probably the most efficacious method. The use of air curtains or plastic strips should be explored as an alternative to the use of chemicals.

Using Fly-By-Wire Technology in Future Models of the UH-60 and Other Rotary Wing Aircraft

NASA Technical Reports Server (NTRS)

Solem, Courtney K.

2011-01-01

Several fixed-winged airplanes have successfully used fly-by-wire (FBW) technology for the last 40 years. This technology is now beginning to be incorporated into rotary wing aircraft. By using FBW technology, manufacturers are expecting to improve upon the weight, maintenance time and costs, handling and reliability of the aircraft. Before mass production of this new system begins in new models such as the UH-60MU, testing must be conducted to insure the safety of this technology as well as to reassure others it will be worth the time and money to make such a dramatic change to a perfectly functional machine. The RASCAL JUH-60A has been modified for these purposes. This Black Hawk helicopter has already been equipped with the FBW technology and can be configured as a near perfect representation of the UH-60MU. Because both machines have very similar qualities, the data collected from the RASCAL can be used to make future decisions about the UH-60MU. The U.S. Army AFDD Flight Project Office oversees all the design modifications for every hardware system used in the RASCAL aircraft. This project deals with specific designs and analyses of unique RASCAL aircraft subsystems and their modifications to conduct flight mechanics research.

Rating aircraft on energy

NASA Technical Reports Server (NTRS)

Maddalon, D. V.

1974-01-01

Questions concerning the energy efficiency of aircraft compared to ground transport are considered, taking into account as energy intensity the energy consumed per passenger statute mile. It is found that today's transport aircraft have an energy intensity potential comparable to that of ground modes. Possibilities for improving the energy density are also much better in the case of aircraft than in the case of ground transportation. Approaches for potential reductions in aircraft energy consumption are examined, giving attention to steps for increasing the efficiency of present aircraft and to reductions in energy intensity obtainable by the introduction of new aircraft utilizing an advanced technology. The use of supercritical aerodynamics is discussed along with the employment of composite structures, advances in propulsion systems, and the introduction of very large aircraft. Other improvements in fuel economy can be obtained by a reduction of skin-friction drag and a use of hydrogen fuel.

Aircraft Inspection for the General Aviation Aircraft Owner.

ERIC Educational Resources Information Center

Federal Aviation Administration (DOT), Washington, DC. Flight Standards Service.

Presented is useful information for owners, pilots, student mechanics, and others with aviation interests. Part I of this booklet outlines aircraft inspection requirements, owner responsibilities, inspection time intervals, and sources of basic information. Part II is concerned with the general techniques used to inspect an aircraft. (Author/JN)

A preliminary look at an optimal multivariable design for propulsion-only flight control of jet-transport aircraft

NASA Technical Reports Server (NTRS)

Azzano, Christopher P.

1992-01-01

Control of a large jet transport aircraft without the use of conventional control surfaces was studied. Engine commands were used to attempt to recreate the forces and moments typically provided by the elevator, ailerons, and rudder. Necessary conditions for aircraft controllability were developed pertaining to aircraft configuration such as the number of engines and engine placement. An optimal linear quadratic regulator controller was developed for the Boeing 707-720, in particular, for regulation of its natural dynamic modes. The design used a method of assigning relative weights to the natural modes, i.e., phugoid and dutch roll, for a more intuitive selection of the cost function. A prototype pilot command interface was then integrated into the loop based on pseudorate command of both pitch and roll. Closed loop dynamics were evaluated first with a batch linear simulation and then with a real time high fidelity piloted simulation. The NASA research pilots assisted in evaluation of closed loop handling qualities for typical cruise and landing tasks. Recommendations for improvement on this preliminary study of optimal propulsion only flight control are provided.

KSC-08pd4009

NASA Image and Video Library

2008-12-13

CAPE CANAVERAL, Fla. -- Before dawn, at the Shuttle Landing Facility, or SLF, at NASA's Kennedy Space Center in Florida, space shuttle Endeavour has been lifted away from the shuttle carrier aircraft, or SCA, underneath. The SCA will be rolled back and Endeavour placed on the ground. Visible on Endeavour is the tail cone that covers and protects the main engines during the ferry flight. The SCA carried the shuttle piggyback from California, where Endeavour landed Nov. 30 to end the STS-126 mission. After Endeavour is on the ground, it will be towed via the two-mile tow-way from the SLF by a diesel-powered tractor to the Orbiter Processing Facility where it will begin preparations for its next mission, STS-127, targeted for May 2009. Photo credit: NASA/Jim Grossmann

Time Distribution Using SpaceWire in the SCaN Testbed on ISS

NASA Technical Reports Server (NTRS)

Lux, James P.

2012-01-01

A paper describes an approach for timekeeping and time transfer among the devices on the CoNNeCT project s SCaN Testbed. It also describes how the clocks may be synchronized with an external time reference; e.g., time tags from the International Space Station (ISS) or RF signals received by a radio (TDRSS time service or GPS). All the units have some sort of counter that is fed by an oscillator at some convenient frequency. The basic problem in timekeeping is relating the counter value to some external time standard such as UTC. With SpaceWire, there are two approaches possible: one is to just use SpaceWire to send a message, and use an external wire for the sync signal. This is much the same as with the RS- 232 messages and l pps line from a GPS receiver. However, SpaceWire has an additional capability that was added to make it easier - it can insert and receive a special "timecode" word in the data stream.

Why aircraft disinsection?

PubMed Central

Gratz, N. G.; Steffen, R.; Cocksedge, W.

2000-01-01

A serious problem is posed by the inadvertent transport of live mosquitoes aboard aircraft arriving from tropical countries where vector-borne diseases are endemic. Surveys at international airports have found many instances of live insects, particularly mosquitoes, aboard aircraft arriving from countries where malaria and arboviruses are endemic. In some instances mosquito species have been established in countries in which they have not previously been reported. A serious consequence of the transport of infected mosquitoes aboard aircraft has been the numerous cases of "airport malaria" reported from Europe, North America and elsewhere. There is an important on-going need for the disinsection of aircraft coming from airports in tropical disease endemic areas into nonendemic areas. The methods and materials available for use in aircraft disinsection and the WHO recommendations for their use are described. PMID:10994283

KSC-2012-5020

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. – Henry Taylor is the chief flight engineer on the Shuttle Carrier Aircraft, or SCA, that will take space shuttle Endeavour from NASA's Kennedy Space Center in Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

KSC-2012-5028

NASA Image and Video Library

2012-09-12

CAPE CANAVERAL, Fla. - A row of posters displays some of the history of the Shuttle Carrier Aircraft, or SCA, that will take space shuttle Endeavour from NASA's Kennedy Space Center in Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett

A Pilot Opinion Study of Lateral Control Requirements for Fighter-Type Aircraft

NASA Technical Reports Server (NTRS)

Creer, Brent Y.; Stewart, John D.; Merrick, Robert B.; Drinkwater, Fred J., III

1959-01-01

As part of a continuing NASA program of research on airplane handling qualities, a pilot opinion investigation has been made on the lateral control requirements of fighter aircraft flying in their combat speed range. The investigation was carried out using a stationary flight simulator and a moving flight simulator, and the flight simulator results were supplemented by research tests in actual flight. The flight simulator study was based on the presumption that the pilot rates the roll control of an airplane primarily on a single-degree-of-freedom basis; that is, control of angle of roll about the aircraft body axis being of first importance. From the assumption of a single degree of freedom system it follows that there are two fundamental parameters which govern the airplane roll response, namely the roll damping expressed as a time constant and roll control power in terms of roll acceleration. The simulator study resulted in a criterion in terms of these two parameters which defines satisfactory, unsatisfactory, and unacceptable roll performance from a pilot opinion standpoint. The moving simulator results were substantiated by the in-flight investigation. The derived criterion was compared with the roll performance criterion based upon wing tip helix angle and also with other roll performance concepts which currently influence the roll performance design of military fighter aircraft flying in their combat speed range.

Effects of cockpit lateral stick characteristics on handling qualities and pilot dynamics

NASA Technical Reports Server (NTRS)

Mitchell, David G.; Aponso, Bimal L.; Klyde, David H.

1992-01-01

This report presents the results of analysis of cockpit lateral control feel-system studies. Variations in feel-system natural frequency, damping, and command sensing reference (force and position) were investigated, in combination with variations in the aircraft response characteristics. The primary data for the report were obtained from a flight investigation conducted with a variable-stability airplane, with additional information taken from other flight experiments and ground-based simulations for both airplanes and helicopters . The study consisted of analysis of handling qualities ratings and extraction of open-loop, pilot-vehicle describing functions from sum-of-sines tracking data, including, for a limited subset of these data, the development of pilot models. The study confirms the findings of other investigators that the effects on pilot opinion of cockpit feel-system dynamics are not equivalent to a comparable level of added time delay, and until a more comprehensive set of criteria are developed, it is recommended that feel-system dynamics be considered a delay-inducing element in the aircraft response. The best correlation with time-delay requirements was found when the feel-system dynamics were included in the delay measurements, regardless of the command reference. This is a radical departure from past approaches.

Predicting Visibility of Aircraft

PubMed Central

Watson, Andrew; Ramirez, Cesar V.; Salud, Ellen

2009-01-01

Visual detection of aircraft by human observers is an important element of aviation safety. To assess and ensure safety, it would be useful to be able to be able to predict the visibility, to a human observer, of an aircraft of specified size, shape, distance, and coloration. Examples include assuring safe separation among aircraft and between aircraft and unmanned vehicles, design of airport control towers, and efforts to enhance or suppress the visibility of military and rescue vehicles. We have recently developed a simple metric of pattern visibility, the Spatial Standard Observer (SSO). In this report we examine whether the SSO can predict visibility of simulated aircraft images. We constructed a set of aircraft images from three-dimensional computer graphic models, and measured the luminance contrast threshold for each image from three human observers. The data were well predicted by the SSO. Finally, we show how to use the SSO to predict visibility range for aircraft of arbitrary size, shape, distance, and coloration. PMID:19462007

Turboprop aircraft against terrorism: a SWOT analysis of turboprop aircraft in CAS operations

NASA Astrophysics Data System (ADS)

Yavuz, Murat; Akkas, Ali; Aslan, Yavuz

2012-06-01

Today, the threat perception is changing. Not only for countries but also for defence organisations like NATO, new threat perception is pointing terrorism. Many countries' air forces become responsible of fighting against terorism or Counter-Insurgency (COIN) Operations. Different from conventional warfare, alternative weapon or weapon systems are required for such operatioins. In counter-terrorism operations modern fighter jets are used as well as helicopters, subsonic jets, Unmanned Aircraft Systems (UAS), turboprop aircraft, baloons and similar platforms. Succes and efficiency of the use of these platforms can be determined by evaluating the conditions, the threats and the area together. Obviously, each platform has advantages and disadvantages for different cases. In this research, examples of turboprop aircraft usage against terrorism and with a more general approach, turboprop aircraft for Close Air Support (CAS) missions from all around the world are reviewed. In this effort, a closer look is taken at the countries using turboprop aircraft in CAS missions while observing the fields these aircraft are used in, type of operations, specifications of the aircraft, cost and the maintenance factors. Thus, an idea about the convenience of using these aircraft in such operations can be obtained. A SWOT analysis of turboprop aircraft in CAS operations is performed. This study shows that turboprop aircraft are suitable to be used in counter-terrorism and COIN operations in low threat environment and is cost benefical compared to jets.

Aircraft Design

NASA Technical Reports Server (NTRS)

Uden, Edward (Inventor); Bowers, Albion H. (Inventor)

2016-01-01

The present invention is an aircraft wing design that creates a bell shaped span load, which results in a negative induced drag (induced thrust) on the outer portion of the wing; such a design obviates the need for rudder control of an aircraft.

Evaluation of two transport aircraft and several ground test vehicle friction measurements obtained for various runway surface types and conditions. A summary of test results from joint FAA/NASA Runway Friction Program

NASA Technical Reports Server (NTRS)

Yager, Thomas J.; Vogler, William A.; Baldasare, Paul

1990-01-01

Tests with specially instrumented NASA Boeing 737 and 727 aircraft together with several different ground friction measuring devices were conducted for a variety of runway surface types and conditions. These tests are part of joint FAA/NASA Aircraft/Ground Vehicle Runway Friction Program aimed at obtaining a better understanding of aircraft ground handling performance under adverse weather conditions and defining relationships between aircraft and ground vehicle tire friction measurements. Aircraft braking performance on dry, wet, snow and ice-covered runway conditions is discussed as well as ground vehicle friction data obtained under similar runway conditions. For a given contaminated runway surface condition, the correlation between ground vehicles and aircraft friction data is identified. The influence of major test parameters on friction measurements such as speed, test tire characteristics, type and amount of surface contaminant, and ambient temperature are discussed. The effect of surface type on wet friction levels is also evaluated from comparative data collected on grooved and ungrooved concrete and asphalt surfaces.

32 CFR 855.6 - Aircraft exempt from the requirement for a civil aircraft landing permit.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 6 2010-07-01 2010-07-01 false Aircraft exempt from the requirement for a civil aircraft landing permit. 855.6 Section 855.6 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft...

32 CFR 855.6 - Aircraft exempt from the requirement for a civil aircraft landing permit.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 6 2011-07-01 2011-07-01 false Aircraft exempt from the requirement for a civil aircraft landing permit. 855.6 Section 855.6 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft...

Aircraft to aircraft intercomparison during SEMAPHORE

NASA Astrophysics Data System (ADS)

Lambert, Dominique; Durand, Pierre

1998-10-01

During the Structure des Echanges Mer-Atmosphère, Propriétés des Hétérogénéités Océaniques: Recherche Expérimentale (SEMAPHORE) experiment, performed in the Azores region in 1993, two French research aircraft were simultaneously used for in situ measurements in the atmospheric boundary layer. We present the results obtained from one intercomparison flight between the two aircraft. The mean parameters generally agree well, although the temperature has to be slightly shifted in order to be in agreement for the two aircraft. A detailed comparison of the turbulence parameters revealed no bias. The agreement is good for variances and is satisfactory for fluxes and skewness. A thorough study of the errors involved in flux computation revealed that the greatest accuracy is obtained for latent heat flux. Errors in sensible heat flux are considerably greater, and the worst results are obtained for momentum flux. The latter parameter, however, is more accurate than expected from previous parameterizations.

KSC-2012-1990

NASA Image and Video Library

2012-04-10

CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft to a picture-perfect touchdown at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida with NASA co-pilot Bill Rieke at his side. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin

General Aviation Aircraft Reliability Study

NASA Technical Reports Server (NTRS)

Pettit, Duane; Turnbull, Andrew; Roelant, Henk A. (Technical Monitor)

2001-01-01

This reliability study was performed in order to provide the aviation community with an estimate of Complex General Aviation (GA) Aircraft System reliability. To successfully improve the safety and reliability for the next generation of GA aircraft, a study of current GA aircraft attributes was prudent. This was accomplished by benchmarking the reliability of operational Complex GA Aircraft Systems. Specifically, Complex GA Aircraft System reliability was estimated using data obtained from the logbooks of a random sample of the Complex GA Aircraft population.

Optical communications for transport aircraft

NASA Technical Reports Server (NTRS)

Stengel, Robert

1994-01-01

Optical communications for transport aircraft are discussed. The problem involves: increasing demand for radio-frequency bands from an enlarging pool of users (aircraft, ground and sea vehicles, fleet operators, traffic control centers, and commercial radio and television); desirability of providing high-bandwidth dedicated communications to and from every aircraft in the National Airspace System; need to support communications, navigation, and surveillance for a growing number of aircraft; and improved meteorological observations by use of probe aircraft. The solution involves: optical signal transmission support very high data rates; optical transmission of signals between aircraft, orbiting satellites, and ground stations, where unobstructed line-of-sight is available; conventional radio transmissions of signals between aircraft and ground stations, where optical line-of-sight is unavailable; and radio priority given to aircraft in weather.

IFR Operations at Non-Towered, Non-Radar Airports: Can we do Better Than One-at-a-Time?

NASA Technical Reports Server (NTRS)

Jones, K.; Williams, D.; Consiglio, M.; Adams, C.; Abbott, T.

2003-01-01

This paper describes a new concept for operations in non-radar terminal airspace around small, nontowered airports. Currently, air traffic operations in instrument meteorological conditions (IMC) at airfields without control towers and radar service are severely constrained by what is known as the one-in/one-out paradigm. Under these conditions only one operation (either arrival or departure) is allowed to occur at a time. Since these operations can take over 15 minutes to complete, capacity at these airports is severely restricted in IMC. The proposed concept is an attempt to break this current paradigm by applying emerging airborne and ground-based technologies to enable simultaneous operations by multiple aircraft in nonradar terminal airspace around small non-towered airports in IMC. The general philosophy underlying this concept of operations is the establishment of a newly defined area surrounding these airports called a Self-Controlled Area (SCA). Aircraft operating within the SCA are required to have a specified minimum level of equipage. Within the SCA, pilots are responsible for separating themselves from other similarly equipped aircraft through the use of new onboard systems and procedures. This concept also takes advantage of newly developed automation at the airport, which provides appropriate sequencing information to the pilots for safe and improved operations. Such operations would enhance the opportunity for point-to-point air taxi or charter operations into smaller airfields that are closer to a traveler s origin and destination. A description of this concept of operations and a simulation environment used for evaluation is provided in this paper.

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2011 CFR

2011-04-01

... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and... United States (HTSUS) by meeting the following requirements: (1) The aircraft, aircraft engines, ground...

19 CFR 10.183 - Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components...

Code of Federal Regulations, 2010 CFR

2010-04-01

... Duty-free entry of civil aircraft, aircraft engines, ground flight simulators, parts, components, and... aircraft, aircraft engines, and ground flight simulators, including their parts, components, and... United States (HTSUS) by meeting the following requirements: (1) The aircraft, aircraft engines, ground...

V/STOL tilt rotor aircraft study. Volume 5: Definition of stowed rotor research aircraft

NASA Technical Reports Server (NTRS)

Soule, V. A.

1973-01-01

The results of a study of folding tilt rotor (stowed rotor) aircraft are presented. The effects of design cruise speed on the gross weight of a conceptual design stowed rotor aircraft are shown and a comparison is made with a conventional (non-folding) tilt rotor aircraft. A flight research stowed rotor design is presented. The program plans, including costs and schedules, are shown for the research aircraft development and a wind tunnel plan is presented for a full scale test of the aircraft.