Centurion on Lakebed during Functional Checkout

NASA Technical Reports Server (NTRS)

1998-01-01

A close-up view of the 14 wide-bladed propellers and electric motors on the Centurion solar-powered, remotely piloted flying wing. This photo was taken during a functional checkout of the aircraft prior to its first test flights at NASA's Dryden Flight Research Center, Edwards, California, in late 1998. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion in Flight with Internal Wing Structure Visible

NASA Technical Reports Server (NTRS)

1998-01-01

The lightweight wing structure and covering of the Centurion remotely piloted flying wing can be clearly seen in this photo of the plane during one of its initial low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion Quarter-scale Prototype Pre-flight Taxi Test

NASA Technical Reports Server (NTRS)

1997-01-01

As crewmen jog and cycle alongside, a battery-powered, quarter-scale prototype of the remotely-piloted Centurion flying wing rolls across the El Mirage Dry Lake during pre-flight taxi tests. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion Quarter-scale Prototype Pre-flight Checkout

NASA Technical Reports Server (NTRS)

1997-01-01

Technicians perform pre-test checks of a battery-powered quarter-scale prototype of the remotely-piloted Centurion flying wing during taxi tests In March 1997 at California's El Mirage Dry Lake. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the Solar-powered, remotely piloted Centurion ultra-high-altitude flying wing demonstrates its abilities during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its long, narrow wing as it flies over the broad expanse of El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing Landing during First

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the future Centurion solar-powered high-altitude research aircraft settles in for landing after a March 1997 test flight at El Mirage Dry Lake, California. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Illuminated by early-morning sunlight, a quarter-scale model of the solar-powered, remotely piloted Centurion ultra-high-altitude flying wing soars over California's Mojave Desert on a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

With the snow-covered San Gabriel Mountains as a backdrop and a motorcycle-mounted chase crew alongside, a quarter-scale model of the Centurion solar-powered flying wing soars over El Mirage Dry Lake on an early test flight in March 1997. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Framed by wispy contrails left by passing jets high above, a quarter-scale model of the Centurion solar-electric flying wing shows off its graceful lines during a March 1997 test flight at El Mirage Dry Lake in California's Mojave Desert. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Trailed by a van carrying the remote pilot and observers, a radio-controlled quarter-scale model of the Centurion solar-electric flying wing makes a low pass over El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing on Lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the Centurion solar-powered flying wing rests on the clay of El Mirage Dry Lake in Southern California's high desert after completion of of a March 1997 flight test. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing in Flight during Firs

NASA Technical Reports Server (NTRS)

1997-01-01

Silhouetted under a bright blue sky, a quarter-scale model of the Centurion solar-powered flying wing shows off its internal rib structure as it floats over the El Mirage Dry Lake in Southern California during a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Quarter-scale Model of Solar-powered Centurion Ultra-high-altitude Flying Wing on Lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

A quarter-scale model of the Centurion solar-powered flying wing rests on the clay of El Mirage Dry Lake in Southern California's high desert after completion of a March 1997 test flight. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Centurion in Flight over Lakebed

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing during an early morning test flight over the Rogers Dry Lake adjacent to at NASA's Dryden Flight Research Center, Edwards, California. The flight was one of an initial series of low-altitude, battery-powered test flights conducted in late 1998. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Of hummingbirds and helicopters: hovering costs, competitive ability, and foraging strategies.

PubMed

Altshuler, Douglas L

2004-01-01

Wing morphology and flight kinematics profoundly influence foraging costs and the overall behavioral ecology of hummingbirds. By analogy with helicopters, previous energetic studies have applied the momentum theory of aircraft propellers to estimate hovering costs from wing disc loading (WDL), a parameter incorporating wingspan (or length) and body mass. Variation in WDL has been used to elucidate differences either among hummingbird species in nectar-foraging strategies (e.g., territoriality, traplining) and dominance relations or among gender-age categories within species. We first demonstrate that WDL, as typically calculated, is an unreliable predictor of hovering (induced power) costs; predictive power is increased when calculations use wing length instead of wingspan and when actual wing stroke amplitudes are incorporated. We next evaluate the hypotheses that foraging strategy and competitive ability are functions of WDL, using our data in combination with those of published sources. Variation in hummingbird behavior cannot be easily classified using WDL and instead is correlated with a diversity of morphological and physiological traits. Evaluating selection pressures on hummingbird wings will require moving beyond wing and body mass measurements to include the assessment of the aerodynamic forces, power requirements, and power reserves of hovering, forward flight, and maneuvering. However, the WDL-helicopter dynamics model has been instrumental in calling attention to the importance of comparative wing morphology and related aerodynamics for understanding the behavioral ecology of hummingbirds.

Wingspan Stent for High-Grade Symptomatic Vertebrobasilar Artery Atherosclerotic Stenosis

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

Li Jian, E-mail: ns981212@yahoo.com.cn; Zhao Zhenwei, E-mail: zzwzc@sina.com; Gao Guodong, E-mail: gaoguo_dong@163.com

2012-04-15

Purpose: This study was designed to present the treatment outcomes with Wingspan stent angioplasty of high-grade intracranial vertebrobasilar artery (VBA) stenosis in symptomatic patients. Methods: Between 2007 and 2010, the records of 30 patients with 31 intracranial high-grade VBA stenoses (all{>=}70%) who underwent elective stenting due to the failure of medical therapy were retrospectively reviewed. Clinical evaluation was performed based on the modified Rankin scale and the National Institutes of Health Stroke Scale. Results: In all cases, the stent deployment was technically successful. The mean stenosis decreased significantly from 82.28 {+-} 8.02% (range, 72-99%) to 11.18 {+-} 7.28% (range, 0-25%)more » after stent-assisted angioplasty (P < 0.05). Periprocedure complications occurred in 3 (10%) of 30 patients; there were 2 cases of perforator strokes and 1 case of transient flow insufficiency with stent overlap. Clinical follow-up (mean, 17.81 {+-} 11.49 months; range, 5-40 months) was available for 27 patients, and angiographic follow-up (mean, 9.95 {+-} 5.74 months, range, 5-20 months) was available for 19 patients. Only one case demonstrated recurrent symptoms with restenosis ({>=}50%). There were no recurrent ischemic events and no cases of restenosis in the other patients. Conclusions: According to our data, the Wingspan stent for symptomatic intracranial VBA stenoses is a safe and efficacious treatment alternative in cases with recurrent symptoms despite medical therapy. However, the improvement of outcome requires the reduction in the rate of procedure-related complications and long-term outcomes still have to be demonstrated.« less

Simplified methods of predicting aircraft rolling moments due to vortex encounters

DOT National Transportation Integrated Search

1977-05-01

Computational methods suitable for fast and accurate prediction of rolling moments on aircraft : encountering wake vortices are presented. Appropriate modifications to strip theory are developed which account for the effects of finite wingspan. It is...

Centurion in Flight over Lakebed with STS Mate-DeMate Device in Background

NASA Technical Reports Server (NTRS)

1998-01-01

The Centurion remotely piloted flying wing in flight during an initial series of low-altitude, battery-powered test flights in late 1998 at NASA's Dryden Flight Research Center, Edwards, California. The special Mate-DeMate structure used by NASA to attach Space Shuttle orbiters to the back of modified Boeing 747s for transport to other locations can be seen in the background of this photo. Centurion was a unique remotely piloted, solar-powered airplane developed under NASA's Environmental Research Aircraft and Sensor (ERAST) Program at the Dryden Flight Research Center, Edwards, California. Dryden joined with AeroVironment, Inc., Monrovia, California, under an ERAST Joint Sponsored Research Agreement, to design, develop, manufacture, and conduct flight development tests for the Centurion. The airplane was believed to be the first aircraft designed to achieve sustained horizontal flight at altitudes of 90,000 to 100,000 feet. Achieving this capability would meet the ERAST goal of developing an ultrahigh-altitude airplane that could meet the needs of the science community to perform upper-atmosphere environmental data missions. Much of the technology leading to the Centurion was developed during the Pathfinder and Pathfinder-Plus projects. However, in the course of its development, the Centurion became a prototype technology demonstration aircraft designed to validate the technology for the Helios, a planned future high-altitude, solar-powered aircraft that could fly for weeks or months at a time on science or telecommunications missions. Centurion had 206-foot-long wings and used batteries to supply power to the craft's 14 electric motors and electronic systems. Centurion first flew at Dryden Nov. 10, 1998, and followed up with a second test flight Nov. 19. On its third and final flight on Dec. 3, the craft was aloft for 31 minutes and reached an altitude of about 400 feet. All three flights were conducted over a section of Rogers Dry Lake adjacent to Dryden. For its third flight, the Centurion carried a simulated payload of more than 600 pounds--almost half the lightweight aircraft's empty weight. John Del Frate, Dryden's project manager for solar-powered aircraft, said he was impressed to see how well the aircraft handled the large weight increase from an initial payload of 150 pounds to one of 600 pounds. During 1999, Centurion gave way to the Helios Prototype, the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions. This was an enlarged version of the Centurion flying wing with a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of the solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingspan increased the area available for installation of solar cells and improved its lifting capability. This allows the Helios Prototype to carry a regenerative fuel-cell-based energy storage system that will enable flight at night, while still meeting the performance goals originally established for the Centurion.

Optimal Lateral Guidance for Automatic Landing of a Lightweight High Altitude Long Endurance Unmanned Aerial System with Crosswind Rejection

NASA Astrophysics Data System (ADS)

Smith, Nathan Allen

Unmanned aerial systems will be the dominant force in the aviation industry. Among these aircraft the use of high altitude long endurance unmanned aerial systems has increased dramatically. Based on the geometry of these types of aircraft the possible changing weather conditions during long flights poses many problems. These difficulties are compounded by the push towards fully autonomous systems. Large wingspan and, typically, small in-line landing gear make a landing in crosswind exceedingly difficult. This study uses a modified gain scheduling technique for optimizing the landing attitude for a generic vehicle based on geometry and crosswind speed. This is performed by directly utilizing the crosswind estimation to calculate a desired crab and roll angle that gives the lowest risk attitude for landing. An extended Kalman filter is developed that estimates the aircraft states as well as the 3D wind component acting on the aircraft. The aircraft used in this analysis is the DG808S, a large wingspan lightweight electric glider. The aircraft is modelled using Advanced Aircraft Analysis software and a six degree of freedom nonlinear simulation is implemented for testing. The controller used is a nonlinear model predictive controller. The simulations show that the extended Kalman filter is capable of estimating the crosswind and can therefore be used in the full aircraft simulation. Different crosswind settings are used which include both constant crosswind and gust conditions. Crosswind landing capabilities are increased by 35%. Deviation from the desired path in the cruise phase is reduced by up to 68% and time to path convergence is reduced by up to 53%.

The Albatros L 72A : a German Newspaper Carrier with Slotted Wings

NASA Technical Reports Server (NTRS)

1926-01-01

The Albatros 72A is a normal tractor biplane specifically designed to deliver newspapers by dropping them overboard in bundles for ground transport to pick up. It has a 42 ft. wingspan, and a 220 HP B.M.W. engine.

Military Airlift: C-17 Aircraft Program

DTIC Science & Technology

2007-06-05

cigar-shaped airships, a hybrid airship is shaped more like an aircraft’s wing, to generate lift through aerodynamic forces. Advocates hope that such...Appendix 1. System Description60 Power Plant: Four Pratt & Whitney F117-PW-100 turbofan engines Wingspan: 169 feet 10 inches (to winglet tips) (51.76

Optical coherence tomography of the intracranial vasculature and Wingspan stent in a patient

PubMed Central

Given, Curtis Alden; Ramsey, Christian Norman; Attizzani, Guilherme Ferragut; Jones, Michael R; Brooks, William H; Bezerra, Hiram G; Costa, Marco A

2014-01-01

Summary A 67-year-old man with medically refractory vertebrobasilar insufficiency and short segment occlusions of the intracranial vertebral arteries was treated with angioplasty and stent placement. Fifteen hours after the procedure the patient developed symptoms of posterior fossa ischemia and repeat angiography showed thrombus formation within the stent which was treated with thrombolytic and aggressive antiplatelet therapy. Angiography revealed lysis of the clot, but concerns regarding the mechanism of the thrombotic phenomenon prompted frequency-domain optical coherence tomography (FDOCT) assessment. FDOCT provided excellent visualization of the stent and vessel wall interactions, as well as excluding residual flow-limiting stenosis, obviating the need for further intervention. The potential utility of FDOCT in the evaluation of intracranial atherosclerotic disease and additional intracranial applications are discussed. PMID:24835808

Advanced Concept

NASA Image and Video Library

2000-06-22

The photograph depicts the X-37 neutral buoyancy simulator mockup at Dryden Flight Research Center. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. Its experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliabiltiy, while reducing launch costs from $10,000 per pound to $1000 per pound. Managed by Marshall Space Flight Center and built by the boeing Company, the X-37 is scheduled to fly two orbital missions in 2002/2003 to test the reusable launch vehicle technologies.

Howard Hughes and His Colorful Aircraft Career

ERIC Educational Resources Information Center

Karwatka, Dennis

2012-01-01

The HK-1 "Hercules" airplane made its maiden flight over 60 years ago, and it still holds the record as the airplane with the largest wingspan that ever flew. Powered by eight massive 28-cylinder engines, it was piloted by Howard Hughes during its one brief flight in California. A large portion of the airplane was made of wood, which…

ED01-0230-1

NASA Image and Video Library

2001-08-13

NASA's Helios Prototype aircraft taking off from the Pacific Missile Range Facility, Kauai, Hawaii, for the record flight. As a follow-on to the Centurion (and earlier Pathfinder and Pathfinder-Plus) aircraft, the solar-powered Helios Prototype is the latest and largest example of a slow-flying ultralight flying wing designed for long-duration, high-altitude Earth science or telecommunications relay missions in the stratosphere. Developed by AeroVironment, Inc., of Monrovia, California, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project, the unique craft is intended to demonstrate two key missions: the ability to reach and sustain horizontal flight at 100,000 feet altitude on a single-day flight in 2001, and to maintain flight above 50,000 feet altitude for at least four days in 2003, with the aid of a regenerative fuel cell-based energy storage system now in development. Both of these missions will be powered by electricity derived from non-polluting solar energy. The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at NASA's Dryden Flight Research Center in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than the wingspans of either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. The remotely piloted, electrically powered Helios Prototype went aloft on its maiden low-altitude checkout flight Sept. 8, 1999, over Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center in the Southern California desert. The initial flight series was flown on battery power as a risk-reduction measure. In all, six flights were flown in the Helios Protoype's initial development series. In upgrading the Centurion to the Helios Prototype configuration, AeroVironment added a sixth wing section and a fifth landing gear pod, among other improvements. The additional wingsp

EC99-45140-12

NASA Image and Video Library

1999-08-18

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft.

EC99-45161-10

NASA Image and Video Library

1999-09-08

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft.

EC99-45140-2

NASA Image and Video Library

1999-08-18

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft.

EC99-45161-8

NASA Image and Video Library

1999-09-08

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft.

EC99-45161-9

NASA Image and Video Library

1999-09-08

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft.

Notes on the Life History of Macaria curvata (Lepidoptera: Geometridae) in Southcentral Washington State

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

Strenge, Dennis L.; Driver, Crystal J.; Herrington, Ricky S.

2006-06-09

Macaria curvata (Grote) (Geometridae;Ennomine) is a common species found in arid habitats of the western United States and Canada. Intensive light trapping found the moth to be one of the most commonly collected throughout the Hanford Site of southcentral Washington State. To provide larvae and adults for concurrent studies, a laboratory colony of M. curvata was established and maintained. Live, wild females were collected and allowed to oviposite on their food plant, rubber rabbitbrush (Ericameria nauseosa var. speciosa (Hutt.) Nesom % Baird). In our southcentral Washington study area, adults generally emerge in late March and complete 4 - 5 generationsmore » throughout the season until early October when they overwinter in the pupal stage. Eggs are laid on the leaves and stems of the host plant, hatching in 6 - 10 days. The larvae undergo five instars before pupation takes place in the soil. Adult females produce and average of 131 eggs (SD = 62, N = 45). Adult females have an average wingspan of 23.4 mm (+-1.23 mm, N = 31) while males have a wingspan of 24.3 mm (+-1.3 mm, N = 55).« less

A Review of Solar-Powered Aircraft Flight Activity at the Pacific Missile Range Test Facility, Kauai, Hawaii

NASA Technical Reports Server (NTRS)

Ehernberger, L. J.; Donohue, Casey; Teets, Edward H., Jr.

2004-01-01

A series of solar-powered aircraft have been designed and operated by AeroVironment, Inc. (Monrovia, CA) as a part of National Aeronautics and Space Administration (NASA) objectives to develop energy-efficient high-altitude long-endurance platforms for earth observations and communications applications. Flight operations have been conducted at NASA's Dryden Flight Research Center, Edwards CA and at the U.S. Navy Pacific Missile Range Facility (PMRF) at Barking Sands, Kauai, HI. These aircraft flown at PMRF are named Pathfinder , Pathfinder Plus and Helios . Sizes of these three aircraft range from 560 lb with a 99-ft wingspan to 2300 lb with a 247-ft wingspan. Available payload capacity reaches approximately 200 lb. Pathfinder uses six engines and propellers: Pathfinder Plus 8; and Helios 14. The 2003 Helios fuel cell configurations used 10 engines and propellers. The PMRF was selected as a base of operations because if offers optimal summertime solar exposure, low prevailing wind-speeds on the runway, modest upper-air wind-speeds and the availability of suitable airspace. Between 1997 and 2001, successive altitude records of 71,530 ft, 80,200 ft, and 96,863 ft were established. Flight durations extended to 18 hours.

ARBRES: Light-Weight CW/FM SAR Sensors for Small UAVs

PubMed Central

Aguasca, Albert; Acevo-Herrera, Rene; Broquetas, Antoni; Mallorqui, Jordi J.; Fabregas, Xavier

2013-01-01

This paper describes a pair of compact CW/FM airborne SAR systems for small UAV-based operation (wingspan of 3.5 m) for low-cost testing of innovative SAR concepts. Two different SAR instruments, using the C and X bands, have been developed in the context of the ARBRES project, each of them achieving a payload weight below 5 Kg and a volume of 13.5 dm3 (sensor and controller). Every system has a dual receiving channel which allows operation in interferometric or polarimetric modes. Planar printed array antennas are used in both sensors for easy system integration and better isolation between transmitter and receiver subsystems. First experimental tests on board a 3.2 m wingspan commercial radio-controlled aircraft are presented. The SAR images of a field close to an urban area have been focused using a back-projection algorithm. Using the dual channel capability, a single pass interferogram and Digital Elevation Model (DEM) has been obtained which agrees with the scene topography. A simple Motion Compensation (MoCo) module, based on the information from an Inertial+GPS unit, has been included to compensate platform motion errors with respect to the nominal straight trajectory. PMID:23467032

Echolocation behaviour of the big brown bat (Eptesicus fuscus) in an obstacle avoidance task of increasing difficulty.

PubMed

Sändig, Sonja; Schnitzler, Hans-Ulrich; Denzinger, Annette

2014-08-15

Four big brown bats (Eptesicus fuscus) were challenged in an obstacle avoidance experiment to localize vertically stretched wires requiring progressively greater accuracy by diminishing the wire-to-wire distance from 50 to 10 cm. The performance of the bats decreased with decreasing gap size. The avoidance task became very difficult below a wire separation of 30 cm, which corresponds to the average wingspan of E. fuscus. Two of the bats were able to pass without collisions down to a gap size of 10 cm in some of the flights. The other two bats only managed to master gap sizes down to 20 and 30 cm, respectively. They also performed distinctly worse at all other gap sizes. With increasing difficulty of the task, the bats changed their flight and echolocation behaviour. Especially at gap sizes of 30 cm and below, flight paths increased in height and flight speed was reduced. In addition, the bats emitted approach signals that were arranged in groups. At all gap sizes, the largest numbers of pulses per group were observed in the last group before passing the obstacle. The more difficult the obstacle avoidance task, the more pulses there were in the groups and the shorter the within-group pulse intervals. In comparable situations, the better-performing bats always emitted groups with more pulses than the less well-performing individuals. We hypothesize that the accuracy of target localization increases with the number of pulses per group and that each group is processed as a package. © 2014. Published by The Company of Biologists Ltd.

Competition and constraint drove Cope's rule in the evolution of giant flying reptiles.

PubMed

Benson, Roger B J; Frigot, Rachel A; Goswami, Anjali; Andres, Brian; Butler, Richard J

2014-04-02

The pterosaurs, Mesozoic flying reptiles, attained wingspans of more than 10 m that greatly exceed the largest birds and challenge our understanding of size limits in flying animals. Pterosaurs have been used to illustrate Cope's rule, the influential generalization that evolutionary lineages trend to increasingly large body sizes. However, unambiguous examples of Cope's rule operating on extended timescales in large clades remain elusive, and the phylogenetic pattern and possible drivers of pterosaur gigantism are uncertain. Here we show 70 million years of highly constrained early evolution, followed by almost 80 million years of sustained, multi-lineage body size increases in pterosaurs. These results are supported by maximum-likelihood modelling of a comprehensive new pterosaur data set. The transition between these macroevolutionary regimes is coincident with the Early Cretaceous adaptive radiation of birds, supporting controversial hypotheses of bird-pterosaur competition, and suggesting that evolutionary competition can act as a macroevolutionary driver on extended geological timescales.

Ancient DNA provides new insights into the evolutionary history of New Zealand's extinct giant eagle.

PubMed

Bunce, Michael; Szulkin, Marta; Lerner, Heather R L; Barnes, Ian; Shapiro, Beth; Cooper, Alan; Holdaway, Richard N

2005-01-01

Prior to human settlement 700 years ago New Zealand had no terrestrial mammals--apart from three species of bats--instead, approximately 250 avian species dominated the ecosystem. At the top of the food chain was the extinct Haast's eagle, Harpagornis moorei. H. moorei (10-15 kg; 2-3 m wingspan) was 30%-40% heavier than the largest extant eagle (the harpy eagle, Harpia harpyja), and hunted moa up to 15 times its weight. In a dramatic example of morphological plasticity and rapid size increase, we show that the H. moorei was very closely related to one of the world's smallest extant eagles, which is one-tenth its mass. This spectacular evolutionary change illustrates the potential speed of size alteration within lineages of vertebrates, especially in island ecosystems.

UAS-Based Radar Sounding of Ice

NASA Astrophysics Data System (ADS)

Hale, R. D.; Keshmiri, S.; Leuschen, C.; Ewing, M.; Yan, J. B.; Rodriguez-Morales, F.; Gogineni, S.

2014-12-01

The University of Kansas Center for Remote Sensing of Ice Sheets developed two Unmanned Aerial Systems (UASs) to support polar research. We developed a mid-range UAS, called the Meridian, for operating a radar depth sounder/imager at 195 MHz with an eight-element antenna array. The Meridian weighs 1,100 lbs, has a 26-foot wingspan, and a range of 950 nm at its full payload capacity of 120 lbs. Ice-penetrating radar performance drove the configuration design, though additional payloads and sensors were considered to ensure adaptation to multi-mission science payloads. We also developed a short range UAS called the G1X for operating a low-frequency radar sounder that operates at 14 and 35 MHz. The G1X weighs 85 lbs, has a 17-foot wingspan, and a range of about 60 nm per gallon of fuel. The dual-frequency HF/VHF radar depth sounder transmits at 100 W peak power at a pulse repetition frequency of 10 KHz and weighs approximately 4.5 lbs. We conducted flight tests of the G1X integrated with the radar at the Sub-glacial Lake Whillans ice stream and the WISSARD drill site. The tests included pilot-controlled and fully autonomous flights to collect data over closely-spaced lines to synthesize a 2-D aperture. We obtained clear bed echoes with a signal-to-noise (S/N) ratio of more than 50 dB at this location. These are the first-ever successful soundings of glacial ice with a UAS-based radar. Although ice attenuation losses in this location are low in comparison to more challenging targets, in-field performance improvements to the UAS and HF/VHF radar system enabled significant gains in the signal-to-noise ratio, such that the system can now be demonstrated on more challenging outlet glaciers. We are upgrading the G1X UAS and radar system for further tests and data collection in Greenland. We are reducing the weight and volume of the radar, which, when coupled with further reductions in airframe and avionics weight and a larger fuel bladder, will offer extended range. Finally, we are increasing the radar transmit peak power to about 250-500 W using high-efficiency power amplifiers and hardening the aircraft actuators for potential electromagnetic interference. The main focus of the Spring 2015 deployment is to collect fine-resolution data near the outlet and grounding lines of Kangiata Nunaata Sermia (KNS) glacier in Greenland.

Agile Information Exchange in Autonomous Air Systems

DTIC Science & Technology

2013-06-01

proportional to the information the pilot has on the target. Figure 5: Modified Procerus Unicorn UAV D. Equipment The UAV used in this experiment is...a modified Procerus Unicorn (Figure 5). Unicorns are electrically powered, Styrofoam flying wings with a 72” wingspan. Stock Unicorns are...controlled by a Kestrel autopilot, which communicates to a ground-station over a 900MHz radio link. Through the ground-station, the Unicorn operator can

Establishment of Models and Data Tracking for Small UAV Reliability

DTIC Science & Technology

2004-06-01

The development of solar powered UAVs is also being supported and funded by NASA. The idea, development, and construction was initiated by the...Aerovironment company, which has been involved in the construction of solar -powered aircraft for 20 years. Solar Challenger, HALSOL, Talon, Pathfinder...Centurion, and Helios with a wingspan of 247 feet, were among the solar -powered UAVs during those efforts.28 New technologies like regenerative fuel

Global UAS Proliferation Challenges USAF Air Superiority

DTIC Science & Technology

2016-01-18

wingspan or rotor -blade diameter less than six feet, can be concealed within the confines of a vehicle, suitcase or backpack, costs less than $25K... helicopters at designated locations governed by the rules and requirements of the local club’s airfield. With the arrival of electric, quiet, easy to...the strength and reliability of plastics and composites as a weight saver has allowed for tremendous capability in endless applications. A leader in

Advanced Concept

NASA Image and Video Library

1999-08-13

This photograph is an artist's cutaway view of the X-37 flight demonstrator showing its components. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. Its experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1000 per pound. The X-37 can be carried into orbit by the Space Shuttle or be launched by an expendable rocket. Managed by Marshall Space Flight Center and built by the Boeing Company, the X-37 is scheduled to fly two orbital missions in 2002/2003 to test the reusable launch vehicle technologies.

Ancient DNA Provides New Insights into the Evolutionary History of New Zealand's Extinct Giant Eagle

PubMed Central

Szulkin, Marta; Lerner, Heather R. L; Barnes, Ian; Shapiro, Beth; Cooper, Alan; Holdaway, Richard N

2005-01-01

Prior to human settlement 700 years ago New Zealand had no terrestrial mammals—apart from three species of bats—instead, approximately 250 avian species dominated the ecosystem. At the top of the food chain was the extinct Haast's eagle, Harpagornis moorei. H. moorei (10–15 kg; 2–3 m wingspan) was 30%–40% heavier than the largest extant eagle (the harpy eagle, Harpia harpyja), and hunted moa up to 15 times its weight. In a dramatic example of morphological plasticity and rapid size increase, we show that the H. moorei was very closely related to one of the world's smallest extant eagles, which is one-tenth its mass. This spectacular evolutionary change illustrates the potential speed of size alteration within lineages of vertebrates, especially in island ecosystems. PMID:15660162

Kappa Group: The initial guess. A proposal in response to a commercial air transportation study

NASA Technical Reports Server (NTRS)

1991-01-01

Kappa Aerospace presents their Aeroworld Aircraft, the Initial Guess (IG). This aircraft is designed to generate profit in the market which is currently controlled by the train and boat industry. The main priority of the design team was to develop an extremely efficient aircraft that could be sold at a reasonable price. The IG offers a quick and safe alternative to the existing means of transportation at a competitive price. The cruise velocity of 28 ft/sec. allows all flights to be between 20 and 45 minutes, which is a remarkable savings in time compared to travel by boat or train. The IG is propelled by a single Astro-05 engine with a Zinger 10-6 propeller. The Astro-05 is not an extremely powerful engine; however, it provides enough thrust to meet the design and safety requirements. The major advantage of the Astro-05 is that it is the most efficient engine available. The fuel efficiency of the Astro-05 is what puts the aircraft ahead of the competition. The money saved on an efficient engine can be passed on as lower ticket prices or increased revenue. The IG has a payload of 56 passengers and a wingspan of 7 ft. The 7 ft. wingspan allows the aircraft to fit into the gates of all of the cities that are targeted. Future endeavors of Kappa Aerospace will include fitting a stretch version of the IG with a larger propulsion system. This derivative aircraft will be able to carry more passengers and will be placed on the routes which have the greatest demand for travel. The fuselage and empennage are made of a wooden truss configuration, while the wing is made of a rib/spare configuration. The stress carrying elements are made of spruce, the nonstress carrying elements are made of balsa. The wing is removable for easy access into the fuselage. The easy access to the batteries will keep maintenance costs down.

Stenting versus aggressive medical therapy for intracranial arterial stenosis.

PubMed

Chimowitz, Marc I; Lynn, Michael J; Derdeyn, Colin P; Turan, Tanya N; Fiorella, David; Lane, Bethany F; Janis, L Scott; Lutsep, Helmi L; Barnwell, Stanley L; Waters, Michael F; Hoh, Brian L; Hourihane, J Maurice; Levy, Elad I; Alexandrov, Andrei V; Harrigan, Mark R; Chiu, David; Klucznik, Richard P; Clark, Joni M; McDougall, Cameron G; Johnson, Mark D; Pride, G Lee; Torbey, Michel T; Zaidat, Osama O; Rumboldt, Zoran; Cloft, Harry J

2011-09-15

Atherosclerotic intracranial arterial stenosis is an important cause of stroke that is increasingly being treated with percutaneous transluminal angioplasty and stenting (PTAS) to prevent recurrent stroke. However, PTAS has not been compared with medical management in a randomized trial. We randomly assigned patients who had a recent transient ischemic attack or stroke attributed to stenosis of 70 to 99% of the diameter of a major intracranial artery to aggressive medical management alone or aggressive medical management plus PTAS with the use of the Wingspan stent system. The primary end point was stroke or death within 30 days after enrollment or after a revascularization procedure for the qualifying lesion during the follow-up period or stroke in the territory of the qualifying artery beyond 30 days. Enrollment was stopped after 451 patients underwent randomization, because the 30-day rate of stroke or death was 14.7% in the PTAS group (nonfatal stroke, 12.5%; fatal stroke, 2.2%) and 5.8% in the medical-management group (nonfatal stroke, 5.3%; non-stroke-related death, 0.4%) (P=0.002). Beyond 30 days, stroke in the same territory occurred in 13 patients in each group. Currently, the mean duration of follow-up, which is ongoing, is 11.9 months. The probability of the occurrence of a primary end-point event over time differed significantly between the two treatment groups (P=0.009), with 1-year rates of the primary end point of 20.0% in the PTAS group and 12.2% in the medical-management group. In patients with intracranial arterial stenosis, aggressive medical management was superior to PTAS with the use of the Wingspan stent system, both because the risk of early stroke after PTAS was high and because the risk of stroke with aggressive medical therapy alone was lower than expected. (Funded by the National Institute of Neurological Disorders and Stroke and others; SAMMPRIS ClinicalTrials.gov number, NCT00576693.).

Guidance and Control of an Autonomous Soaring UAV

NASA Technical Reports Server (NTRS)

Allen, Michael J.; Lin, Victor

2007-01-01

Thermals caused by convection in the lower atmosphere are commonly used by birds and glider pilots to extend flight duration, increase cross-country speed, improve range, or simply to conserve energy. Uninhabited Aerial Vehicles (UAVs) can also increase performance and reduce energy consumption by exploiting atmospheric convection. An autonomous soaring research project was conducted at the NASA Dryden Flight Research Center to evaluate the concept through flight test of an electric-powered motorglider with a wingspan of 4.27 m (14 ft). The UAV's commercial autopilot software was modified to include outer-loop soaring guidance and control. The aircraft total energy state was used to detect and soar within thermals. Estimated thermal size and position were used to calculate guidance commands for soaring flight. Results from a total of 23 thermal encounters show good performance of the guidance and control algorithms to autonomously detect and exploit thermals. The UAV had an average climb of 172 m (567 ft) during these encounters.

Guidance and Control of an Autonomous Soaring UAV

NASA Technical Reports Server (NTRS)

Allen, Michael J.

2007-01-01

Thermals caused by convection in the lower atmosphere are commonly used by birds and glider pilots to extend flight duration, increase cross-country speed, improve range, or simply to conserve energy. Uninhabited Aerial Vehicles (UAVs) can also increase performance and reduce energy consumption by exploiting atmospheric convection. An autonomous soaring research project was conducted at the NASA Dryden Flight Research Center to evaluate the concept through flight test of an electric-powered motor-glider with a wingspan of 4.27 m (14 ft). The UAV's commercial autopilot software was modified to include outer-loop soaring guidance and control. The aircraft total energy state was used to detect and soar within thermals. Estimated thermal size and position were used to calculate guidance commands for soaring flight. Results from a total of 23 thermal encounters show good performance of the guidance and control algorithms to autonomously detect and exploit thermals. The UAV had an average climb of 172 m (567 ft) during these encounters.

Competition and constraint drove Cope's rule in the evolution of giant flying reptiles

PubMed Central

Benson, Roger B. J.; Frigot, Rachel A.; Goswami, Anjali; Andres, Brian; Butler, Richard J.

2014-01-01

The pterosaurs, Mesozoic flying reptiles, attained wingspans of more than 10 m that greatly exceed the largest birds and challenge our understanding of size limits in flying animals. Pterosaurs have been used to illustrate Cope’s rule, the influential generalization that evolutionary lineages trend to increasingly large body sizes. However, unambiguous examples of Cope’s rule operating on extended timescales in large clades remain elusive, and the phylogenetic pattern and possible drivers of pterosaur gigantism are uncertain. Here we show 70 million years of highly constrained early evolution, followed by almost 80 million years of sustained, multi-lineage body size increases in pterosaurs. These results are supported by maximum-likelihood modelling of a comprehensive new pterosaur data set. The transition between these macroevolutionary regimes is coincident with the Early Cretaceous adaptive radiation of birds, supporting controversial hypotheses of bird–pterosaur competition, and suggesting that evolutionary competition can act as a macroevolutionary driver on extended geological timescales. PMID:24694584

Flexible-Wing-Based Micro Air Vehicles

NASA Technical Reports Server (NTRS)

Ifju, Peter G.; Jenkins, David A.; Ettinger, Scott; Lian, Yong-Sheng; Shyy, Wei; Waszak, Martin R.

2002-01-01

This paper documents the development and evaluation of an original flexible-wing-based Micro Air Vehicle (MAV) technology that reduces adverse effects of gusty wind conditions and unsteady aerodynamics, exhibits desirable flight stability, and enhances structural durability. The flexible wing concept has been demonstrated on aircraft with wingspans ranging from 18 inches to 5 inches. Salient features of the flexible-wing-based MAV, including the vehicle concept, flexible wing design, novel fabrication methods, aerodynamic assessment, and flight data analysis are presented.

Design of a Large Span-Distributed Load Flying-Wing Cargo Airplane

NASA Technical Reports Server (NTRS)

Jernell, L. S.; Quartero, C. B.

1977-01-01

The design and operation of very large, long-range, subsonic cargo aircraft are considered. A design concept which distributes the payload along the wingspan to counterbalance the aerodynamic loads, with a resultant decrease in the in-flight wing bending moments and shear forces, is described. The decreased loading of the wing structure, coupled with the very thick wing housing the cargo, results in a relatively low overall structural weight in comparison to that of conventional aircraft.

Strategic Airlift Modernization: Analysis of C-5 Modernization and C-17 Acquisition Issues

DTIC Science & Technology

2007-11-28

shaped more like an aircraft’s wing, to generate lift through aerodynamic forces. Advocates hope airships may be capable of carrying a complete Army...sea basing concept. Detractors challenge airship survivability and ability to operate in adverse weather. Also, hybrid airships use aerodynamic lift and...100 turbofan engines Wingspan: 169 feet 10 inches (to winglet tips) (51.76 meters) Length: 174 feet (53 meters) Height: 55 feet 1 inch (16.79 meters

Advanced Space Transportation Program (ASTP)

NASA Image and Video Library

2003-07-01

NASA's X-37 Approach and Landing Test Vehicle is installed is a structural facility at Boeing's Huntington Beach, California plant. Tests, completed in July, were conducted to verify the structural integrity of the vehicle in preparation for atmospheric flight tests. Atmospheric flight tests of the Approach and Landing Test Vehicle are scheduled for 2004 and flight tests of the Orbital Vehicle are scheduled for 2006. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. It's experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000.00 per pound. The X-37 program is managed by the Marshall Space Flight Center and built by the Boeing Company.

Surveillance Using Multiple Unmanned Aerial Vehicles

DTIC Science & Technology

2009-03-01

BATCAM wingspan was 21” vs Jodeh’s 9.1 ft, the BATCAM’s propulsion was electric vs. Jodeh’s gas engine, cameras were body fixed vs. gimballed, and...3.1: BATCAM Camera FOV Angles Angle Front Camera Side Camera Depression Angle 49◦ 39◦ horizontal FOV 48◦ 48◦ vertical FOV 40◦ 40◦ by a quiet electric ...motor. The batteries can be recharged with a car cigarette lighter in less than an hour. Assembly of the wing airframe takes less than a minute, and

Communication and Distributed Control in Multi-Agent Systems

DTIC Science & Technology

2011-08-01

centre of mass of the simulated aircraft and moving with them, we can identify three class of rotations allowed to the MAVs: yaw, pitch, and roll. In...a customised version of the swinglet1 (see Figure 1), a 420g light 80cm wing-span mono/fixed-wing MAV produced by senseFlyTM2, generally used for...replicate its work in a faithful way. 2.3.2 Customised (Parker’s-based) implementation of Reynolds’ algo- rithm As aforementioned there are some degrees of

Unmanned Vehicles Systems; Unmanned Vehicle Tactical Memorandum (TM 3-22-5-SW): Report of Findings and Recommendation

DTIC Science & Technology

2007-01-31

FP) missions. These missions are broadly categorized by sizes and associated platforms (not all inclusive) as shown in Table 2. UAV greater than...initiative and the Marines’ interim small unit remote scouting system (I-SURSS) requirement. The potential Navy version is referred to as Sea ALL . Dragon...wingspan, about seven inches long) that can stay in the air for about an hour. Once the battery powered propeller is spinning, the operator throws

Strategic Airlift Modernization: Analysis of C-5 Modernization and C-17 Acquisition Issues

DTIC Science & Technology

2008-04-15

shaped more like an aircraft’s wing, to generate lift through aerodynamic forces. Advocates hope airships may be capable of carrying a complete Army...airships use aerodynamic lift and will take-off and land much like conventional aircraft. Some estimate that 1,000 ton-class hybrid aircraft will require...Description153 Power plant: Four Pratt & Whitney F117-PW-100 turbofan engines Wingspan: 169 feet 10 inches (to winglet tips) (51.76 meters) Length: 174

Methods for Reachability-based Hybrid Controller Design

DTIC Science & Technology

2012-05-10

approaches for airport runways ( Teo and Tomlin, 2003). The results of the reachability calculations were validated in extensive simulations as well as...UAV flight experiments (Jang and Tomlin, 2005; Teo , 2005). While the focus of these previous applications lies largely in safety verification, the work...B([15, 0],a0)× [−π,π])\\ V,∀qi ∈ Q, where a0 = 30m is the protected radius (chosen based upon published data of the wingspan of a Boeing KC -135

Aerodynamics of gliding flight in common swifts.

PubMed

Henningsson, P; Hedenström, A

2011-02-01

Gliding flight performance and wake topology of a common swift (Apus apus L.) were examined in a wind tunnel at speeds between 7 and 11 m s(-1). The tunnel was tilted to simulate descending flight at different sink speeds. The swift varied its wingspan, wing area and tail span over the speed range. Wingspan decreased linearly with speed, whereas tail span decreased in a nonlinear manner. For each airspeed, the minimum glide angle was found. The corresponding sink speeds showed a curvilinear relationship with airspeed, with a minimum sink speed at 8.1 m s(-1) and a speed of best glide at 9.4 m s(-1). Lift-to-drag ratio was calculated for each airspeed and tilt angle combinations and the maximum for each speed showed a curvilinear relationship with airspeed, with a maximum of 12.5 at an airspeed of 9.5 m s(-1). Wake was sampled in the transverse plane using stereo digital particle image velocimetry (DPIV). The main structures of the wake were a pair of trailing wingtip vortices and a pair of trailing tail vortices. Circulation of these was measured and a model was constructed that showed good weight support. Parasite drag was estimated from the wake defect measured in the wake behind the body. Parasite drag coefficient ranged from 0.30 to 0.22 over the range of airspeeds. Induced drag was calculated and used to estimate profile drag coefficient, which was found to be in the same range as that previously measured on a Harris' hawk.

Upcycling UAS into modular platforms for Earth science and autonomy research

NASA Astrophysics Data System (ADS)

Dahlgren, R. P.; Dary, O. G.; Ogunbiyi, J. A.; Pinsker, E. A.; Reynolds, K. W.; Werner, C. A.

2015-12-01

This reports the results of a multidisciplinary project conducted at the NASA Ames Research Center (ARC) involving a number of student interns over the summers of 2014 and 2015. The project had a goal of applying rapid prototyping techniques, including 3D printing, to unmanned aircraft systems (UAS), and demonstrated that surplus UAS could be repurposed into new configurations suitable for conducting science missions. ARC received several units of the RQ-11 Raven and RQ-14 DragonEye manufactured by AeroVironment Corporation, along with ground stations and spare parts. These UAS have electric propulsion, a wingspan and length ~1m; they are designed to disassemble for transport, have a simple wing design with snap-together interfaces, made from lightweight materials. After removing all ITAR restricted technology these were made available to summer interns that also had access to 3D printing, CNC laser-cutting equipment through NASA's SpaceShop. The modular nature and simple wing profiles enabled the teams to deconstruct and subsequently reconfigure them into completely new airframes. Two multi-fuselage designs were assembled using Ardupilot-based common avionics architecture (CAA), with extended wingspans, an H-tail and an innovative cambered flap system. After NASA internal design reviews, the students fabricated new control surfaces and subcomponents necessary to splice the RQ-14 subcomponents back together. Laboratory testing was performed on test articles to determine bending modulus and safety factors, and documentation was prepared for airworthiness flight safety review. Upon receiving approval of documentation and flight readiness certification, the repurposed UAS were flown at Crows Landing airfield in Stanislaus County, California, initially under RC pilot control and subsequently under fully autonomous control. The RQ-11 is now being used to expand on the modularity design and the Team has been at work in designing different configurations and a payload pod that will allow flexible modular implementation. This project demonstrated that rapid prototyping combined with modular subcomponents can enable an increase in the rate of design iterations on aircraft optimized for science missions. Field data will be reported for missions at the Salton Sea and Crows Landing, California.

Center for Micro Air Vehicle Studies

DTIC Science & Technology

2013-02-01

vacuum oven , unavailable at WSU. The vacuum oven was a crucial step in allowing the epoxy to cure properly, thereby providing the carbon fiber spars...weight of the Modified Standard model is 12g (without a battery). This model uses a 150mAh LiPo battery. The average “Big Bird ” model, weights...23.1g (without a battery), has a wingspan of 340mm and a length of 270mm average (Figure 26). The vehicle uses a 150mAh battery. The “Big Bird ” is a

NASA's B-52 mother ship carries the X-43A and its booster rocket on a captive carry flight Jan. 26, 2004

NASA Image and Video Library

2004-01-26

NASA's historic B-52 mother ship carried the X-43A and its Pegasus booster rocket on a captive carry flight from Edwards Air Force Base Jan. 26, 2004. The X-43A and its booster remained mated to the B-52 throughout the two-hour flight, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

KSC-05PD-1016

NASA Technical Reports Server (NTRS)

2005-01-01

KENNEDY SPACE CENTER, FLA. A dragonfly rests atop the highest stalk in foliage on the Merritt Island National Wildlife Refuge before resuming its daily activity. Large predatory insects with wingspans up to 5.5 inches, dragonflies snatch smaller insects from the air by means of their basket-like arrangement of legs. The refuge was established in 1963 on Kennedy Space Center land and water not used by NASA for the space program. It encompasses 92,000 acres that are a habitat for more than 331 species of birds, 31 mammals, 117 fishes, and 65 amphibians and reptiles.

Advanced Space Transportation Program (ASTP)

NASA Image and Video Library

2003-07-01

NASA's X-37 Approach and Landing Test Vehicle is installed is a structural facility at Boeing's Huntington Beach, California plant, where technicians make adjustments to composite panels. Tests, completed in July, were conducted to verify the structural integrity of the vehicle in preparation for atmospheric flight tests. Atmospheric flight tests of the Approach and Landing Test Vehicle are scheduled for 2004 and flight tests of the Orbital Vehicle are scheduled for 2006. The X-37 experimental launch vehicle is roughly 27.5 feet (8.3 meters) long and 15 feet (4.5 meters) in wingspan. It's experiment bay is 7 feet (2.1 meters) long and 4 feet (1.2 meters) in diameter. Designed to operate in both the orbital and reentry phases of flight, the X-37 will increase both safety and reliability, while reducing launch costs from $10,000 per pound to $1,000.00 per pound. The X-37 program is managed by the Marshall Space Flight Center and built by the Boeing Company.

Numerical study of the trailing vortex of a wing with wing-tip blowing

NASA Technical Reports Server (NTRS)

Lim, Hock-Bin

1994-01-01

Trailing vortices generated by lifting surfaces such as helicopter rotor blades, ship propellers, fixed wings, and canard control surfaces are known to be the source of noise, vibration, cavitation, degradation of performance, and other hazardous problems. Controlling these vortices is, therefore, of practical interest. The formation and behavior of the trailing vortices are studied in the present research. In addition, wing-tip blowing concepts employing axial blowing and spanwise blowing are studied to determine their effectiveness in controlling these vortices and their effects on the performance of the wing. The 3D, unsteady, thin-layer compressible Navier-Stokes equations are solved using a time-accurate, implicit, finite difference scheme that employs LU-ADI factorization. The wing-tip blowing is simulated using the actuator plane concept, thereby, not requiring resolution of the jet slot geometry. Furthermore, the solution blanking feature of the chimera scheme is used to simplify the parametric study procedure for the wing-tip blowing. Computed results are shown to compare favorably with experimental measurements. It is found that axial wing-tip blowing, although delaying the rolling-up of the trailing vortices and the near-field behavior of the flowfield, does not dissipate the circulation strength of the trailing vortex farther downstream. Spanwise wing-tip blowing has the effect of displacing the trailing vortices outboard and upward. The increased 'wing-span' due to the spanwise wing-tip blowing has the effect of lift augmentation on the wing and the strengthening of the trailing vortices. Secondary trailing vortices are created at high spanwise wing-tip blowing intensities.

Aerostructural optimization of a morphing wing for airborne wind energy applications

NASA Astrophysics Data System (ADS)

Fasel, U.; Keidel, D.; Molinari, G.; Ermanni, P.

2017-09-01

Airborne wind energy (AWE) vehicles maximize energy production by constantly operating at extreme wing loading, permitted by high flight speeds. Additionally, the wide range of wind speeds and the presence of flow inhomogeneities and gusts create a complex and demanding flight environment for AWE systems. Adaptation to different flow conditions is normally achieved by conventional wing control surfaces and, in case of ground generator-based systems, by varying the reel-out speed. These control degrees of freedom enable to remain within the operational envelope, but cause significant penalties in terms of energy output. A significantly greater adaptability is offered by shape-morphing wings, which have the potential to achieve optimal performance at different flight conditions by tailoring their airfoil shape and lift distribution at different levels along the wingspan. Hence, the application of compliant structures for AWE wings is very promising. Furthermore, active gust load alleviation can be achieved through morphing, which leads to a lower weight and an expanded flight envelope, thus increasing the power production of the AWE system. This work presents a procedure to concurrently optimize the aerodynamic shape, compliant structure, and composite layup of a morphing wing for AWE applications. The morphing concept is based on distributed compliance ribs, actuated by electromechanical linear actuators, guiding the deformation of the flexible—yet load-carrying—composite skin. The goal of the aerostructural optimization is formulated as a high-level requirement, namely to maximize the average annual power production per wing area of an AWE system by tailoring the shape of the wing, and to extend the flight envelope of the wing by actively alleviating gust loads. The results of the concurrent multidisciplinary optimization show a 50.7% increase of extracted power with respect to a sequentially optimized design, highlighting the benefits of morphing and the potential of the proposed approach.

Parametric Study for Increasing On-Station Duration via Unconventional Aircraft Launch Approach

NASA Technical Reports Server (NTRS)

Kuhl, Christopher A.; Moses, Robert W.; Croom, Mark A.; Sandford, Stephen P.

2004-01-01

The need for better atmospheric predictions is causing the atmospheric science community to look for new ways to obtain longer, higher-resolution measurements over several diurnal cycles. The high resolution, in-situ measurements required to study many atmospheric phenomena can be achieved by an Autonomous Aerial Observation System (AAOS); however, meeting the long on-station time requirements with an aerial platform poses many challenges. Inspired by the half-scale drop test of the deployable Aerial Regional-scale Environmental Survey (ARES) Mars airplane, a study was conducted at the NASA Langley Research Center to examine the possibility of increasing on-station time by launching an airplane directly at the desired altitude. The ARES Mars airplane concept was used as a baseline for Earth atmospheric flight, and parametric analyses of fundamental configuration elements were performed to study their impact on achieving desired on-station time with this class of airplane. The concept involved lifting the aircraft from the ground to the target altitude by means of an air balloon, thereby unburdening the airplane of ascent requirements. The parameters varied in the study were aircraft wingspan, payload, fuel quantity, and propulsion system. The results show promising trends for further research into aircraft-payload design using this unconventional balloon-based launch approach.

Hitching a ride on NASA's B-52 mother ship, the X-43A scramjet performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004

NASA Image and Video Library

2004-01-26

Hitching a ride on the same B-52 mother ship that once launched X-15 research aircraft in the 1960s, NASA's X-43A scramjet and it's Pegasus booster rocket performed a captive carry evaluation flight from Edwards Air Force Base, California, January 26, 2004. The X-43 and it's booster remained mated to the B-52 throughout this mission, intended to check its readiness for launch. The hydrogen-fueled aircraft is autonomous and has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Liquid Rocket Propulsion for Atmospheric Flight in the Proposed ARES Mars Scout Mission

NASA Technical Reports Server (NTRS)

Kuhl, Christopher A.; Wright, Henry S.; Hunter, Craig A.; Guernsey, Carl S.; Colozza, Anthony J.

2004-01-01

Flying above the Mars Southern Highlands, an airplane will traverse over the terrain of Mars while conducting unique science measurements of the atmosphere, surface, and interior. This paper describes an overview of the ARES (Aerial Regional-scale Environmental Survey) mission with an emphasis on airplane propulsion needs. The process for selecting a propulsion system for the ARES airplane is also included. Details of the propulsion system, including system schematics, hardware and performance are provided. The airplane has a 6.25 m wingspan with a total mass of 149 kg and is propelled by a bi-propellant liquid rocket system capable of carrying roughly 48 kg of MMH/MON3 propellant.

Electrocution

USGS Publications Warehouse

Thomas, N.J.

1999-01-01

Power lines and power poles present a potential electrocution hazard to wild birds. Many birds, especially raptors, select power poles for perching, and, sometimes, for nesting (Figs. 50.1–3). If a bird’s appendages bridge the gap between two energized parts or between an energized and a grounded metal part, electricity flows through the “bridge” that is filling the gap and the bird is electrocuted. Most commonly, birds are electrocuted where conducting wires (conductors) are placed closer together than the wingspan of birds that frequent the poles (Fig. 50.2). Feathers are poor electrical conductors, but if contact is made between points on the skin, talons, or beak, or if the feathers are wet, conduction can occur. Common anatomical sites of contact include conduction between the wrists of each wing or between the skin of one wing and a foot or leg. The resulting shock causes severe, usually fatal, cardiovascular injury. Because conductors on distribution lines are placed closer together than high voltage transmission lines, birds are more frequently electrocuted on distribution lines despite their lower voltage. In addition to one to three conductors, power poles may also carry ground wires, transformers, or grounded metal crossarm braces. Complicated wiring configurations that put multiple energized and grounded metal parts near attractive perching or nesting sites are the most hazardous configurations (Fig. 50.3).

On the Size and Flight Diversity of Giant Pterosaurs, the Use of Birds as Pterosaur Analogues and Comments on Pterosaur Flightlessness

PubMed Central

Witton, Mark P.; Habib, Michael B.

2010-01-01

The size and flight mechanics of giant pterosaurs have received considerable research interest for the last century but are confused by conflicting interpretations of pterosaur biology and flight capabilities. Avian biomechanical parameters have often been applied to pterosaurs in such research but, due to considerable differences in avian and pterosaur anatomy, have lead to systematic errors interpreting pterosaur flight mechanics. Such assumptions have lead to assertions that giant pterosaurs were extremely lightweight to facilitate flight or, if more realistic masses are assumed, were flightless. Reappraisal of the proportions, scaling and morphology of giant pterosaur fossils suggests that bird and pterosaur wing structure, gross anatomy and launch kinematics are too different to be considered mechanically interchangeable. Conclusions assuming such interchangeability—including those indicating that giant pterosaurs were flightless—are found to be based on inaccurate and poorly supported assumptions of structural scaling and launch kinematics. Pterosaur bone strength and flap-gliding performance demonstrate that giant pterosaur anatomy was capable of generating sufficient lift and thrust for powered flight as well as resisting flight loading stresses. The retention of flight characteristics across giant pterosaur skeletons and their considerable robustness compared to similarly-massed terrestrial animals suggest that giant pterosaurs were not flightless. Moreover, the term ‘giant pterosaur’ includes at least two radically different forms with very distinct palaeoecological signatures and, accordingly, all but the most basic sweeping conclusions about giant pterosaur flight should be treated with caution. Reappraisal of giant pterosaur material also reveals that the size of the largest pterosaurs, previously suggested to have wingspans up to 13 m and masses up to 544 kg, have been overestimated. Scaling of fragmentary giant pterosaur remains have been misled by distorted fossils or used inappropriate scaling techniques, indicating that 10–11 m wingspans and masses of 200–250 kg are the most reliable upper estimates of known pterosaur size. PMID:21085624

Aggressive medical treatment with or without stenting in high-risk patients with intracranial artery stenosis (SAMMPRIS): the final results of a randomised trial.

PubMed

Derdeyn, Colin P; Chimowitz, Marc I; Lynn, Michael J; Fiorella, David; Turan, Tanya N; Janis, L Scott; Montgomery, Jean; Nizam, Azhar; Lane, Bethany F; Lutsep, Helmi L; Barnwell, Stanley L; Waters, Michael F; Hoh, Brian L; Hourihane, J Maurice; Levy, Elad I; Alexandrov, Andrei V; Harrigan, Mark R; Chiu, David; Klucznik, Richard P; Clark, Joni M; McDougall, Cameron G; Johnson, Mark D; Pride, G Lee; Lynch, John R; Zaidat, Osama O; Rumboldt, Zoran; Cloft, Harry J

2014-01-25

Early results of the Stenting and Aggressive Medical Management for Preventing Recurrent stroke in Intracranial Stenosis trial showed that, by 30 days, 33 (14·7%) of 224 patients in the stenting group and 13 (5·8%) of 227 patients in the medical group had died or had a stroke (percentages are product limit estimates), but provided insufficient data to establish whether stenting offered any longer-term benefit. Here we report the long-term outcome of patients in this trial. We randomly assigned (1:1, stratified by centre with randomly permuted block sizes) 451 patients with recent transient ischaemic attack or stroke related to 70-99% stenosis of a major intracranial artery to aggressive medical management (antiplatelet therapy, intensive management of vascular risk factors, and a lifestyle-modification programme) or aggressive medical management plus stenting with the Wingspan stent. The primary endpoint was any of the following: stroke or death within 30 days after enrolment, ischaemic stroke in the territory of the qualifying artery beyond 30 days of enrolment, or stroke or death within 30 days after a revascularisation procedure of the qualifying lesion during follow-up. Primary endpoint analysis of between-group differences with log-rank test was by intention to treat. This study is registered with ClinicalTrials.gov, number NCT 00576693. During a median follow-up of 32·4 months, 34 (15%) of 227 patients in the medical group and 52 (23%) of 224 patients in the stenting group had a primary endpoint event. The cumulative probability of the primary endpoints was smaller in the medical group versus the percutaneous transluminal angioplasty and stenting (PTAS) group (p=0·0252). Beyond 30 days, 21 (10%) of 210 patients in the medical group and 19 (10%) of 191 patients in the stenting group had a primary endpoint. The absolute differences in the primary endpoint rates between the two groups were 7·1% at year 1 (95% CI 0·2 to 13·8%; p=0·0428), 6·5% at year 2 (-0·5 to 13·5%; p=0·07) and 9·0% at year 3 (1·5 to 16·5%; p=0·0193). The occurrence of the following adverse events was higher in the PTAS group than in the medical group: any stroke (59 [26%] of 224 patients vs 42 [19%] of 227 patients; p=0·0468) and major haemorrhage (29 [13%]of 224 patients vs 10 [4%] of 227 patients; p=0·0009). The early benefit of aggressive medical management over stenting with the Wingspan stent for high-risk patients with intracranial stenosis persists over extended follow-up. Our findings lend support to the use of aggressive medical management rather than PTAS with the Wingspan system in high-risk patients with atherosclerotic intracranial arterial stenosis. National Institute of Neurological Disorders and Stroke (NINDS) and others. Copyright © 2014 Elsevier Ltd. All rights reserved.

Aggressive medical treatment with or without stenting in high-risk patients with intracranial artery stenosis (SAMMPRIS): the final results of a randomised trial

PubMed Central

Derdeyn, Colin P; Chimowitz, Marc I; Lynn, Michael J; Fiorella, David; Turan, Tanya N; Janis, L Scott; Montgomery, Jean; Nizam, Azhar; Lane, Bethany F; Lutsep, Helmi L; Barnwell, Stanley L; Waters, Michael F; Hoh, Brian L; Hourihane, J Maurice; Levy, Elad I; Alexandrov, Andrei V; Harrigan, Mark R; Chiu, David; Klucznik, Richard P; Clark, Joni M; McDougall, Cameron G; Johnson, Mark D; Pride, G Lee; Lynch, John R; Zaidat, Osama O; Rumboldt, Zoran; Cloft, Harry J

2014-01-01

Summary Background Early results of the Stenting and Aggressive Medical Management for Preventing Recurrent stroke in Intracranial Stenosis trial showed that, by 30 days, 33 (14·7%) of 224 patients in the stenting group and 13 (5·8%) of 227 patients in the medical group had died or had a stroke (percentages are product limit estimates), but provided insufficient data to establish whether stenting offered any longer-term benefit. Here we report the long-term outcome of patients in this trial. Methods We randomly assigned (1:1, stratified by centre with randomly permuted block sizes) 451 patients with recent transient ischaemic attack or stroke related to 70–99% stenosis of a major intracranial artery to aggressive medical management (antiplatelet therapy, intensive management of vascular risk factors, and a lifestyle-modification programme) or aggressive medical management plus stenting with the Wingspan stent. The primary endpoint was any of the following: stroke or death within 30 days after enrolment, ischaemic stroke in the territory of the qualifying artery beyond 30 days of enrolment, or stroke or death within 30 days after a revascularisation procedure of the qualifying lesion during follow-up. Primary endpoint analysis of between-group differences with log-rank test was by intention to treat. This study is registered with ClinicalTrials.gov, number NCT 00576693. Findings During a median follow-up of 32·4 months, 34 (15%) of 227 patients in the medical group and 52 (23%) of 224 patients in the stenting group had a primary endpoint event. The cumulative probability of the primary endpoints was smaller in the medical group versus the percutaneous transluminal angioplasty and stenting (PTAS) group (p=0·0252). Beyond 30 days, 21 (10%) of 210 patients in the medical group and 19 (10%) of 191 patients in the stenting group had a primary endpoint. The absolute differences in the primary endpoint rates between the two groups were 7·1% at year 1 (95% CI 0·2 to 13·8%; p=0·0428), 6·5% at year 2 (−0·5 to 13·5%; p=0·07) and 9·0% at year 3 (1·5 to 16·5%; p=0·0193). The occurrence of the following adverse events was higher in the PTAS group than in the medical group: any stroke (59 [26%] of 224 patients vs 42 [19%] of 227 patients; p=0·0468) and major haemorrhage (29 [13%] of 224 patients vs 10 [4%] of 227 patients; p=0·0009). Interpretation The early benefit of aggressive medical management over stenting with the Wingspan stent for high-risk patients with intracranial stenosis persists over extended follow-up. Our findings lend support to the use of aggressive medical management rather than PTAS with the Wingspan system in high-risk patients with atherosclerotic intracranial arterial stenosis. PMID:24168957

Monopoly Airplane Lands in Esophagus Leading to Difficult Extraction: A Case Report on Anesthesia and Surgical Considerations.

PubMed

Matava, Clyde T; Echaniz, Gaston; Parkes, William; Papsin, Blake C; Propst, Evan J; Cushing, Sharon L

2017-10-01

A 2-year-old child presented with an airplane game piece from the board game Monopoly lodged in her esophagus. The airplane's wings, engines, and winglets acted like fish hooks that entered the esophageal mucosa easily but were difficult to extract. Chest radiographs were used to estimate the airplane wingspan dimensions, and a Foley catheter was used to dilate the esophagus to allow foreign body extraction via rigid esophagoscopy with optical forceps. Deliberate deep placement of the endotracheal tube facilitated surgical manipulation. This case report highlights the importance of teamwork, communication, and the involvement of multiple disciplines, each with their unique experience and expertise, to formulate a plan of action for patients during unique surgical emergencies.

Smart flight control

NASA Astrophysics Data System (ADS)

Larson, Brett; Bartlett, James P.; O'Hearn, Steve; Adams, Clinton

2001-04-01

Shape Memory Alloy (SMA) wire technology was used as primary flight control actuators on a 99-inch wingspan remote controlled aircraft. Modifications were made to a Dynaflite Butterfly and its Futaba remote control system. Comparisons were recorded between the original Futaba electric motor servo system and the SMA actuator system in terms of input power requirement, response time, actuation geometry, output power, and proportional control characteristics. The advantages and limitations of this application of SMA technology were exposed. This project shed light on further possibilities for use of SMA technology that could eliminate much of the weight, complexity, and cost associated with current use of remote actuation and linkage systems. It is the author's hope that the information presented herein will help facilitate further development of SMA in highly critical miniature applications.

Aircraft control system

NASA Technical Reports Server (NTRS)

Kendall, Greg T. (Inventor); Lisoski, Derek L. (Inventor)

2007-01-01

A solar rechargeable, long-duration, span-loaded flying wing, having no fuselage or rudder. 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, pitch and yaw. The wing is configured to deform under flight loads to position the propellers such that the control can be achieved. Each of five segments of the wing has one or more motors and photovoltaic arrays, and produces its own lift independent of the other segments, 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.

Evaluation of artificial diets for Attacus atlas (Lepidoptera: Saturniidae) in Yogyakarta Special Region, Indonesia.

PubMed

Sukirno, Sukirno; Situmorang, J; Sumarmi, S; Soesilohadi, R C Hidayat; Pratiwi, R; Sukirno, Sukirno; Situmorang, J; Sumarmi, S; Soesilohadi, R C Hidayat; Pratiwi, R

2013-12-01

The objective of this research was to evaluate artificial diets that can be used to successfully culture the atlas silk moth, Attacus atlas L. (Lepidoptera: Saturniidae) indoors. Four plant species were evaluated as the basic component of each diet, barringtonia (Barringtonia asiatica), cheesewood (Nauclea orientalis), soursop (Annona muricata), and mahogany (Swietenia mahagoni). Evaluation of the nutritional value of each diet was determined by an analysis of the hemolymph proteins of sixth instars using the Folin-Ciocalteu assay. Survivorship, cocoon quality, and hemolymph protein content of larvae fed the barringtonia diet were higher than those of larvae fed mahogany-, cheesewood-, and soursop-based artificial diets. The average adult emergence of those fed the barringtonia-based diet was 74.5%. The weights of the cocoon in this treatment with the pupa and the empty cocoons were 7.0 and 1.1 g, respectively. Hemolymph of the larvae fed the barringtonia-based artificial diet had the highest concentration of protein with an average of 28.06 mg/ml. The atlas moth reared on the barringtonia-based artificial diet was comparable with those reared only on barringtonia leaves. However, the weight of empty cocoons, adult wingspan, and amount of hemolymph protein were lower than in those reared on barringtonia leaves only. This may suggest that the artificial barringtonia-based diet requires additional protein for maximum efficiency.

Parabolic Flights @ Home. An Unmanned Air Vehicle for Short-Duration Low-Gravity Experiments

NASA Astrophysics Data System (ADS)

Hofmeister, Paul Gerke; Blum, Jürgen

2011-02-01

We developed an unmanned air vehicle (UAV) suitable for small parabolic-flight experiments. The flight speed of 100 m s - 1 is sufficient for zero-gravity parabolas of 16 s duration. The flight path's length of slightly more than 1 km and 400 m difference in altitude is suitable for ground controlled or supervised flights. Since this fits within the limits set for model aircraft, no additional clearance is required for operation. Our UAV provides a cost-effective platform readily available for low-g experiments, which can be performed locally without major preparation. A payload with a size of up to 0.9 ×0.3 ×0.3 m3 and a mass of ˜5 kg can be exposed to 0 g 0-5 g 0, with g 0 being the gravitational acceleration of the Earth. Flight-duration depends on the desired acceleration level, e.g. 17 s at 0.17 g 0 (lunar surface level) or 21 s at 0.38 g 0 (Martian surface level). The aircraft has a mass of 25 kg (including payload) and a wingspan of 2 m. It is powered by a jet engine with an exhaust speed of 450 m s - 1 providing a thrust of 180 N. The parabolic-flight curves are automated by exploiting the advantages of sophisticated micro-electronics to minimize acceleration errors.

Challenges and payoff of composites in transport aircraft: 777 empennage and future applications

NASA Technical Reports Server (NTRS)

Quinlivan, John

1993-01-01

The Boeing 777 is the first of a new family of wide body airplanes. The new large twin is sized to accommodate 360 to 390 passengers in typical two-class configurations and planned growth beyond that. The 777 offers airlines three engine options, extremely attractive operating costs, and compatibility with existing airport gates and taxiways. The 777 has a wingspan of nearly 197 feet and is offered with a wing-tip folding mechanism that will reduce the span to 156 feet. Extensive use of advance composite is included in the 777. The application range from fiberglass fairing to primary structures. The 777 empennage includes vertical fin and a horizontal stabilizer. The material used for the empennage is a new, toughened epoxy materials. The material provides outstanding resistance to impact damage.

Meteorological Support of the Helios World Record High Altitude Flight to 96,863 Feet

NASA Technical Reports Server (NTRS)

Teets, Edward H., Jr.; Donohue, Casey J.; Wright, Patrick T.; DelFrate, John (Technical Monitor)

2002-01-01

In characterizing and understanding atmospheric behavior when conducting high altitude solar powered flight research flight planning engineers and meteorologists are able to maximize the use of available airspace and coordinate aircraft maneuvers with pilots to make the best use of changing sun elevation angles. The result of this cooperative research produced a new world record for absolute altitude of a non-rocket powered aircraft of 96,863 ft (29,531.4 m). The Helios prototype solar powered aircraft, with a wingspan of 247 ft (75.0m), reached this altitude on August 13, 2001, off the coast of Kauai, Hawaii. The analyses of the weather characterization, the planning efforts, and the weather-of-the-day summary that led to at record flight are described in this paper.

A Note about Self-Induced Velocity Generated by a Lifting-Line Wing or Rotor Blade

NASA Technical Reports Server (NTRS)

Harris, Franklin D.

2006-01-01

This report presents an elementary analysis of the induced velocity created by a field of vortices that reside in the wake of a rotor blade. Progress achieved by other researchers in the last 70 years is briefly reviewed. The present work is presented in four stages of complexity that carry a lifting-line representation of a fixed wing into a single-blade rotor. The analysis leads to the conclusion that the lifting rotor's spiraling vortex wake structure has very high induced power when compared to the ideal wing. For an advanced ratio of one-half, induced power is on the order of 10 times that of the wing when the comparison is made at wingspan equal to rotor diameter and wing and rotor having equal lift.

Intensive probing of clear air convective fields by radar and instrumented drone aircraft.

NASA Technical Reports Server (NTRS)

Rowland, J. R.

1972-01-01

Clear air convective fields were probed in three summer experiments (1969, 1970, and 1971) on an S-band monopulse tracking radar at Wallops Island, Virginia, and a drone aircraft with a takeoff weight of 5.2 kg, wingspan of 2.5 m, and cruising glide speed of 10.3 m/sec. The drone was flown 23.2 km north of the radar and carried temperature, pressure/altitude, humidity, and vertical and airspeed velocity sensors. Extensive time-space convective field data were obtained by taking a large number of RHI and PPI pictures at short intervals of time. The rapidly changing overall convective field data obtained from the radar could be related to the meteorological information telemetered from the drone at a reasonably low cost by this combined technique.

Evaluation of the Raven sUAS to detect and monitor greater sage-grouse leks within the Middle Park population

USGS Publications Warehouse

Hanson, Leanne; Holmquist-Johnson, Christopher L.; Cowardin, Michelle L.

2014-01-01

The Raven sUAS is a hand-launched reconnaissance and data-gathering tool developed for the U.S. Department of Defense by AeroVironment, Inc. Originally designed to provide aerial observation, day or night, at line-of-site ranges up to 6.2 miles (10 kilometers), the Raven sUAS has a wingspan of 4.5 feet (1.38 meters) and weighs 4.2 pounds (1.9 kilograms). A 60-minute lithium-ion rechargeable battery powers the system which also transmits live video (color or infrared imagery), compass headings, and location information to a ground control station. The Raven sUAS is typically operated by a three-person flight crew consisting of a pilot, mission operator, and a trained observer.

Exhaust Plume Effects on Sonic Boom for a Delta Wing and a Swept Wing-Body Model

NASA Technical Reports Server (NTRS)

Castner, Raymond; Lake, Troy

2012-01-01

Supersonic travel is not allowed over populated areas due to the disturbance caused by the sonic boom. Research has been performed on sonic boom reduction and has included the contribution of the exhaust nozzle plume. Plume effect on sonic boom has progressed from the study of isolated nozzles to a study with four exhaust plumes integrated with a wing-body vehicle. This report provides a baseline analysis of the generic wing-body vehicle to demonstrate the effect of the nozzle exhaust on the near-field pressure profile. Reductions occurred in the peak-to-peak magnitude of the pressure profile for a swept wing-body vehicle. The exhaust plumes also had a favorable effect as the nozzles were moved outward along the wing-span.

The Pilatus Unmanned Aircraft System for Lower Atmospheric Research

NASA Technical Reports Server (NTRS)

de Boer, Gijs; Palo, Scott; Argrow, Brian; LoDolce, Gabriel; Mack, James; Gao, Ru-shan; Telg, Hagen; Trussel, Cameron; Fromm, Joshua; Long, Charles N.;

The pilatus unmanned aircraft system for lower atmospheric research

NASA Astrophysics Data System (ADS)

de Boer, G.; Palo, S.; Argrow, B.; LoDolce, G.; Mack, J.; Gao, R.-S.; Telg, H.; Trussel, C.; Fromm, J.; Long, C. N.; Bland, G.; Maslanik, J.; Schmid, B.; Hock, T.

2015-11-01

This paper presents details of the University of Colorado (CU) Pilatus unmanned research aircraft, assembled to provide measurements of aerosols, radiation and thermodynamics in the lower troposphere. This aircraft has a wingspan of 3.2 m and a maximum take off weight of 25 kg and is powered by an electric motor to reduce engine exhaust and concerns about carburetor icing. It carries instrumentation to make measurements of broadband up- and downwelling shortwave and longwave radiation, aerosol particle size distribution, atmospheric temperature, relative humidity and pressure and to collect video of flights for subsequent analysis of atmospheric conditions during flight. In order to make the shortwave radiation measurements, care was taken to carefully position a high-quality compact inertial measurement unit (IMU) and characterize the attitude of the aircraft and it's orientation to the upward looking radiation sensor. Using measurements from both of these sensors, a correction is applied to the raw radiometer measurements to correct for aircraft attitude and sensor tilt relative to the sun. The data acquisition system was designed from scratch based on a set of key driving requirements to accommodate the variety of sensors deployed. Initial test flights completed in Colorado provide promising results with measurements from the radiation sensors agreeing with those from a nearby surface site. Additionally, estimates of surface albedo from onboard sensors were consistent with local surface conditions, including melting snow and bright runway surface. Aerosol size distributions collected are internally consistent and have previously been shown to agree well with larger, surface-based instrumentation. Finally the atmospheric state measurements evolve as expected, with the near-surface atmosphere warming over time as the day goes on, and the atmospheric relative humidity decreasing with increased temperature. No directional bias on measured temperature, as might be expected due to uneven heating of the sensor housing over the course of a racetrack pattern, was detected. The results from these flights indicate that the CU Pilatus platform is capable of performing research grade lower tropospheric measurement missions.

The Pilatus unmanned aircraft system for lower atmospheric research

NASA Astrophysics Data System (ADS)

de Boer, Gijs; Palo, Scott; Argrow, Brian; LoDolce, Gabriel; Mack, James; Gao, Ru-Shan; Telg, Hagen; Trussel, Cameron; Fromm, Joshua; Long, Charles N.; Bland, Geoff; Maslanik, James; Schmid, Beat; Hock, Terry

2016-04-01

This paper presents details of the University of Colorado (CU) "Pilatus" unmanned research aircraft, assembled to provide measurements of aerosols, radiation and thermodynamics in the lower troposphere. This aircraft has a wingspan of 3.2 m and a maximum take-off weight of 25 kg, and it is powered by an electric motor to reduce engine exhaust and concerns about carburetor icing. It carries instrumentation to make measurements of broadband up- and downwelling shortwave and longwave radiation, aerosol particle size distribution, atmospheric temperature, relative humidity and pressure and to collect video of flights for subsequent analysis of atmospheric conditions during flight. In order to make the shortwave radiation measurements, care was taken to carefully position a high-quality compact inertial measurement unit (IMU) and characterize the attitude of the aircraft and its orientation to the upward-looking radiation sensor. Using measurements from both of these sensors, a correction is applied to the raw radiometer measurements to correct for aircraft attitude and sensor tilt relative to the sun. The data acquisition system was designed from scratch based on a set of key driving requirements to accommodate the variety of sensors deployed. Initial test flights completed in Colorado provide promising results with measurements from the radiation sensors agreeing with those from a nearby surface site. Additionally, estimates of surface albedo from onboard sensors were consistent with local surface conditions, including melting snow and bright runway surface. Aerosol size distributions collected are internally consistent and have previously been shown to agree well with larger, surface-based instrumentation. Finally the atmospheric state measurements evolve as expected, with the near-surface atmosphere warming over time as the day goes on, and the atmospheric relative humidity decreasing with increased temperature. No directional bias on measured temperature, as might be expected due to uneven heating of the sensor housing over the course of a racetrack pattern, was detected. The results from these flights indicate that the CU Pilatus platform is capable of performing research-grade lower tropospheric measurement missions.

Fielding An Amphibious UAV: Development, Results, and Lessons Learned

NASA Technical Reports Server (NTRS)

Pisanich, Greg; Morris, Stephen

2002-01-01

This report summarizes the work completed on the design and flight-testing of a small, unmanned, amphibious demonstrator aircraft that flies autonomously. The aircraft named ACAT (Autonomous Cargo Amphibious Transport) is intended to be a large cargo carrying unmanned aircraft that operates from water to avoid airspace and airfield conflict issues between manned and unmanned aircraft. To demonstrate the feasibility of this concept, a demonstrator ACAT was designed, built, and flown that has a six-foot wingspan and can fly autonomously from land or water airfield. The demonstrator was designed for a 1-hour duration and 1-mile telemetry range. A sizing code was used to design the smallest demonstrator UAV to achieve these goals. The final design was a six-foot wingspan, twin hull configuration that distributes the cargo weight across the span, reducing the wing structural weight. The demonstrator airframe was constructed from balsa wood, fiberglass, and plywood. A 4-stroke model airplane engine powered by methanol fuel was mounted in a pylon above the wing and powers the ACAT UAV. Initial flight tests from land and water were conducted under manual radio control and confirmed the amphibious capability of the design. Flight avionics that were developed by MLB for production UAVs were installed in the ACAT demonstrator. The flight software was also enhanced to permit autonomous takeoff and landing from water. A complete autonomous flight from ahard runway was successfully completed on July 5, 2001 and consisted of a take-off, rectangular flight pattern, and landing under complete computer control. A completely autonomous flight that featured a water takeoff and landing was completed on October 4, 2001. This report describes these activities in detail and highlights the challenges encountered and solved during the development of the ACAT demonstrator. hard runway was successfully completed on July 5, 2001 and consisted of a take-off, rectangular flight pattern, and landing under complete computer control. A completely autonomous flight that featured a water takeoff and landing was completed on October 4, 2001. This report describes these activities in detail and highlights the challenges encountered and solved during the development of the ACAT demonstrator.

Measurement of shape and deformation of insect wing

NASA Astrophysics Data System (ADS)

Yin, Duo; Wei, Zhen; Wang, Zeyu; Zhou, Changqiu

2018-01-01

To measure the shape and deformation of an insect wing, a scanning setup adopting laser triangulation and image matching was developed. Only one industry camera with two light sources was employed to scan the transparent insect wings. 3D shape and point to point full field deformation of the wings could be obtained even when the wingspan is less than 3 mm. The venation and corrugation could be significantly identified from the results. The deformation of the wing under pin loading could be seen clearly from the results as well. Calibration shows that the shape and deformation measurement accuracies are no lower than 0.01 mm. Laser triangulation and image matching were combined dexterously to adapt wings' complex shape, size, and transparency. It is suitable for insect flight research or flapping wing micro-air vehicle development.

Preliminary design of a long-endurance Mars aircraft

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

1990-01-01

The preliminary design requirements of a long endurance aircraft capable of flight within the Martian environment was determined. Both radioisotope/heat engine and PV solar array power production systems were considered. Various cases for each power system were analyzed in order to determine the necessary size, weight and power requirements of the aircraft. The analysis method used was an adaptation of the method developed by Youngblood and Talay of NASA-Langley used to design a high altitude earth based aircraft. The analysis is set up to design an aircraft which, for the given conditions, has a minimum wingspan and maximum endurance parameter. The results showed that, for a first approximation, a long endurance aircraft is feasible within the Martian environment. The size and weight of the most efficient solar aircraft were comparable to the radioisotope powered one.

Application of Wind Tunnel Free-Flight Technique for Wake Vortex Encounters

NASA Technical Reports Server (NTRS)

Brandon, Jay M.; Jordan, Frank L., Jr.; Stuever, Robert A.; Buttrill, Catherine W.

1997-01-01

A wind tunnel investigation was conducted in the Langley 30- by 60-Foot Tunnel to assess the free-flight test technique as a tool in research on wake vortex encounters. A typical 17.5-percent scale business-class jet airplane model was flown behind a stationary wing mounted in the forward portion of the wind tunnel test section. The span ratio (model span-generating wingspan) was 0.75. The wing angle of attack could be adjusted to produce a vortex of desired strength. The test airplane model was successfully flown in the vortex and through the vortex for a range of vortex strengths. Data obtained included the model airplane body axis accelerations, angular rates, attitudes, and control positions as a function of vortex strength and relative position. Pilot comments and video records were also recorded during the vortex encounters.

Dryden F-8 Research Aircraft Fleet 1973 in flight, DFBW and SCW

NASA Technical Reports Server (NTRS)

1973-01-01

F-8 Digital Fly-By-Wire (left) and F-8 Supercritical Wing in flight. These two aircraft fundamentally changed the nature of aircraft design. The F-8 DFBW pioneered digital flight controls and led to such computer-controlled airacrft as the F-117A, X-29, and X-31. Airliners such as the Boeing 777 and Airbus A320 also use digital fly-by-wire systems. The other aircraft is a highly modified F-8A fitted with a supercritical wing. Dr. Richard T. Whitcomb of Langley Research Center originated the supercritical wing concept in the late 1960s. (Dr. Whitcomb also developed the concept of the 'area rule' in the early 1950s. It singificantly reduced transonic drag.) The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital-fly-by-wire is more efficient because it is lighter and takes up less space than the hydraulic systems it replaced. This either reduces the fuel required to fly or increases the number of passengers or pounds of cargo the aircraft can carry. Digital fly-by-wire is currently used in a variety of aircraft ranging from F/A-18 fighters to the Boeing 777. The DFBW research program is considered one of the most significant and most successful NASA aeronautical programs since the inception of the agency. F-8 aircraft were built originally for the U.S. Navy by LTV Aerospace of Dallas, Texas. The aircraft had a wingspan of 35 feet, 2 inches; was 54 feet, 6 inches long; and was powered by a Pratt & Whitney J57 turbojet engine. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

Multi-temporal monitoring of crack formation on a mountain col with low-cost unmanned aerial systems - a case study in Austria

NASA Astrophysics Data System (ADS)

Stary, Ulrike; Adams, Marc

2016-04-01

In the Tuxer Alps of Western Austria, crack formation was observed on a col at approximately 2,500 m a.s.l., in close proximity to a highly frequented hiking trail. On an area of 0.2 ha, three several meter deep cracks were identified. Here we present the results of a 3-year monitoring of this area with low-cost, unmanned aerial systems (UAS) and photogrammetric techniques. In 2013 and 2014, a custom-built fixed-wing UAS (Multiplex Mentor, wingspan 1.6 m, gross take-off weight 2.5 kg), equipped with a Sony NEX5 (16 mm prime lens, 14 MP sensor resolution) was used to map the study site. In 2015 we employed a helicopter (Thundertiger Raptor, 0.55 m blade length, gross take-off weight 2.8 kg), fitted with a GoPro2 (60° prime lens, 5 MP sensor resolution). In all three cases we recorded 1,200-2,000 images in 10-30 minutes. To georeference the images, 8-10 ground control points (GCP) were placed at the study site and measured with a Trimble GeoXT GPS device (expected accuracy 0.15 m, precision 0.3 m). Using AgiSoft's PhotoScan (v.1.1.6), Orthophotos (OP) and digital surface models (DSM) were calculated with 5 and 20 cm ground sampling distance, respectively. The visual interpretation of the OPs gave some indication, that the size of the cracks was increasing by 0.1-0.5 m (A-axis) or 0.2-0.8 m² per year. An interpretation of the DSMs was inconclusive with regard to the depth of the cracks due to shadows in the imagery and vertical or overhanging sidewalls of the cracks. Additionally the accuracy of the GCP-measurements was found to lie below the rate of change of the cracks, thus not permitting a direct calculation of difference DSM. From an operational point-of-view, the study site proved very challenging because of its exposed, high-alpine location, with high wind speeds, gusts and poor visibility hampering the UAS-missions. The monitoring campaign will continue in 2016, where the collection of additional ground-based reference data is planned (e.g. terrestrial photogrammetry, manual measurements, terrestrial laser scanning).

F-8 SCW in flight

NASA Technical Reports Server (NTRS)

1973-01-01

A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing in place of the conventional wing. The unique design of the Supercritical Wing (SCW) reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph a Vought F-8A Crusader is shown being used as a flying testbed for an experimental Supercritical Wing airfoil. The smooth fairing of the fiberglass glove with the wing is illustrated in this view. This is the configuration of the F-8 SCW aircraft late in the program. The SCW team fitted the fuselage with bulges fore and aft of the wings. This was similar to the proposed shape of a near-sonic airliner. Both the SCW airfoil and the bulged-fuselage design were optimal for cruise at Mach 0.98. Dr. Whitcomb (designer of the SCW) had previously spent about four years working on supersonic transport designs. He concluded that these were impractical due to their high operating costs. The high drag at speeds above Mach 1 resulted in greatly increased costs. Following the fuel-price rises caused by the October 1973 oil embargo, airlines lost interest in near-sonic transports. Rather, they wanted a design that would have lower fuel consumption. Dr. Whitcomb developed a modified supercritical-wing shape that provided higher lift-to-drag ratios at the same speeds. He did this by using thicker airfoil sections and a reduced wing sweepback. This resulted in an increased aspect ratio without an increase in wing weight. In the three decades since the F-8 SCW flew, the use of such airfoils has become common. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the trailing edge. The Supercritical Wing was designed to delay the formation of and reduce the shock wave over the wing just below and above the speed of sound (transonic region of flight). Delaying the shock wave at these speeds results in less drag. Results of the NASA flight research at the Flight Research Center, Edwards, California, (later renamed the Dryden Flight Research Center) demonstrated that aircraft using the supercritical wing concept would have increased cruising speed, improved fuel efficiency, and greater flight range than those using conventional wings. As a result, supercritical wings are now commonplace on virtually every modern subsonic commercial transport. Results of the NASA project showed the SCW had increased the transonic efficiency of the F-8 as much as 15 percent and proved that passenger transports with supercritical wings, versus conventional wings, could save $78 million (in 1974 dollars) per year for a fleet of 280 200-passenger airliners. The F-8 Supercritical Wing (SCW) project flew from 1970 to 1973. Dryden engineer John McTigue was the first SCW program manager and Tom McMurtry was the lead project pilot. The first SCW flight took place on March 9, 1971. The last flight of the Supercritical wing was on May 23, 1973, with Ron Gerdes at the controls. Original wingspan of the F-8 is 35 feet, 2 inches while the wingspan with the supercritical wing was 43 feet, 1 inch. F-8 aircraft were powered by Pratt & Whitney J57 turbojet engines. The TF-8A Crusader was made available to the NASA Flight Research Center by the U.S. Navy. F-8 jet aircraft were built, originally, by LTV Aerospace, Dallas, Texas. Rockwell International's North American Aircraft Division received a $1.8 million contract to fabricate the supercritical wing, which was delivered to NASA in December 1969.

Design of a Mars Airplane Propulsion System for the Aerial Regional-Scale Environmental Survey (ARES) Mission Concept

NASA Technical Reports Server (NTRS)

Kuhl, Christopher A.

2008-01-01

The Aerial Regional-Scale Environmental Survey (ARES) is a Mars exploration mission concept that utilizes a rocket propelled airplane to take scientific measurements of atmospheric, surface, and subsurface phenomena. The liquid rocket propulsion system design has matured through several design cycles and trade studies since the inception of the ARES concept in 2002. This paper describes the process of selecting a bipropellant system over other propulsion system options, and provides details on the rocket system design, thrusters, propellant tank and PMD design, propellant isolation, and flow control hardware. The paper also summarizes computer model results of thruster plume interactions and simulated flight performance. The airplane has a 6.25 m wingspan with a total wet mass of 185 kg and has to ability to fly over 600 km through the atmosphere of Mars with 45 kg of MMH / MON3 propellant.

Multiple leading edge vortices of unexpected strength in freely flying hawkmoth

PubMed Central

Johansson, L. Christoffer; Engel, Sophia; Kelber, Almut; Heerenbrink, Marco Klein; Hedenström, Anders

2013-01-01

The Leading Edge Vortex (LEV) is a universal mechanism enhancing lift in flying organisms. LEVs, generally illustrated as a single vortex attached to the wing throughout the downstroke, have not been studied quantitatively in freely flying insects. Previous findings are either qualitative or from flappers and tethered insects. We measure the flow above the wing of freely flying hawkmoths and find multiple simultaneous LEVs of varying strength and structure along the wingspan. At the inner wing there is a single, attached LEV, while at mid wing there are multiple LEVs, and towards the wingtip flow separates. At mid wing the LEV circulation is ~40% higher than in the wake, implying that the circulation unrelated to the LEV may reduce lift. The strong and complex LEV suggests relatively high flight power in hawmoths. The variable LEV structure may result in variable force production, influencing flight control in the animals. PMID:24253180

NASA's X-Plane Database and Parametric Cost Model v 2.0

NASA Technical Reports Server (NTRS)

Sterk, Steve; Ogluin, Anthony; Greenberg, Marc

2016-01-01

The NASA Armstrong Cost Engineering Team with technical assistance from NASA HQ (SID)has gone through the full process in developing new CERs from Version #1 to Version #2 CERs. We took a step backward and reexamined all of the data collected, such as dependent and independent variables, cost, dry weight, length, wingspan, manned versus unmanned, altitude, Mach number, thrust, and skin. We used a well- known statistical analysis tool called CO$TAT instead of using "R" multiple linear or the "Regression" tool found in Microsoft Excel(TradeMark). We setup an "array of data" by adding 21" dummy variables;" we analyzed the standard error (SE) and then determined the "best fit." We have parametrically priced-out several future X-planes and compared our results to those of other resources. More work needs to be done in getting "accurate and traceable cost data" from historical X-plane records!

A late Jurassic pterosaur (Reptilia, Pterodactyloidea) from northwestern Patagonia, Argentina

NASA Astrophysics Data System (ADS)

Codorniú, Laura; Gasparini, Zulma; Paulina-Carabajal, Ariana

2006-03-01

A small to medium-sized pterodactyloid pterosaur (wingspan approximately 1.10 m) from the Upper Jurassic (middle-late Tithonian) marine deposits of the Vaca Muerta Formation of Patagonia (Los Catutos area, central Neuquén Province, Argentina) is reported. The specimen lacks the skull but constitutes a nearly complete postcranial skeleton, which includes cervical and dorsal vertebrae; a few thoracic ribs; both pectoral girdles; the left pelvic girdle; a proximal right wing (humerus, ulna, and radius) and metacarpal IV; a left wing that lacks only wing phalanx four; and both hindlimbs, the right one without the foot. Ontogenetic features suggest that the new fossil corresponds to a relatively mature individual, probably a subadult. Observed characters support its assignment to the Archaeopteroactyloidea, a basal clade within the Pterodactyloidea. This specimen is the second pterosaur from Los Catutos and the most complete Jurassic pterosaur so far known from South America.

Gemini: A long-range cargo transport

NASA Technical Reports Server (NTRS)

1994-01-01

The proposed Gemini, a long-range cargo transport, is designed as a high capacity, dedicated cargo transporter of 8'x8'x20' inter-modal containers, and long-range design. These requirements will result in a design that is larger than any existing aircraft. Due to the size, a conventional configuration would result in an aircraft unable to operate economically at existing airports. It is necessary to design for a minimum possible empty weight, wingspan, and landing gear track. After considering both a single fuselage biplane and a double fuselage biplane configuration, the design team choose the double fuselage biplane configuration. Both of these configuration choices result in a reduced wing root bending moment and subsequently in substantial savings in the wing weight. An overall decrease in the weight of the airplane, its systems, and fuel will be a direct result of the wing weight savings.

Helios Prototype on lakebed during ground check of electric motors

NASA Technical Reports Server (NTRS)

1999-01-01

The Helios Prototype is an enlarged version of the Centurion flying wing, which flew a series of test flights at Dryden in late 1998. The craft has a wingspan of 247 feet, 41 feet greater than the Centurion, 2 1/2 times that of its solar-powered Pathfinder flying wing, and longer than either the Boeing 747 jetliner or Lockheed C-5 transport aircraft. Helios is one of several remotely-piloted aircraft-also known as uninhabited aerial vehicles or UAV's-being developed as technology demonstrators by several small airframe manufacturers under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Developed by AeroVironment, Inc., of Monrovia, Calif., the unique craft is intended to demonstrate two key missions: the ability to reach and sustain horizontal flight at 100,000 feet altitude on a single-day flight, and to maintain flight above 50,000 feet altitude for at least four days, both on electrical power derived from non-polluting solar energy. During later flights, AeroVironment's flight test team will evaluate new motor-control software which may allow the pitch of the aircraft-the nose-up or nose-down attitude in relation to the horizon-to be controlled entirely by the motors. If successful, productions versions of the Helios could eliminate the elevators on the wing's trailing edge now used for pitch control, saving weight and increasing the area of the wing available for installation of solar cells.

Cool habitats support darker and bigger butterflies in Australian tropical forests.

PubMed

Xing, Shuang; Bonebrake, Timothy C; Tang, Chin Cheung; Pickett, Evan J; Cheng, Wenda; Greenspan, Sasha E; Williams, Stephen E; Scheffers, Brett R

2016-11-01

Morphology mediates the relationship between an organism's body temperature and its environment. Dark organisms, for example, tend to absorb heat more quickly than lighter individuals, which could influence their responses to temperature. Therefore, temperature-related traits such as morphology may affect patterns of species abundance, richness, and community assembly across a broad range of spatial scales. In this study, we examined variation in color lightness and body size within butterfly communities across hot and cool habitats in the tropical woodland-rainforest ecosystems of northeast Queensland, Australia. Using thermal imaging, we documented the absorption of solar radiation relative to color lightness and wingspan and then built a phylogenetic tree based on available sequences to analyze the effects of habitat on these traits within a phylogenetic framework. In general, darker and larger individuals were more prevalent in cool, closed-canopy rainforests than in immediately adjacent and hotter open woodlands. In addition, darker and larger butterflies preferred to be active in the shade and during crepuscular hours, while lighter and smaller butterflies were more active in the sun and midday hours-a pattern that held after correcting for phylogeny. Our ex situ experiment supported field observations that dark and large butterflies heated up faster than light and small butterflies under standardized environmental conditions. Our results show a thermal consequence of butterfly morphology across habitats and how environmental factors at a microhabitat scale may affect the distribution of species based on these traits. Furthermore, this study highlights how butterfly species might differentially respond to warming based on ecophysiological traits and how thermal refuges might emerge at microclimatic and habitat scales.

The Pilatus unmanned aircraft system for lower atmospheric research

DOE PAGES

de Boer, Gijs; Palo, Scott; Argrow, Brian; ...

2016-04-28

This study presents details of the University of Colorado (CU) “Pilatus” unmanned research aircraft, assembled to provide measurements of aerosols, radiation and thermodynamics in the lower troposphere. This aircraft has a wingspan of 3.2 m and a maximum take-off weight of 25 kg, and it is powered by an electric motor to reduce engine exhaust and concerns about carburetor icing. It carries instrumentation to make measurements of broadband up- and downwelling shortwave and longwave radiation, aerosol particle size distribution, atmospheric temperature, relative humidity and pressure and to collect video of flights for subsequent analysis of atmospheric conditions during flight. Inmore » order to make the shortwave radiation measurements, care was taken to carefully position a high-quality compact inertial measurement unit (IMU) and characterize the attitude of the aircraft and its orientation to the upward-looking radiation sensor. Using measurements from both of these sensors, a correction is applied to the raw radiometer measurements to correct for aircraft attitude and sensor tilt relative to the sun. The data acquisition system was designed from scratch based on a set of key driving requirements to accommodate the variety of sensors deployed. Initial test flights completed in Colorado provide promising results with measurements from the radiation sensors agreeing with those from a nearby surface site. Additionally, estimates of surface albedo from onboard sensors were consistent with local surface conditions, including melting snow and bright runway surface. Aerosol size distributions collected are internally consistent and have previously been shown to agree well with larger, surface-based instrumentation. Finally the atmospheric state measurements evolve as expected, with the near-surface atmosphere warming over time as the day goes on, and the atmospheric relative humidity decreasing with increased temperature. No directional bias on measured temperature, as might be expected due to uneven heating of the sensor housing over the course of a racetrack pattern, was detected. The results from these flights indicate that the CU Pilatus platform is capable of performing research-grade lower tropospheric measurement missions.« less

The Pilatus unmanned aircraft system for lower atmospheric research

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

de Boer, Gijs; Palo, Scott; Argrow, Brian

This study presents details of the University of Colorado (CU) “Pilatus” unmanned research aircraft, assembled to provide measurements of aerosols, radiation and thermodynamics in the lower troposphere. This aircraft has a wingspan of 3.2 m and a maximum take-off weight of 25 kg, and it is powered by an electric motor to reduce engine exhaust and concerns about carburetor icing. It carries instrumentation to make measurements of broadband up- and downwelling shortwave and longwave radiation, aerosol particle size distribution, atmospheric temperature, relative humidity and pressure and to collect video of flights for subsequent analysis of atmospheric conditions during flight. Inmore » order to make the shortwave radiation measurements, care was taken to carefully position a high-quality compact inertial measurement unit (IMU) and characterize the attitude of the aircraft and its orientation to the upward-looking radiation sensor. Using measurements from both of these sensors, a correction is applied to the raw radiometer measurements to correct for aircraft attitude and sensor tilt relative to the sun. The data acquisition system was designed from scratch based on a set of key driving requirements to accommodate the variety of sensors deployed. Initial test flights completed in Colorado provide promising results with measurements from the radiation sensors agreeing with those from a nearby surface site. Additionally, estimates of surface albedo from onboard sensors were consistent with local surface conditions, including melting snow and bright runway surface. Aerosol size distributions collected are internally consistent and have previously been shown to agree well with larger, surface-based instrumentation. Finally the atmospheric state measurements evolve as expected, with the near-surface atmosphere warming over time as the day goes on, and the atmospheric relative humidity decreasing with increased temperature. No directional bias on measured temperature, as might be expected due to uneven heating of the sensor housing over the course of a racetrack pattern, was detected. The results from these flights indicate that the CU Pilatus platform is capable of performing research-grade lower tropospheric measurement missions.« less

Qualitative skeletal correlates of wing shape in extant birds (Aves: Neoaves).

PubMed

Hieronymus, Tobin L

2015-02-27

Among living fliers (birds, bats, and insects), birds display relatively high aspect ratios, a dimensionless shape variable that distinguishes long and narrow vs. short and broad wings. Increasing aspect ratio results in a functional tradeoff between low induced drag (efficient cruise) and increased wing inertia (difficult takeoff). Given the wide scope of its functional effects, the pattern of aspect ratio evolution is an important factor that contributes to the substantial ecological and phylogenetic diversity of living birds. However, because the feathers that define the wingtip (and hence wingspan and aspect ratio) often do not fossilize, resolution in the pattern of avian wing shape evolution is obscured by missing information. Here I use a comparative approach to investigate the relationship between skeletal proxies of flight feather attachment and wing shape. An accessory lobe of the internal index process of digit II-1, a bony correlate of distal primary attachment, shows weak but statistically significant relationships to aspect ratio and mass independent of other skeletal morphology. The dorsal phalangeal fossae of digit II-1, which house distal primaries VIII and IX, also show a trend of increased prominence with higher aspect ratio. Quill knobs on the ulna are examined concurrently, but do not show consistent signal with respect to wing shape. Although quill knobs are cited as skeletal correlates of flight performance in birds, their relationship to wing shape is inconsistent among extant taxa, and may reflect diverging selection pressures acting on a conserved architecture. In contrast, correlates of distal primary feather attachment on the major digit show convergent responses to increasing aspect ratio. In light of the diversity of musculoskeletal and integumentary mophology that underlies wing shape in different avian clades, it is unlikely that a single skeletal feature will show consistent predictive power across Neoaves. Confident inference of wing shape in basal ornithurine birds will require multiple lines of evidence, together with an understanding of clade-specific evolutionary trends within the crown.

Two modes resonant combined motion for insect wings kinematics reproduction and lift generation

NASA Astrophysics Data System (ADS)

Faux, D.; Thomas, O.; Cattan, E.; Grondel, S.

2018-03-01

This paper presents an original concept using a two resonant vibration modes combined motion to reproduce insect wings kinematics and generate lift. The key issue is to design the geometry and the elastic characteristics of artificial wings such that a combination of flapping and twisting motions in a quadrature phase shift could be obtained. This qualitatively implies to bring the frequencies of the two resonant modes closer. For this purpose, a polymeric prototype was micromachined with a wingspan of 3 cm, flexible wings and a single actuator. An optimal wings configuration was determined with a modeling and validated through experimental modal analyses to verify the proximity of the two modes frequencies. A dedicated lift force measurement bench was developed and used to demonstrate a lift force equivalent to the prototype weight. Finally, at the maximum lift frequency, high-speed camera measurements confirmed a kinematics of the flexible wings with flapping and twisting motions in phase quadrature as expected.

Performance Evaluation Method for Dissimilar Aircraft Designs

NASA Technical Reports Server (NTRS)

Walker, H. J.

1979-01-01

A rationale is presented for using the square of the wingspan rather than the wing reference area as a basis for nondimensional comparisons of the aerodynamic and performance characteristics of aircraft that differ substantially in planform and loading. Working relationships are developed and illustrated through application to several categories of aircraft covering a range of Mach numbers from 0.60 to 2.00. For each application, direct comparisons of drag polars, lift-to-drag ratios, and maneuverability are shown for both nondimensional systems. The inaccuracies that may arise in the determination of aerodynamic efficiency based on reference area are noted. Span loading is introduced independently in comparing the combined effects of loading and aerodynamic efficiency on overall performance. Performance comparisons are made for the NACA research aircraft, lifting bodies, century-series fighter aircraft, F-111A aircraft with conventional and supercritical wings, and a group of supersonic aircraft including the B-58 and XB-70 bomber aircraft. An idealized configuration is included in each category to serve as a standard for comparing overall efficiency.

Static, noise, and transition tests of a combined-surface-blowing V/STOL lift/propulsion system

NASA Technical Reports Server (NTRS)

Schoen, A. H.; Kolesar, C. E.; Schaeffer, E. G.

1977-01-01

Efficient thrust vectoring and high levels of circulatory lift were obtained in tests of a half model V/STOL airplane by using a type of externally blown jet flap in which the jet exhaust from wing-mounted cruise fans is directed over both upper and lower surfaces of a flapped wing. Approximately 90% thrust recovery with 87 deg of thrust vectoring was achieved under static conditions using 89 deg of trailing edge flap deflection. The approximately 10% loss appears to be associated primarily with pressure losses due to the flap brackets or slot entries. The jet induced lift was shown to be 55% of the theoretical value for a fullspan jet-flapped wing, even though only 27.5% of the wingspan was immersed in the jet. Steady rate of descent capability in excess of 1,000 feet per minute is predicted. The possibility of significant aerodynamic-noise cancelling when blowing over both surfaces at high velocities is indicated.

Minimizing Collision Risk Between Migrating Raptors and Marine Wind Farms: Development of a Spatial Planning Tool

NASA Astrophysics Data System (ADS)

Baisner, Anette Jægerfeldt; Andersen, Jonas Lembcke; Findsen, Anders; Yde Granath, Simon Wilhelm; Madsen, Karin Ølgaard; Desholm, Mark

2010-11-01

An increased focus on renewable energy has led to the planning and construction of marine wind farms in Europe. Since several terrestrial studies indicate that raptors are especially susceptible to wind turbine related mortality, a Spatial Planning Tool is needed so that wind farms can be sited, in an optimal way, to minimize risk of collisions. Here we use measurements of body mass, wingspan and wing area of eight European raptor species, to calculate their Best Glide Ratio (BGR). The BGR was used to construct a linear equation, which, by the use of initial take-off altitude, could be used to calculate a Theoretical Maximum Distance (TMD) from the coast, attained by these soaring-gliding raptor species. If the nearest turbine, of future marine wind farms, is placed farther away from the coast than the estimated TMD, the collision risk between the turbine blades and these gliding raptors will be minimized. The tool was demonstrated in a case study at the Rødsand II wind farm in Denmark. Data on raptor migration altitude were gathered by radar. From the TMD attained by registered soaring-gliding raptors in the area, we concluded that the Rødsand II wind farm is not sited ideally, from an ornithological point of view, as potentially all three registered species are at risk of gliding through the area swept by the turbine rotor blades, and thereby at risk of colliding with the wind turbines.

Minimizing collision risk between migrating raptors and marine wind farms: development of a spatial planning tool.

PubMed

Baisner, Anette Jaegerfeldt; Andersen, Jonas Lembcke; Findsen, Anders; Yde Granath, Simon Wilhelm; Madsen, Karin Olgaard; Desholm, Mark

2010-11-01

An increased focus on renewable energy has led to the planning and construction of marine wind farms in Europe. Since several terrestrial studies indicate that raptors are especially susceptible to wind turbine related mortality, a Spatial Planning Tool is needed so that wind farms can be sited, in an optimal way, to minimize risk of collisions. Here we use measurements of body mass, wingspan and wing area of eight European raptor species, to calculate their Best Glide Ratio (BGR). The BGR was used to construct a linear equation, which, by the use of initial take-off altitude, could be used to calculate a Theoretical Maximum Distance (TMD) from the coast, attained by these soaring-gliding raptor species. If the nearest turbine, of future marine wind farms, is placed farther away from the coast than the estimated TMD, the collision risk between the turbine blades and these gliding raptors will be minimized. The tool was demonstrated in a case study at the Rødsand II wind farm in Denmark. Data on raptor migration altitude were gathered by radar. From the TMD attained by registered soaring-gliding raptors in the area, we concluded that the Rødsand II wind farm is not sited ideally, from an ornithological point of view, as potentially all three registered species are at risk of gliding through the area swept by the turbine rotor blades, and thereby at risk of colliding with the wind turbines.

Wake structure and kinematics in two insectivorous bats

PubMed Central

Hristov, Nickolay I.; Swartz, Sharon M.; Breuer, Kenneth S.

2016-01-01

We compare kinematics and wake structure over a range of flight speeds (4.0–8.2 m s−1) for two bats that pursue insect prey aerially, Tadarida brasiliensis and Myotis velifer. Body mass and wingspan are similar in these species, but M. velifer has broader wings and lower wing loading. By using high-speed videography and particle image velocimetry of steady flight in a wind tunnel, we show that three-dimensional kinematics and wake structure are similar in the two species at the higher speeds studied, but differ at lower speeds. At lower speeds, the two species show significant differences in mean angle of attack, body–wingtip distance and sweep angle. The distinct body vortex seen at low speed in T. brasiliensis and other bats studied to date is considerably weaker or absent in M. velifer. We suggest that this could be influenced by morphology: (i) the narrower thorax in this species probably reduces the body-induced discontinuity in circulation between the two wings and (ii) the wing loading is lower, hence the lift coefficient required for weight support is lower. As a result, in M. velifer, there may be a decreased disruption in the lift generation between the body and the wing, and the strength of the characteristic root vortex is greatly diminished, both suggesting increased flight efficiency. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528775

Optimal flapping wing for maximum vertical aerodynamic force in hover: twisted or flat?

PubMed

Phan, Hoang Vu; Truong, Quang Tri; Au, Thi Kim Loan; Park, Hoon Cheol

2016-07-08

This work presents a parametric study, using the unsteady blade element theory, to investigate the role of twist in a hovering flapping wing. For the investigation, a flapping-wing system was developed to create a wing motion of large flapping amplitude. Three-dimensional kinematics of a passively twisted wing, which is capable of creating a linearly variable geometric angle of attack (AoA) along the wingspan, was measured during the flapping motion and used for the analysis. Several negative twist or wash-out configurations with different values of twist angle, which is defined as the difference in the average geometric AoAs at the wing root and the wing tip, were obtained from the measured wing kinematics through linear interpolation and extrapolation. The aerodynamic force generation and aerodynamic power consumption of these twisted wings were obtained and compared with those of flat wings. For the same aerodynamic power consumption, the vertical aerodynamic forces produced by the negatively twisted wings are approximately 10%-20% less than those produced by the flat wings. However, these twisted wings require approximately 1%-6% more power than flat wings to produce the same vertical force. In addition, the maximum-force-producing twisted wing, which was found to be the positive twist or wash-in configuration, was used for comparison with the maximum-force-producing flat wing. The results revealed that the vertical aerodynamic force and aerodynamic power consumption of the two types of wings are almost identical for the hovering condition. The power loading of the positively twisted wing is only approximately 2% higher than that of the maximum-force-producing flat wing. Thus, the flat wing with proper wing kinematics (or wing rotation) can be regarded as a simple and efficient candidate for the development of hovering flapping-wing micro air vehicle.

Efficient super-resolution image reconstruction applied to surveillance video captured by small unmanned aircraft systems

NASA Astrophysics Data System (ADS)

He, Qiang; Schultz, Richard R.; Chu, Chee-Hung Henry

2008-04-01

The concept surrounding super-resolution image reconstruction is to recover a highly-resolved image from a series of low-resolution images via between-frame subpixel image registration. In this paper, we propose a novel and efficient super-resolution algorithm, and then apply it to the reconstruction of real video data captured by a small Unmanned Aircraft System (UAS). Small UAS aircraft generally have a wingspan of less than four meters, so that these vehicles and their payloads can be buffeted by even light winds, resulting in potentially unstable video. This algorithm is based on a coarse-to-fine strategy, in which a coarsely super-resolved image sequence is first built from the original video data by image registration and bi-cubic interpolation between a fixed reference frame and every additional frame. It is well known that the median filter is robust to outliers. If we calculate pixel-wise medians in the coarsely super-resolved image sequence, we can restore a refined super-resolved image. The primary advantage is that this is a noniterative algorithm, unlike traditional approaches based on highly-computational iterative algorithms. Experimental results show that our coarse-to-fine super-resolution algorithm is not only robust, but also very efficient. In comparison with five well-known super-resolution algorithms, namely the robust super-resolution algorithm, bi-cubic interpolation, projection onto convex sets (POCS), the Papoulis-Gerchberg algorithm, and the iterated back projection algorithm, our proposed algorithm gives both strong efficiency and robustness, as well as good visual performance. This is particularly useful for the application of super-resolution to UAS surveillance video, where real-time processing is highly desired.

Active Management of Flap-Edge Trailing Vortices

NASA Technical Reports Server (NTRS)

Greenblatt, David; Yao, Chung-Sheng; Vey, Stefan; Paschereit, Oliver C.; Meyer, Robert

2008-01-01

The vortex hazard produced by large airliners and increasingly larger airliners entering service, combined with projected rapid increases in the demand for air transportation, is expected to act as a major impediment to increased air traffic capacity. Significant reduction in the vortex hazard is possible, however, by employing active vortex alleviation techniques that reduce the wake severity by dynamically modifying its vortex characteristics, providing that the techniques do not degrade performance or compromise safety and ride quality. With this as background, a series of experiments were performed, initially at NASA Langley Research Center and subsequently at the Berlin University of Technology in collaboration with the German Aerospace Center. The investigations demonstrated the basic mechanism for managing trailing vortices using retrofitted devices that are decoupled from conventional control surfaces. The basic premise for managing vortices advanced here is rooted in the erstwhile forgotten hypothesis of Albert Betz, as extended and verified ingeniously by Coleman duPont Donaldson and his collaborators. Using these devices, vortices may be perturbed at arbitrarily long wavelengths down to wavelengths less than a typical airliner wingspan and the oscillatory loads on the wings, and hence the vehicle, are small. Significant flexibility in the specific device has been demonstrated using local passive and active separation control as well as local circulation control via Gurney flaps. The method is now in a position to be tested in a wind tunnel with a longer test section on a scaled airliner configuration. Alternatively, the method can be tested directly in a towing tank, on a model aircraft, a light aircraft or a full-scale airliner. The authors believed that this method will have significant appeal from an industry perspective due to its retrofit potential with little to no impact on cruise (devices tucked away in the cove or retracted); low operating power requirements; small lift oscillations when deployed in a time-dependent manner; and significant flexibility with respect to the specific devices selected.

An experimental comparative study of the efficiency of twisted and flat flapping wings during hovering flight.

PubMed

Phan, Hoang Vu; Truong, Quang Tri; Park, Hoon Cheol

2017-04-19

This work presents a parametric study to find a proper wing configuration for achieving economical flight using unsteady blade element theory, which is based on the 3D kinematics of a flapping wing. Power loading was first considered as a performance parameter for the study. The power loadings at each wing section along the wingspan were obtained for various geometric angles of attack (AoAs) by calculating the ratios of the vertical forces generated and the power consumed by that particular wing section. The results revealed that the power loading of a negatively twisted wing could be higher than the power loading that a flat wing can have; the power loading of the negatively twisted wing was approximately 5.9% higher. Given the relatively low average geometric AoA (α A,root   ≈  44° and α A,tip   ≈  25°), the vertical force produced by the twisted wing for the highest power loading was approximately 24.4% less than that produced by the twisted wing for the strongest vertical force. Therefore, for a given wing geometry and flapping amplitude, a flapping-wing micro air vehicle required a 13.5% increase in flapping frequency to generate the same strongest cycle-average vertical force while saving about 24.3% power. However, when force 3 /power 2 and force 2 /power ratios were considered as performance indices, the twisted wings for the highest force 3 /power 2 (α A,root   ≈  43° and α A,tip   ≈  30°) and force 2 /power (α A,root   ≈  43° and α A,tip   ≈  36°) required only 6.5% and 4% increases in flapping frequency and consumed 26.2% and 25.3% less power, respectively. Thus, it is preferable to use a flapping wing operating at a high frequency using the geometric AoAs for the highest power loading, force 3 /power 2 ratio, and force 2 /power ratio over a flapping wing operating at a low frequency using a high geometric AoA with the strongest vertical force. Additionally, by considering both aerodynamic and inertial forces, this study obtained average geometric AoAs in the range of 30° to 40°, which are similar to those of a typical hovering insect's wings. Therefore, the operation of an aerodynamically uneconomical, high AoA in a hovering insect's wings during flight is explainable.

Fruit fly scale robots can hover longer with flapping wings than with spinning wings.

PubMed

Hawkes, Elliot W; Lentink, David

2016-10-01

Hovering flies generate exceptionally high lift, because their wings generate a stable leading edge vortex. Micro flying robots with a similar wing design can generate similar high lift by either flapping or spinning their wings. While it requires less power to spin a wing, the overall efficiency depends also on the actuator system driving the wing. Here, we present the first holistic analysis to calculate how long a fly-inspired micro robot can hover with flapping versus spinning wings across scales. We integrate aerodynamic data with data-driven scaling laws for actuator, electronics and mechanism performance from fruit fly to hummingbird scales. Our analysis finds that spinning wings driven by rotary actuators are superior for robots with wingspans similar to hummingbirds, yet flapping wings driven by oscillatory actuators are superior at fruit fly scale. This crossover is driven by the reduction in performance of rotary compared with oscillatory actuators at smaller scale. Our calculations emphasize that a systems-level analysis is essential for trading-off flapping versus spinning wings for micro flying robots. © 2016 The Author(s).

Comparative studies on Aedes aegypti and Aedes albopictus adult females trespassing commercial nets.

PubMed

Andrade, Carlos F S; Cabrini, Isaías

2010-03-01

ABSTRACT. The abilities of Aedes aegypti and Ae. albopictus females in trespassing 5 different commercial nets, 2 nets impregnated with deltamethrin or permethrin and 3 non-impregnated nets (Guarany, Perame, and Ricca), were compared. The evaluating parameters were their percent trespassing success, the median trespassing time (TT50), and the relation between mosquito wing sizes and their trespassing success. Some mosquito behavioral traits were also observed. The trespassing success, directly related to opening areas, was found to be lower with impregnated nets for both species. The differences between the mosquito species were significant among all the nets except Ricca. Aedes albopictus showed a very high success rate in trespassing the non-impregnated Perame net and a lower success rate in trespassing Guarany. Aedes albopictus also showed a very high success rate in trespassing pyrethroid-impregnated nets. The TT50 values for the Ricca and Guarany nets were not significantly different between the species, but a significantly lower TT50 value was found for the net with the largest opening (Ricca). The smaller wingspan of Ae. albopictus seems to explain the higher trespassing success of this species.

Fruit fly scale robots can hover longer with flapping wings than with spinning wings

PubMed Central

Lentink, David

2016-01-01

Hovering flies generate exceptionally high lift, because their wings generate a stable leading edge vortex. Micro flying robots with a similar wing design can generate similar high lift by either flapping or spinning their wings. While it requires less power to spin a wing, the overall efficiency depends also on the actuator system driving the wing. Here, we present the first holistic analysis to calculate how long a fly-inspired micro robot can hover with flapping versus spinning wings across scales. We integrate aerodynamic data with data-driven scaling laws for actuator, electronics and mechanism performance from fruit fly to hummingbird scales. Our analysis finds that spinning wings driven by rotary actuators are superior for robots with wingspans similar to hummingbirds, yet flapping wings driven by oscillatory actuators are superior at fruit fly scale. This crossover is driven by the reduction in performance of rotary compared with oscillatory actuators at smaller scale. Our calculations emphasize that a systems-level analysis is essential for trading-off flapping versus spinning wings for micro flying robots. PMID:27707903

Applications of Ko Displacement Theory to the Deformed Shape Predictions of the Doubly-Tapered Ikhana Wing

NASA Technical Reports Server (NTRS)

Ko, William L.; Richards, W. Lance; Fleischer, Van Tran

2009-01-01

The Ko displacement theory, formulated for weak nonuniform (slowly changing cross sections) cantilever beams, was applied to the deformed shape analysis of the doubly-tapered wings of the Ikhana unmanned aircraft. The two-line strain-sensing system (along the wingspan) was used for sensing the bending strains needed for the wing-deformed shapes (deflections and cross-sectional twist) analysis. The deflection equation for each strain-sensing line was expressed in terms of the bending strains evaluated at multiple numbers of strain-sensing stations equally spaced along the strain-sensing line. For the preflight shape analysis of the Ikhana wing, the strain data needed for input to the displacement equations for the shape analysis were obtained from the nodal-stress output of the finite-element analysis. The wing deflections and cross-sectional twist angles calculated from the displacement equations were then compared with those computed from the finite-element computer program. The Ko displacement theory formulated for weak nonlinear cantilever beams was found to be highly accurate in the deformed shape predictions of the doubly-tapered Ikhana wing.

AirSTAR: A UAV Platform for Flight Dynamics and Control System Testing

NASA Technical Reports Server (NTRS)

Jordan, Thomas L.; Foster, John V.; Bailey, Roger M.; Belcastro, Christine M.

2006-01-01

As part of the NASA Aviation Safety Program at Langley Research Center, a dynamically scaled unmanned aerial vehicle (UAV) and associated ground based control system are being developed to investigate dynamics modeling and control of large transport vehicles in upset conditions. The UAV is a 5.5% (seven foot wingspan), twin turbine, generic transport aircraft with a sophisticated instrumentation and telemetry package. A ground based, real-time control system is located inside an operations vehicle for the research pilot and associated support personnel. The telemetry system supports over 70 channels of data plus video for the downlink and 30 channels for the control uplink. Data rates are in excess of 200 Hz. Dynamic scaling of the UAV, which includes dimensional, weight, inertial, actuation, and control system scaling, is required so that the sub-scale vehicle will realistically simulate the flight characteristics of the full-scale aircraft. This testbed will be utilized to validate modeling methods, flight dynamics characteristics, and control system designs for large transport aircraft, with the end goal being the development of technologies to reduce the fatal accident rate due to loss-of-control.

X-1E on Display Stand at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The Bell Aircraft Corporation X-1E is shown in this artistic night photo taken in February 1996. This aircraft is displayed on a pedestal in front of the main building (4800) at NASA Dryden Flight Research Center, Edwards, California. There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed.

Numerical simulation of X-wing type biplane flapping wings in 3D using the immersed boundary method.

PubMed

Tay, W B; van Oudheusden, B W; Bijl, H

2014-09-01

The numerical simulation of an insect-sized 'X-wing' type biplane flapping wing configuration is performed in 3D using an immersed boundary method solver at Reynolds numbers equal to 1000 (1 k) and 5 k, based on the wing's root chord length. This X-wing type flapping configuration draws its inspiration from Delfly, a bio-inspired ornithopter MAV which has two pairs of wings flapping in anti-phase in a biplane configuration. The objective of the present investigation is to assess the aerodynamic performance when the original Delfly flapping wing micro-aerial vehicle (FMAV) is reduced to the size of an insect. Results show that the X-wing configuration gives more than twice the average thrust compared with only flapping the upper pair of wings of the X-wing. However, the X-wing's average thrust is only 40% that of the upper wing flapping at twice the stroke angle. Despite this, the increased stability which results from the smaller lift and moment variation of the X-wing configuration makes it more suited for sharp image capture and recognition. These advantages make the X-wing configuration an attractive alternative design for insect-sized FMAVS compared to the single wing configuration. In the Reynolds number comparison, the vorticity iso-surface plot at a Reynolds number of 5 k revealed smaller, finer vortical structures compared to the simulation at 1 k, due to vortices' breakup. In comparison, the force output difference is much smaller between Re = 1 k and 5 k. Increasing the body inclination angle generates a uniform leading edge vortex instead of a conical one along the wingspan, giving higher lift. Understanding the force variation as the body inclination angle increases will allow FMAV designers to optimize the thrust and lift ratio for higher efficiency under different operational requirements. Lastly, increasing the spanwise flexibility of the wings increases the thrust slightly but decreases the efficiency. The thrust result is similar to one of the spanwise studies, but the efficiency result contradicts it, indicating that other flapping parameters are involved as well. Results from this study provide a deeper understanding of the underlying aerodynamics of the X-wing type, which will help to improve the performance of insect-sized FMAVs using this unique configuration.

Hawkmoth flight stability in turbulent vortex streets.

PubMed

Ortega-Jimenez, Victor Manuel; Greeter, Jeremy S M; Mittal, Rajat; Hedrick, Tyson L

2013-12-15

Shedding of vortices is a common phenomenon in the atmosphere over a wide range of spatial and temporal scales. However, it is unclear how these vortices of varying scales affect the flight performance of flying animals. In order to examine these interactions, we trained seven hawkmoths (Manduca sexta) (wingspan ~9 cm) to fly and feed in a wind tunnel under steady flow (controls) and in the von Kármán vortex street of vertically oriented cylinders (two different cylinders with diameters of 10 and 5 cm) at speeds of 0.5, 1 and 2 m s(-1). Cylinders were placed at distances of 5, 25 and 100 cm upstream of the moths. Moths exhibited large amplitude yaw oscillations coupled with modest oscillations in roll and pitch, and slight increases in wingbeat frequency when flying in both the near (recirculating) and middle (vortex dominated) wake regions. Wingbeat amplitude did not vary among treatments, except at 1 m s(-1) for the large cylinder. Yaw and roll oscillations were synchronized with the vortex shedding frequencies in moths flying in the wake of the large cylinder at all speeds. In contrast, yaw and pitch were synchronized with the shedding frequency of small vortices at speeds ≤1 m s(-1). Oscillations in body orientation were also substantially smaller in the small cylinder treatment when compared with the large cylinder, regardless of temporal or non-dimensional spatial scale. Moths flying in steady conditions reached a higher air speed than those flying into cylinder wakes. In general, flight effects produced by the cylinder wakes were qualitatively similar among the recirculating and vortex-dominated wake regions; the magnitude of those effects, however, declined gradually with downstream distance.

Venus Atmospheric Maneuverable Platform Science Mission

NASA Astrophysics Data System (ADS)

Polidan, Ronald S.; Lee, Gregory; Ross, Floyd; Sokol, Daniel; Bolisay, Linden

2015-11-01

Over the past several years, we have explored a possible new approach to Venus upper atmosphere exploration by applying recent Northrop (non-NASA) development programs and have come up with a new class of exploration vehicle: an atmospheric rover. We will discuss a possible suite of instruments and measurements to study the current climate through detailed characterization of cloud level atmosphere and to understand the processes that control climate on Earth-like planets.Our Venus atmospheric rover concept, the Venus Atmospheric Maneuverable Platform (VAMP), is a hypersonic entry vehicle with an ultra-low ballistic coefficient that transitions to a semi-buoyant air vehicle (AV) after entering the Venus atmosphere. Prior to entry, the AV fully deploys to enable lifting entry and eliminates the need for an aeroshell. The mass savings realized by eliminating the aeroshell allows VAMP to accommodate significantly more instruments compared to previous Venus in situ exploration missions. VAMP targets the global Venus atmosphere between 50-65 km altitudes and would be an ideal, stable platform for atmospheric and surface interaction measurements. We will present a straw man concept of VAMP, including its science instrument accommodation capability and platform’s physical characteristics (mass, power, wingspan, etc). We will discuss the various instrument options.VAMP’s subsonic flight regime starts at ~94 km and after <1 hour, the AV will reach its cruise altitude of ~65 km. During this phase of flight, the VAMP sensor suite will acquire a pre-defined set of upper atmosphere measurements. The nominal VAMP lifetime at cruise altitude is several months to a year, providing numerous circumnavigation cycles of Venus at mid-latitude. The stability of the AV and its extended residence time provide the very long integration times required for isotopic mass analysis. VAMP communicates with the orbiter, which provides data relay and possibly additional science measurements complementing the in situ measurements from the AV. We will specifically focus upon key factors impacting the design and performance of VAMP science.

Simulated Wake Characteristics Data for Closely Spaced Parallel Runway Operations Analysis

NASA Technical Reports Server (NTRS)

Guerreiro, Nelson M.; Neitzke, Kurt W.

2012-01-01

A simulation experiment was performed to generate and compile wake characteristics data relevant to the evaluation and feasibility analysis of closely spaced parallel runway (CSPR) operational concepts. While the experiment in this work is not tailored to any particular operational concept, the generated data applies to the broader class of CSPR concepts, where a trailing aircraft on a CSPR approach is required to stay ahead of the wake vortices generated by a lead aircraft on an adjacent CSPR. Data for wake age, circulation strength, and wake altitude change, at various lateral offset distances from the wake-generating lead aircraft approach path were compiled for a set of nine aircraft spanning the full range of FAA and ICAO wake classifications. A total of 54 scenarios were simulated to generate data related to key parameters that determine wake behavior. Of particular interest are wake age characteristics that can be used to evaluate both time- and distance- based in-trail separation concepts for all aircraft wake-class combinations. A simple first-order difference model was developed to enable the computation of wake parameter estimates for aircraft models having weight, wingspan and speed characteristics similar to those of the nine aircraft modeled in this work.

A small azhdarchoid pterosaur from the latest Cretaceous, the age of flying giants.

PubMed

Martin-Silverstone, Elizabeth; Witton, Mark P; Arbour, Victoria M; Currie, Philip J

2016-08-01

Pterosaur fossils from the Campanian-Maastrichtian of North America have been reported from the continental interior, but few have been described from the west coast. The first pterosaur from the Campanian Northumberland Formation (Nanaimo Group) of Hornby Island, British Columbia, is represented here by a humerus, dorsal vertebrae (including three fused notarial vertebrae), and other fragments. The elements have features typical of Azhdarchoidea, an identification consistent with dominance of this group in the latest Cretaceous. The new material is significant for its size and ontogenetic stage: the humerus and vertebrae indicate a wingspan of ca 1.5 m, but histological sections and bone fusions indicate the individual was approaching maturity at time of death. Pterosaurs of this size are exceedingly rare in Upper Cretaceous strata, a phenomenon commonly attributed to smaller pterosaurs becoming extinct in the Late Cretaceous as part of a reduction in pterosaur diversity and disparity. The absence of small juveniles of large species-which must have existed-in the fossil record is evidence of a preservational bias against small pterosaurs in the Late Cretaceous, and caution should be applied to any interpretation of latest Cretaceous pterosaur diversity and success.

Wake analysis of aerodynamic components for the glide envelope of a jackdaw (Corvus monedula).

PubMed

KleinHeerenbrink, Marco; Warfvinge, Kajsa; Hedenström, Anders

2016-05-15

Gliding flight is a relatively inexpensive mode of flight used by many larger bird species, where potential energy is used to cover the cost of aerodynamic drag. Birds have great flexibility in their flight configuration, allowing them to control their flight speed and glide angle. However, relatively little is known about how this flexibility affects aerodynamic drag. We measured the wake of a jackdaw (Corvus monedula) gliding in a wind tunnel, and computed the components of aerodynamic drag from the wake. We found that induced drag was mainly affected by wingspan, but also that the use of the tail has a negative influence on span efficiency. Contrary to previous work, we found no support for the separated primaries being used in controlling the induced drag. Profile drag was of similar magnitude to that reported in other studies, and our results suggest that profile drag is affected by variation in wing shape. For a folded tail, the body drag coefficient had a value of 0.2, rising to above 0.4 with the tail fully spread, which we conclude is due to tail profile drag. © 2016. Published by The Company of Biologists Ltd.

Final design proposal: Zeta group-Valkyrie. A proposal in response to a commercial air transportation study

NASA Technical Reports Server (NTRS)

1991-01-01

The Valkyrie flying wing concept is a remotely piloted technology demonstrator designed to serve as a high volume commuter transport in Aeroworld. The 5.02 lb Valkyrie has a planform area of 1440 sq in and a wingspan of 84 in, which results in an aspect ratio of 4.9. The Valkyrie uses the NACA 2R(2)12 airfoil section. A leading edge wing sweep of 13.2 deg and a 2 deg dihedral were incorporated to provide lateral stability. The Valkyrie is semi-monocoque structure manufactured from spruce and balsa wood covered in plastic Mylar skin. The AstroFlight Cobolt 25 electric engine will power the Valkyrie with a Tornado 10-6 propeller. The Valkyrie is designed to take off in less than 20 ft. To eliminate the difficulties associated with rotating the aircraft at takeoff, the wing is mounted on its landing gear at the take off angle of attack of 8 deg. The Valkyrie provides a greater payload to weight ratio than a conventionally configured aircraft of comparable weight. Considering the requirements, the Valkyrie is the most efficient design for the specified mission.

DLR HABLEG- High Altitude Balloon Launched Experimental Glider

NASA Astrophysics Data System (ADS)

Wlach, S.; Schwarzbauch, M.; Laiacker, M.

2015-09-01

The group Flying Robots at the DLR Institute of Robotics and Mechatronics in Oberpfaffenhofen conducts research on solar powered high altitude aircrafts. Due to the high altitude and the almost infinite mission duration, these platforms are also denoted as High Altitude Pseudo-Satellites (HAPS). This paper highlights some aspects of the design, building, integration and testing of a flying experimental platform for high altitudes. This unmanned aircraft, with a wingspan of 3 m and a mass of less than 10 kg, is meant to be launched as a glider from a high altitude balloon in 20 km altitude and shall investigate technologies for future large HAPS platforms. The aerodynamic requirements for high altitude flight included the development of a launch method allowing for a safe transition to horizontal flight from free-fall with low control authority. Due to the harsh environmental conditions in the stratosphere, the integration of electronic components in the airframe is a major effort. For regulatory reasons a reliable and situation dependent flight termination system had to be implemented. In May 2015 a flight campaign was conducted. The mission was a full success demonstrating that stratospheric research flights are feasible with rather small aircrafts.

Toward understanding the mechanics of hovering in insects, hummingbirds and bats

NASA Astrophysics Data System (ADS)

Vejdani, Hamid; Boerma, David; Swartz, Sharon; Breuer, Kenneth

2016-11-01

We present results on the dynamical characteristics of two different mechanisms of hovering, corresponding to the behavior of hummingbirds and bats. Using a Lagrangian formulation, we have developed a dynamical model of a body (trunk) and two rectangular wings. The trunk has 3 degrees of freedom (x, z and pitch angle) and each wing has 3 modes of actuation: flapping, pronation/supination, and wingspan extension/flexion (only present for bats). Wings can be effectively massless (hummingbird and insect wings) or relatively massive (important in the case of bats). The aerodynamic drag and lift forces are calculated using a quasi-steady blade-element model. The regions of state space in which hovering is possible are computed by over an exhaustive range of parameters. The effect of wing mass is to shrink the phase space available for viable hovering and, in general, to require higher wingbeat frequency. Moreover, by exploring hovering energy requirements, we find that the pronation angle of the wings also plays a critical role. For bats, who have relatively heavy wings, we show wing extension and flexion is critical in order to maintain a plausible hovering posture with reasonable power requirements. Comparisons with biological data show good agreement with our model predictions.

Performance Comparison of Sweeping/Steady Jet Actuators

NASA Astrophysics Data System (ADS)

Hirsch, Damian; Mercier, Justin; Noca, Flavio; Gharib, Morteza

2015-11-01

Flow control through the use of steady jet actuators has been used on various aircraft models since the late 1950's. However, the focus of recent studies has shifted towards the use of sweeping jets (fluidic oscillators) rather than steady jet actuators. In this work, experiments using various jet actuator designs were conducted at GALCIT's Lucas Wind Tunnel on a NACA 0012 vertical tail model similar to that of the Boeing 767 vertical stabilizer at Reynolds numbers ranging from 0.5 to 1.2 million. The rudder angle was fixed at 20 degrees. A total of 32 jet actuators were installed along the wingspan perpendicular to the trailing edge and the rudder shoulder of the vertical stabilizer. It is known that these types of flow control prevent separation. However, the goal of this work is to compare different jet designs and evaluate their performance. Parameters such as the number of actuators, their volumetric flow, and the wind tunnel speed were varied. The lift generation capabilities of steady and sweeping jet actuators were then compared. Another set of experiments was conducted to compare a new sweeping jet actuator design with one of the standard versions. Supported by Boeing.

Wind Tunnel Database Development using Modern Experiment Design and Multivariate Orthogonal Functions

NASA Technical Reports Server (NTRS)

Morelli, Eugene A.; DeLoach, Richard

2003-01-01

A wind tunnel experiment for characterizing the aerodynamic and propulsion forces and moments acting on a research model airplane is described. The model airplane called the Free-flying Airplane for Sub-scale Experimental Research (FASER), is a modified off-the-shelf radio-controlled model airplane, with 7 ft wingspan, a tractor propeller driven by an electric motor, and aerobatic capability. FASER was tested in the NASA Langley 12-foot Low-Speed Wind Tunnel, using a combination of traditional sweeps and modern experiment design. Power level was included as an independent variable in the wind tunnel test, to allow characterization of power effects on aerodynamic forces and moments. A modeling technique that employs multivariate orthogonal functions was used to develop accurate analytic models for the aerodynamic and propulsion force and moment coefficient dependencies from the wind tunnel data. Efficient methods for generating orthogonal modeling functions, expanding the orthogonal modeling functions in terms of ordinary polynomial functions, and analytical orthogonal blocking were developed and discussed. The resulting models comprise a set of smooth, differentiable functions for the non-dimensional aerodynamic force and moment coefficients in terms of ordinary polynomials in the independent variables, suitable for nonlinear aircraft simulation.

Design of a shape-memory alloy actuated macro-scale morphing aircraft mechanism

NASA Astrophysics Data System (ADS)

Manzo, Justin; Garcia, Ephrahim; Wickenheiser, Adam; Horner, Garnett C.

2005-05-01

As more alternative, lightweight actuators have become available, the conventional fixed-wing configuration seen on modern aircraft is under investigation for efficiency on a broad scale. If an aircraft could be designed with multiple functional equilibria of drastically varying aerodynamic parameters, one craft capable of 'morphing' its shape could be used to replace two or three designed with particular intentions. One proposed shape for large-scale (geometry change on the same order of magnitude as wingspan) morphing is the Hyper-Elliptical Cambered Span (HECS) wing, designed at NASA Langley to be implemented on an unmanned aerial vehicle (UAV). Proposed mechanisms to accomplish the spanwise curvature (in the y-z plane of the craft) that allow near-continuous bending of the wing are narrowed to a tendon-based DC motor actuated system, and a shape memory alloy-based (SMA) mechanism. At Cornell, simulations and wind tunnel experiments assess the validity of the HECS wing as a potential shape for a blended-wing body craft with the potential to effectively serve the needs of two conventional UAVs, and analyze the energetics of actuation associated with a morphing maneuver accomplished with both a DC motor and SMA wire.

ER-2 #809 landing in Kiruna, Sweden after second flight of the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-26

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 outside Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 receives preflight fueling outside Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 during fueling for first flight in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2 #806 high altitude research aircraft in flight

NASA Image and Video Library

1998-11-17

ER-2 tail number 806, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2 #809 high altitude research aircraft in flight

NASA Image and Video Library

2001-08-01

ER-2 tail number 809, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2C #809 high altitude research aircraft in flight

NASA Image and Video Library

1998-04-29

ER-2C tail number 809, was one of two Airborne Science ER-2Cs used as science platforms by Dryden. The aircraft were platforms for a variety of high-altitude science missions flown over various parts of the world. They were also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2Cs were capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2C missions lasted about six hours with ranges of about 2,200 nautical miles. The aircraft typically flew at altitudes above 65,000 feet. On November 19, 1998, the ER-2C set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft was 63 feet long, with a wingspan of 104 feet. The top of the vertical tail was 16 feet above ground when the aircraft was on the bicycle-type landing gear. Cruising speeds were 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2C.

Lockheed ER-2 #806 high altitude research aircraft during landing

NASA Image and Video Library

1998-12-18

ER-2 tail number 806, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Discovery of a rare arboreal forest-dwelling flying reptile (Pterosauria, Pterodactyloidea) from China.

PubMed

Wang, Xiaolin; Kellner, Alexander W A; Zhou, Zhonghe; Campos, Diogenes de Almeida

2008-02-12

A previously undescribed toothless flying reptile from northeastern China, Nemicolopterus crypticus gen. et sp. nov., was discovered in the lacustrine sediments of the Early Cretaceous Jiufotang Formation, western Liaoning, China. The specimen consists of an almost complete articulated skeleton (IVPP V14377) and, despite representing an immature individual, based on the ossification of the skeleton, it is not a hatchling or newborn, making it one of the smallest pterosaurs known so far (wing span approximately 250 mm). It can be distinguished from all other pterosaurs by the presence of a short medial nasal process, an inverted "knife-shaped" deltopectoral crest of the humerus, and the presence of a well developed posterior process on the femur above the articulation with the tibia. It further shows the penultimate phalanges of the foot curved in a degree not reported in any pterosaur before, strongly indicating that it had an arboreal lifestyle, more than any other pterodactyloid pterosaur known so far. It is the sister-group of the Ornithocheiroidea and indicates that derived pterosaurs, including some gigantic forms of the Late Cretaceous with wingspans of >6 m, are closely related to small arboreal toothless creatures that likely were living in the canopies of the ancient forests feeding on insects.

Inviscid Analysis of Extended Formation Flight

NASA Technical Reports Server (NTRS)

Kless, James; Aftosmis, Michael J.; Ning, Simeon Andrew; Nemec, Marian

2012-01-01

Flying airplanes in extended formations, with separation distances of tens of wingspans, significantly improves safety while maintaining most of the fuel savings achieved in close formations. The present study investigates the impact of roll trim and compressibility at fixed lift coefficient on the benefits of extended formation flight. An Euler solver with adjoint-based mesh refinement combined with a wake propagation model is used to analyze a two-body echelon formation at a separation distance of 30 spans. Two geometries are examined: a simple wing and a wing-body geometry. Energy savings, quantified by both formation drag fraction and span efficiency factor, are investigated at subsonic and transonic speeds for a matrix of vortex locations. The results show that at fixed lift and trimmed for roll, the optimal location of vortex impingement is about 10% inboard of the trailing airplane s wing-tip. Interestingly, early results show the variation in drag fraction reduction is small in the neighborhood of the optimal position. Over 90% of energy benefits can be obtained with a 5% variation in transverse and 10% variation in crossflow directions. Early results suggest control surface deflections required to achieve trim reduce the benefits of formation flight by 3-5% at subsonic speeds. The final paper will include transonic effects and trim on extended formation flight drag benefits.

Unmanned reconnaissance aircraft, Predator B in flight.

NASA Technical Reports Server (NTRS)

2001-01-01

Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. ALTAIR/PREDATOR B -- General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft, shown here, under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator testbed aircraft to validate a variety of command and control technologies for unmanned aerial vehicles (UAV), as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Ten-foot extensions have been added to each wing, giving the Altair an overall wingspan of 84 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of those basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

NASA Technical Reports Server (NTRS)

2002-01-01

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully thread control lines through a bulkhead during engine installation on NASA's Altair aircraft. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Inlet Duct being lowered into the Altitude Wind Tunnel Test Section

NASA Image and Video Library

1951-10-21

An inlet duct lowered into the 20-foot diameter test section of the Altitude Wind Tunnel at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. Engines and hardware were prepared in the facility’s shop area. The test articles were lifted by a two-rail Shaw box crane through the high-bay and the second-story test chamber before being lowered into the test section. Technicians then spent days or weeks hooking up the supply lines and data recording telemetry. The engines were mounted on wingspans that stretched across the test section. The wingtips attached to the balance frame’s trunnions, which could adjust the angle of attack. The balance frame included six devices that recorded data and controlled the engine. The measurements were visible in banks of manometer boards next to the control room. Photographs recorded the pressure levels in the manometer tubes, and the computing staff manually converted the data into useful measurements. A mechanical pulley system was used to raise and lower the tunnel’s large clamshell lid into place. The lid was sealed into place using hand-turned locks accessible from the viewing platform. The lid had viewing windows above and below the test article, which permitted the filming and visual inspection of the tests.

Membrane wing aerodynamics for micro air vehicles

NASA Astrophysics Data System (ADS)

Lian, Yongsheng; Shyy, Wei; Viieru, Dragos; Zhang, Baoning

2003-10-01

The aerodynamic performance of a wing deteriorates considerably as the Reynolds number decreases from 10 6 to 10 4. In particular, flow separation can result in substantial change in effective airfoil shape and cause reduced aerodynamic performance. Lately, there has been growing interest in developing suitable techniques for sustained and robust flight of micro air vehicles (MAVs) with a wingspan of 15 cm or smaller, flight speed around 10 m/ s, and a corresponding Reynolds number of 10 4-10 5. This paper reviews the aerodynamics of membrane and corresponding rigid wings under the MAV flight conditions. The membrane wing is observed to yield desirable characteristics in delaying stall as well as adapting to the unsteady flight environment, which is intrinsic to the designated flight speed. Flow structures associated with the low Reynolds number and low aspect ratio wing, such as pressure distribution, separation bubble and tip vortex are reviewed. Structural dynamics in response to the surrounding flow field is presented to highlight the multiple time-scale phenomena. Based on the computational capabilities for treating moving boundary problems, wing shape optimization can be conducted in automated manners. To enhance the lift, the effect of endplates is evaluated. The proper orthogonal decomposition method is also discussed as an economic tool to describe the flow structure around a wing and to facilitate flow and vehicle control.

Elimination of High-Frequency Combustion Instability in the Fastrac Engine Thrust Chamber

NASA Technical Reports Server (NTRS)

Rocker, Marvin; Nesman, Thomas E.

1998-01-01

NASA's Marshall Space Flight Center(MSFC) has been tasked with developing a 60,000 pound thrust, pump-fed, LOX/RP-1 engine under the Advanced Space Transportation Program(ASTP). This government-led design has been designated the Fastrac engine. The X-34 vehicle will use the Fastrac engine as the main propulsion system. The X-34 will be a suborbital vehicle developed by the Orbital Sciences Corporation. The X-34 vehicle will be launched from an L-1011 airliner. After launch, the X-34 vehicle will be able to climb to altitudes up to 250,000 feet and reach speeds up to Mach 8, over a mission range of 500 miles. The overall length, wingspan, and gross takeoff weight of the X-34 vehicle are 58.3 feet, 27.7 feet and 45,000 pounds, respectively. This report summarizes the plan of achieving a Fastrac thrust chamber assembly(TCA) stable bomb test that meets the JANNAF standards, the Fastrac TCA design, and the combustion instabilities exhibited by the Fastrac TCA during testing at MSFC's test stand 116 as determined from high-frequency fluctuating pressure measurements. This report also summarizes the characterization of the combustion instabilities from the pressure measurements and the steps taken to eliminate the instabilities.

ER-2 #809 in Kiruna, Sweden for the SAGE III Ozone Loss and Validation Experiment (SOLVE) with pilot Dee Porter entry for first flight

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Overview of TAMU-CC Unmanned Aircraft Systems Coastal Research in the Port Mansfield Area, June 2015

NASA Astrophysics Data System (ADS)

Starek, M. J.; Bridges, D. H.

2016-02-01

In June, 2015, the TAMU-CC Unmanned Aircraft Systems Program, with the support of the Lone Star UAS Center of Excellence and Innovation, conducted a week-long UAS exercise in the coastal region near Port Mansfield, Texas. The platform used was TAMU-CC's RS-16, a variant of the Arcturus T-16XL, that was equipped with a three-camera imaging system which acquired high-resolution images in the optical range of the electromagnetic spectrum and lower resolution images in the infrared and ultraviolet ranges of the spectrum. The RS-16 has a wingspan of 12.9 ft, a typical take-off weight of 70 lbs, and a typical cruising speed of 60 kt. A total of 9 flights were conducted over 7 days, with a total of 22.9 flight hours. Different areas of interest were mapped for different researchers investigating specific coastal phenomena. This poster will describe the overall operational aspects of the exercise. The aircraft and imaging system will be described in detail, as will the operational procedures and subsequent data reduction procedures. The process of selection of the coastal regions for investigation and the flight planning involved in mapping those regions will be discussed. A summary of the resulting image data will be presented.

Comparative tests of ectoparasite species richness in seabirds

PubMed Central

Hughes, Joseph; Page, Roderic DM

2007-01-01

Background The diversity of parasites attacking a host varies substantially among different host species. Understanding the factors that explain these patterns of parasite diversity is critical to identifying the ecological principles underlying biodiversity. Seabirds (Charadriiformes, Pelecaniformes and Procellariiformes) and their ectoparasitic lice (Insecta: Phthiraptera) are ideal model groups in which to study correlates of parasite species richness. We evaluated the relative importance of morphological (body size, body weight, wingspan, bill length), life-history (longevity, clutch size), ecological (population size, geographical range) and behavioural (diving versus non-diving) variables as predictors of louse diversity on 413 seabird hosts species. Diversity was measured at the level of louse suborder, genus, and species, and uneven sampling of hosts was controlled for using literature citations as a proxy for sampling effort. Results The only variable consistently correlated with louse diversity was host population size and to a lesser extent geographic range. Other variables such as clutch size, longevity, morphological and behavioural variables including body mass showed inconsistent patterns dependent on the method of analysis. Conclusion The comparative analysis presented herein is (to our knowledge) the first to test correlates of parasite species richness in seabirds. We believe that the comparative data and phylogeny provide a valuable framework for testing future evolutionary hypotheses relating to the diversity and distribution of parasites on seabirds. PMID:18005412

Management of Vortices Trailing Flapped Wings via Separation Control

NASA Technical Reports Server (NTRS)

Greenblatt, David

2005-01-01

A pilot study was conducted on a flapped semi-span model to investigate the concept and viability of near-wake vortex management via separation control. Passive control was achieved by means of a simple fairing and active control was achieved via zero mass-flux blowing slots. Vortex sheet strength, estimated by integrating surface pressure ports, was used to predict vortex characteristics by means of inviscid rollup relations. Furthermore, vortices trailing the flaps were mapped using a seven-hole probe. Separation control was found to have a marked effect on vortex location, strength, tangential velocity, axial velocity and size over a wide range of angles of attack and control conditions. In general, the vortex trends were well predicted by the inviscid rollup relations. Manipulation of the separated flow near the flap edges exerted significant control over both outboard and inboard edge vortices while producing negligible lift excursions. Dynamic separation and attachment control was found to be an effective means for dynamically perturbing the vortex from arbitrarily long wavelengths down to wavelengths less than a typical wingspan. In summary, separation control has the potential for application to time-independent or time-dependent wake alleviation schemes, where the latter can be deployed to minimize adverse effects on ride-quality and dynamic structural loading.

ALADINA - an unmanned research aircraft for observing vertical and horizontal distributions of ultrafine particles within the atmospheric boundary layer

NASA Astrophysics Data System (ADS)

Altstädter, B.; Platis, A.; Wehner, B.; Scholtz, A.; Lampert, A.; Wildmann, N.; Hermann, M.; Käthner, R.; Bange, J.; Baars, H.

2014-12-01

This paper presents the unmanned research aircraft Carolo P360 "ALADINA" (Application of Light-weight Aircraft for Detecting IN-situ Aerosol) for investigating the horizontal and vertical distribution of ultrafine particles in the atmospheric boundary layer (ABL). It has a wingspan of 3.6 m, a maximum take-off weight of 25 kg and is equipped with aerosol instrumentation and meteorological sensors. A first application of the system, together with the unmanned research aircraft MASC (Multi-Purpose Airborne Carrier) of the Eberhard-Karls University of Tübingen (EKUT), is described. As small payload for ALADINA, two condensation particle counters (CPC) and one optical particle counter (OPC) were miniaturized by re-arranging the vital parts and composing them in a space saving way in the front compartment of the airframe. The CPCs are improved concerning the lower detection threshold and the response time. Each system was characterized in the laboratory and calibrated with test aerosols. The CPCs are operated with two different lower detection threshold diameters of 6 and 18 nm. The amount of ultrafine particles, which is an indicator for new particle formation, is derived from the difference in number concentrations of the two CPCs. Turbulence and thermodynamic structure of the boundary layer are described by measurements of fast meteorological sensors that are mounted at the aircraft nose. A first demonstration of ALADINA and a feasibility study were conducted in Melpitz near Leipzig, Germany, at the Global Atmosphere Watch (GAW) station of the Leibniz Institute for Tropospheric Research (TROPOS) on two days in October 2013. There, various ground-based instruments are installed for long-term atmospheric monitoring. The ground-based infrastructure provides valuable additional background information to embed the flights in the continuous atmospheric context and is used for validation of the airborne results. The development of the boundary layer, derived from backscatter signals of a portable Raman lidar POLLYXT, allows a quick overview of the current vertical structure of atmospheric particles. Ground-based aerosol number concentrations are consistent with the results from flights in heights of a few meters. In addition, a direct comparison of ALADINA aerosol data and ground-based aerosol data, sampling the air at the same location, shows comparable values. MASC was operated simultaneously with complementary flight patterns. It is equipped with the same meteorological instruments that offer the possibility to determine turbulent fluxes. Therefore additional information about meteorological conditions was collected in the lowest part of the atmosphere. Vertical profiles up to 1000 m altitude indicate a high variability with distinct layers of aerosol especially for the small particles of a few nanometers in diameter. Particle bursts were observed on one day during the boundary layer development in the morning.

Folding in and out: passive morphing in flapping wings.

PubMed

Stowers, Amanda K; Lentink, David

2015-03-25

We present a new mechanism for passive wing morphing of flapping wings inspired by bat and bird wing morphology. The mechanism consists of an unactuated hand wing connected to the arm wing with a wrist joint. Flapping motion generates centrifugal accelerations in the hand wing, forcing it to unfold passively. Using a robotic model in hover, we made kinematic measurements of unfolding kinematics as functions of the non-dimensional wingspan fold ratio (2-2.5) and flapping frequency (5-17 Hz) using stereo high-speed cameras. We find that the wings unfold passively within one to two flaps and remain unfolded with only small amplitude oscillations. To better understand the passive dynamics, we constructed a computer model of the unfolding process based on rigid body dynamics, contact models, and aerodynamic correlations. This model predicts the measured passive unfolding within about one flap and shows that unfolding is driven by centrifugal acceleration induced by flapping. The simulations also predict that relative unfolding time only weakly depends on flapping frequency and can be reduced to less than half a wingbeat by increasing flapping amplitude. Subsequent dimensional analysis shows that the time required to unfold passively is of the same order of magnitude as the flapping period. This suggests that centrifugal acceleration can drive passive unfolding within approximately one wingbeat in small and large wings. Finally, we show experimentally that passive unfolding wings can withstand impact with a branch, by first folding and then unfolding passively. This mechanism enables flapping robots to squeeze through clutter without sophisticated control. Passive unfolding also provides a new avenue in morphing wing design that makes future flapping morphing wings possibly more energy efficient and light-weight. Simultaneously these results point to possible inertia driven, and therefore metabolically efficient, control strategies in bats and birds to morph or recover within a beat.

Lockheed P-38 Lightning in flight

NASA Technical Reports Server (NTRS)

1943-01-01

The P-38 shown in this photo was one of the fighters built in the late 1930s and early 1940s that experienced compressibility effects. In steep dives, these aircraft could reach speeds above Mach 0.75 (called transonic). At transonic speeds, air in front of the wings became compressed and reached supersonic speeds as it flowed over the wings, forming a shock wave. This resulted in an increase in drag and a decrease in lift. Another result was the movement of the wing's center of lift to the rear, forcing the aircraft to rotate so that the nose moved downward and it went into a steep dive. Pilots found that that their aircraft would not pull out of this dive. When they attempted to pull out, they found the control stick, as one pilot put it, 'was cast in about two feet of concrete.' In some cases, the airplanes crashed or broke up in the denser air as they approached the ground. In other cases, the pilots were able to pull out of the dive. These accidents and near misses reinforced the popular belief in a 'sound barrier.' The need for data at speeds near that of sound and the inability of wind tunnels at the time to provide it would lead to the construction and flight of the X-1 and D-558 research aircraft. The Lockheed P-38 Lightning was one of the best-known Army Air Forces fighters that flew in World War II. It was already in mass production before the war started for the United States, and production lasted until 1945. With a wingspan of 52 feet; a length of 37 feet, 10 inches; and a height of 9 feet, 10 inches, the P-38s had maximum speeds ranging from 390 miles per hour for the basic P-38 to 414 mph for the P-38L. Except for the M model (a two-seater), all the P-38s were single-seat pursuit and long-range escort aircraft.

Technician Dave Brown installs a drilling template during construction of the all-composite left win

NASA Technical Reports Server (NTRS)

2002-01-01

Technician Dave Brown installs a drilling template during construction of the all-composite left wing of NASA's Altair aircraft at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Planform, aero-structural, and flight control optimization for tailless morphing aircraft

NASA Astrophysics Data System (ADS)

Molinari, Giulio; Arrieta, Andres F.; Ermanni, Paolo

2015-04-01

Tailless airplanes with swept wings rely on variations of the spanwise lift distribution to provide controllability in roll, pitch and yaw. Conventionally, this is achieved utilizing multiple control surfaces, such as elevons, on the wing trailing edge. As every flight condition requires different control moments (e.g. to provide pitching moment equilibrium), these surfaces are practically permanently displaced. Due to their nature, causing discontinuities, corners and gaps, they bear aerodynamic penalties, mostly in terms of shape drag. Shape adaptation, by means of chordwise morphing, has the potential of varying the lift of a wing section by deforming its profile in a way that minimizes the resulting drag. Furthermore, as the shape can be varied differently along the wingspan, the lift distribution can be tailored to each specific flight condition. For this reason, tailless aircraft appear as a prime choice to apply morphing techniques, as the attainable benefits are potentially significant. In this work, we present a methodology to determine the optimal planform, profile shape, and morphing structure for a tailless aircraft. The employed morphing concept is based on a distributed compliance structure, actuated by Macro Fiber Composite (MFC) piezoelectric elements. The multidisciplinary optimization is performed considering the static and dynamic aeroelastic behavior of the resulting structure. The goal is the maximization of the aerodynamic efficiency while guaranteeing the controllability of the plane, by means of morphing, in a set of flight conditions.

Application of lightweight materials in structure concept design of large-scale solar energy unmanned aerial vehicle

NASA Astrophysics Data System (ADS)

Zhang, Wei; Lv, Shengli; Guan, XiQi

2017-09-01

Carbon fiber composites and film materials can be effectively used in light aircraft structures, especially for solar unmanned aerial vehicles. The use of light materials can reduce the weight of the aircraft, but also can effectively improve the aircraft's strength and stiffness. The structure of the large aspect ratio solar energy UAV was analyzed in detail, taking Solar-impulse solar aircraft as an example. The solar energy UAV has a wing aspect ratio greater than 20, and the detailed digital model of the wing structure including beam, ribs and skin was built, also the Finite Element Method was applied to analyze the static and dynamic performance of the structure. The upper skin of the wing is covered with silicon solar cells, while the lower skin is light and transparent film. The single beam truss form of carbon fiber lightweight material is used in the wing structure. The wing beam is a box beam with rectangular cross sections. The box beam connected the front parts and after parts of the ribs together. The fuselage of the aircraft was built by space truss structure. According to the static and dynamic analysis with Finite Element method, it was found that the aircraft has a small wingtip deflection relative to the wingspan in the level flight state. The first natural frequency of the wing structure is pretty low, which is closed to the gust load.

The left wing of NASA's Altair unmanned aerial vehicle (UAV) rests in a jig during construction at G

NASA Technical Reports Server (NTRS)

2002-01-01

The left wing of NASA's Altair unmanned aerial vehicle (UAV) rests in a jig during construction at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Experimental evaluation of nacelle-airframe interference forces and pressures at Mach numbers of 0.9 to 1.4

NASA Technical Reports Server (NTRS)

Bencze, D. P.

1977-01-01

Detailed interference force-and-pressure data were obtained on a representative supersonic transport wing-body-nacelle combination at Mach numbers of 0.9 to 1.4. The basic model consisted of a delta wing-body aerodynamic model with a length of 158.0 cm (62.2 in.) and a wingspan of 103.6 cm (40.8 in.) and four independently supported nacelles positioned beneath the model. The experimental program was conducted in the Ames 11- by 11-Foot Wind Tunnel at a constant unit Reynolds number. The primary variables examined included Mach number, angle of attack, nacelle position, and nacelle mass-flow ratio. Under the most favorable conditions, the net interference drag was equal to 50 percent the drag of four isolated nacelles at M = 1.4, 75 percent at M = 1.15, and 144 percent at M = 0.90. The overall interference effects were found to be rather constant over the operating angle-of-attack range of the configuration. The effects of mass-flow ratio on the interference pressure distributions were limited to the lip region of the nacelle and the local wing surface in the immediate vicinity of the nacelle lip. The net change in the measured interference forces resulting from variations in the nacelle mass-flow ratio were found to be quite small.

A morphological database for 606 colombian bird species.

PubMed

Montoya, Paola; Gonzalez, Mailyn A; Tenorio, Elkin A; López-Ordóñez, Juan Pablo; Pinto Gómez, Alejandro; Cueva, Diego; Acevedo Rincón, Aldemar A; Angarita Yanes, Camilo; Arango Martínez, Héctor Manuel; Armesto, Orlando; Betancur, Jefry S; Caguazango Castro, Angela; Calderon Leyton, Jhon Jairo; Calpa-Anaguano, Edna Viviana; Cárdenas-Posada, Ghislaine; Castaño Díaz, Michael; Chaparro-Herrera, Sergio; Diago-Muñoz, Nicolás; Franco Espinosa, Laura; Gómez Bernal, Luis Germán; Gonzalez-Zapata, Fanny L; Gutiérrez Zamora, Eduardo Aquiles; Gutiérrez-Zuluaga, Ana M; Lizcano Jiménez, Robinson Stivel; Lopera-Salazar, Andrea; Martínez Alvarado, Dariel; Maya Girón, Ana María; Medina, Wilderson; Montealegre-Talero, Carolina; Parra, Juan L; Pérez-Peña, Sebastián; Ramírez Ramírez, Francis; Reyes, Julián; Rivera-Gutiérrez, Héctor Fabio; Rosero Mora, Yuri; Trujillo-Torres, Carlos M; Vidal-Maldonado, Cristian Camilo; Salgado-Negret, Beatriz

2018-04-27

Colombia is the country with the highest bird diversity in the world. Despite active research in ornithology, compelling morphological information of most bird species is still sparse. However, morphological information is the baseline to understand how species respond to environmental variation and how ecosystems respond to species loss. As part of a national initiative, the Instituto Alexander von Humboldt in collaboration with twelve Colombian institutions and seven biological collections, measured up to 15 morphological traits of 9892 individuals corresponding to 606 species: 3492 from individuals captured in field and 6400 from museum specimens. Species measured are mainly distributed in high Andean forest, páramo, and wetland ecosystems. Overall, seven ornithological collections in Colombia and 18 páramo complexes throughout Colombia were visited from 2013 to 2015. The morphological traits involved measurements from bill (total and exposed culmen, bill width and depth), wing (length, area, wingspan and the distance between longest primary and longest secondary), tail (length and shape), tarsus (length), hallux (length and claw hallux) and weight. The number of measured specimens per species was variable, ranging from 1 to 321 individuals with a median of 4 individuals per species. Overall, this database gathered morphological information for more than 30% of Colombian bird diversity. No copyright, proprietary, or cost restrictions apply; the data should be cited appropriately when used. This article is protected by copyright. All rights reserved. This article is protected by copyright. All rights reserved.

Parametric Deformation of Discrete Geometry for Aerodynamic Shape Design

NASA Technical Reports Server (NTRS)

Anderson, George R.; Aftosmis, Michael J.; Nemec, Marian

2012-01-01

We present a versatile discrete geometry manipulation platform for aerospace vehicle shape optimization. The platform is based on the geometry kernel of an open-source modeling tool called Blender and offers access to four parametric deformation techniques: lattice, cage-based, skeletal, and direct manipulation. Custom deformation methods are implemented as plugins, and the kernel is controlled through a scripting interface. Surface sensitivities are provided to support gradient-based optimization. The platform architecture allows the use of geometry pipelines, where multiple modelers are used in sequence, enabling manipulation difficult or impossible to achieve with a constructive modeler or deformer alone. We implement an intuitive custom deformation method in which a set of surface points serve as the design variables and user-specified constraints are intrinsically satisfied. We test our geometry platform on several design examples using an aerodynamic design framework based on Cartesian grids. We examine inverse airfoil design and shape matching and perform lift-constrained drag minimization on an airfoil with thickness constraints. A transport wing-fuselage integration problem demonstrates the approach in 3D. In a final example, our platform is pipelined with a constructive modeler to parabolically sweep a wingtip while applying a 1-G loading deformation across the wingspan. This work is an important first step towards the larger goal of leveraging the investment of the graphics industry to improve the state-of-the-art in aerospace geometry tools.

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.

The FX/90: A proposal in response to a low Reynolds Number station keeping mission

NASA Technical Reports Server (NTRS)

Wirthman, David; Palmer, Julie; Gleixner, Aaron; Russell, Scott; Nevala, Tom; Nosek, Mark

1990-01-01

The FX/90 is a remotely piloted vehicle designed to fly at Reynolds numbers below 2 x 10 to the 5th power. Several applications exist for this type of flight, such as low altitude flight of very small aircraft. The design presented here allows investigation into the unique problems involved in low Reynolds number flight, which will, in turn, further understanding of this flight regime. The aircraft will operate in a steady flight environment, free from significant atmospheric turbulence and weather effects. The F-90 has a 39 in. fuselage which is constructed of balsa and plywood. The landing gear for the aircraft is a detachable carriage on which the aircraft rests. The aerodynamic planform is a rectangular wing (no taper or sweep) with a chord of 9 in., a wingspan of 72 in., and is constructed entirely out of styrofoam. The propulsion system is a puller configuration mounted on the front of the fuselage. It consists of an Astro 05 engine and a 10-6 two bladed propeller. Control of the aircraft is accomplished through the use of two movable control surfaces: elevators for pitch control, and a rudder for yaw control. The aircraft is soundly constructed, highly maneuverable, and adequately powered. Furthermore, the investigation into alternative technologies, most notably the styrofoam wing and the detachable landing gear, holds promise to improve the performance of the aircraft.

Technician Shawn Warren carefully smoothes out the composite skin of an instrument fairing atop the

NASA Technical Reports Server (NTRS)

2002-01-01

Technician Shawn Warren carefully smoothes out the composite skin of an instrument fairing atop the upper fuselage of the Altair unmanned aerial vehicle (UAV) at General Atomics Aeronautical Systems, Inc., facility at Adelanto, Calif. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., ca

NASA Technical Reports Server (NTRS)

2002-01-01

Technicians at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., carefully install a turboprop engine to the rear fuselage of NASA's Altair aircraft during final assembly operations. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

From the Cover: Environmental and biotic controls on the evolutionary history of insect body size

NASA Astrophysics Data System (ADS)

Clapham, Matthew E.; Karr, Jered A.

2012-07-01

Giant insects, with wingspans as large as 70 cm, ruled the Carboniferous and Permian skies. Gigantism has been linked to hyperoxic conditions because oxygen concentration is a key physiological control on body size, particularly in groups like flying insects that have high metabolic oxygen demands. Here we show, using a dataset of more than 10,500 fossil insect wing lengths, that size tracked atmospheric oxygen concentrations only for the first 150 Myr of insect evolution. The data are best explained by a model relating maximum size to atmospheric environmental oxygen concentration (pO2) until the end of the Jurassic, and then at constant sizes, independent of oxygen fluctuations, during the Cretaceous and, at a smaller size, the Cenozoic. Maximum insect size decreased even as atmospheric pO2 rose in the Early Cretaceous following the evolution and radiation of early birds, particularly as birds acquired adaptations that allowed more agile flight. A further decrease in maximum size during the Cenozoic may relate to the evolution of bats, the Cretaceous mass extinction, or further specialization of flying birds. The decoupling of insect size and atmospheric pO2 coincident with the radiation of birds suggests that biotic interactions, such as predation and competition, superseded oxygen as the most important constraint on maximum body size of the largest insects.

Aerodynamics of a bio-inspired flexible flapping-wing micro air vehicle.

PubMed

Nakata, T; Liu, H; Tanaka, Y; Nishihashi, N; Wang, X; Sato, A

2011-12-01

MAVs (micro air vehicles) with a maximal dimension of 15 cm and nominal flight speeds of around 10 m s⁻¹, operate in a Reynolds number regime of 10⁵ or lower, in which most natural flyers including insects, bats and birds fly. Furthermore, due to their light weight and low flight speed, the MAVs' flight characteristics are substantially affected by environmental factors such as wind gust. Like natural flyers, the wing structures of MAVs are often flexible and tend to deform during flight. Consequently, the aero/fluid and structural dynamics of these flyers are closely linked to each other, making the entire flight vehicle difficult to analyze. We have recently developed a hummingbird-inspired, flapping flexible wing MAV with a weight of 2.4-3.0 g and a wingspan of 10-12 cm. In this study, we carry out an integrated study of the flexible wing aerodynamics of this flapping MAV by combining an in-house computational fluid dynamic (CFD) method and wind tunnel experiments. A CFD model that has a realistic wing planform and can mimic realistic flexible wing kinematics is established, which provides a quantitative prediction of unsteady aerodynamics of the four-winged MAV in terms of vortex and wake structures and their relationship with aerodynamic force generation. Wind tunnel experiments further confirm the effectiveness of the clap and fling mechanism employed in this bio-inspired MAV as well as the importance of the wing flexibility in designing small flapping-wing MAVs.

The payload bay in the nose of NASA's Altair unmanned aerial vehicle (UAV) will be able to carry up

NASA Technical Reports Server (NTRS)

2002-01-01

The payload bay in the nose of NASA's Altair unmanned aerial vehicle (UAV), shown here during final construction at General Atomics Aeronautical Systems, Inc., (GA-ASI) facility at Adelanto, Calif., will be able to carry up to 700 lbs. of sensors, imaging equipment and other instruments for Earth science missions. General Atomics Aeronautical Systems, Inc., is developing the Altair version of its Predator B unmanned reconnaissance aircraft under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. NASA plans to use the Altair as a technology demonstrator to validate a variety of command and control technologies for UAVs, as well as demonstrate the capability to perform a variety of Earth science missions. The Altair is designed to carry an 700-lb. payload of scientific instruments and imaging equipment for as long as 32 hours at up to 52,000 feet altitude. Eleven-foot extensions have been added to each wing, giving the Altair an overall wingspan of 86 feet with an aspect ratio of 23. It is powered by a 700-hp. rear-mounted TPE-331-10 turboprop engine, driving a three-blade propeller. Altair is scheduled to begin flight tests in the fourth quarter of 2002, and be acquired by NASA following successful completion of basic airworthiness tests in early 2003 for evaluation of over-the-horizon control, detect, see and avoid and other technologies required to allow UAVs to operate safely with other aircraft in the national airspace.

UAV remote sening for precision agriculture

NASA Astrophysics Data System (ADS)

Vigneau, Nathalie; Chéron, Corentin; Mainfroy, Florent; Faroux, Romain

2014-05-01

Airinov offers to farmers, scientists and experimenters (plant breeders, etc.) its technical skills about UAVs, cartography and agronomic remote sensing. The UAV is a 2-m-wingspan flying wing. It can carry away either a RGB camera or a multispectral sensor, which records reflectance in 4 spectral bands. The spectral characteristics of the sensor are modular. Each spectral band is comprised between 400 and 850 nm and the FWHM (Full Width at Half Maximum) is between 10 and 40 nm. The spatial resolution varies according to sensor, flying height and user needs from 15cm/px for multispectral sensor at 150m to 1.5cm/px for RGB camera at 50m. The flight is totally automatic thanks to on-board autopilot, IMU (Inertial Measurement Unit) and GPS. Data processing (unvignetting, mosaicking, correction in reflectance) leads to agronomic variables as LAI (Leaf Area Index) or chlorophyll content for barley, wheat, rape and maize as well as vegetation indices as NDVI (Normalized Difference Vegetation Index). Using these data, Airinov can product advices for farmers as nitrogen preconisation for rape. For scientists, Airinov offers trial plot monitoring by micro-plots vectorisation and numerical data exctraction micro-plot by micro-plot. This can lead to kinetic curve for LAI or NDVI to compare cover establishment for different genotypes for example. Airinov's system is a new way to monitor plots with a lot of data (biophysical or biochemical parameters) at high rate, high spatial resolution and high precision.

Tuning of Strouhal number for high propulsive efficiency accurately predicts how wingbeat frequency and stroke amplitude relate and scale with size and flight speed in birds.

PubMed Central

Nudds, Robert L.; Taylor, Graham K.; Thomas, Adrian L. R.

2004-01-01

The wing kinematics of birds vary systematically with body size, but we still, after several decades of research, lack a clear mechanistic understanding of the aerodynamic selection pressures that shape them. Swimming and flying animals have recently been shown to cruise at Strouhal numbers (St) corresponding to a regime of vortex growth and shedding in which the propulsive efficiency of flapping foils peaks (St approximately fA/U, where f is wingbeat frequency, U is cruising speed and A approximately bsin(theta/2) is stroke amplitude, in which b is wingspan and theta is stroke angle). We show that St is a simple and accurate predictor of wingbeat frequency in birds. The Strouhal numbers of cruising birds have converged on the lower end of the range 0.2 < St < 0.4 associated with high propulsive efficiency. Stroke angle scales as theta approximately 67b-0.24, so wingbeat frequency can be predicted as f approximately St.U/bsin(33.5b-0.24), with St0.21 and St0.25 for direct and intermittent fliers, respectively. This simple aerodynamic model predicts wingbeat frequency better than any other relationship proposed to date, explaining 90% of the observed variance in a sample of 60 bird species. Avian wing kinematics therefore appear to have been tuned by natural selection for high aerodynamic efficiency: physical and physiological constraints upon wing kinematics must be reconsidered in this light. PMID:15451698

Conceptual Design Oriented Wing Structural Analysis and Optimization

NASA Technical Reports Server (NTRS)

Lau, May Yuen

1996-01-01

Airplane optimization has always been the goal of airplane designers. In the conceptual design phase, a designer's goal could be tradeoffs between maximum structural integrity, minimum aerodynamic drag, or maximum stability and control, many times achieved separately. Bringing all of these factors into an iterative preliminary design procedure was time consuming, tedious, and not always accurate. For example, the final weight estimate would often be based upon statistical data from past airplanes. The new design would be classified based on gross characteristics, such as number of engines, wingspan, etc., to see which airplanes of the past most closely resembled the new design. This procedure works well for conventional airplane designs, but not very well for new innovative designs. With the computing power of today, new methods are emerging for the conceptual design phase of airplanes. Using finite element methods, computational fluid dynamics, and other computer techniques, designers can make very accurate disciplinary-analyses of an airplane design. These tools are computationally intensive, and when used repeatedly, they consume a great deal of computing time. In order to reduce the time required to analyze a design and still bring together all of the disciplines (such as structures, aerodynamics, and controls) into the analysis, simplified design computer analyses are linked together into one computer program. These design codes are very efficient for conceptual design. The work in this thesis is focused on a finite element based conceptual design oriented structural synthesis capability (CDOSS) tailored to be linked into ACSYNT.

An experimental study of the unsteady vortex structures in the wake of a root-fixed flapping wing

NASA Astrophysics Data System (ADS)

Hu, Hui; Clemons, Lucas; Igarashi, Hirofumi

2011-08-01

An experimental study was conducted to characterize the evolution of the unsteady vortex structures in the wake of a root-fixed flapping wing with the wing size, stroke amplitude, and flapping frequency within the range of insect characteristics for the development of novel insect-sized nano-air-vehicles (NAVs). The experiments were conducted in a low-speed wing tunnel with a miniaturized piezoelectric wing (i.e., chord length, C = 12.7 mm) flapping at a frequency of 60 Hz (i.e., f = 60 Hz). The non-dimensional parameters of the flapping wing are chord Reynolds number of Re = 1,200, reduced frequency of k = 3.5, and non-dimensional flapping amplitude at wingtip h = A/C = 1.35. The corresponding Strouhal number (Str) is 0.33 , which is well within the optimal range of 0.2 < Str < 0.4 used by flying insects and birds and swimming fishes for locomotion. A digital particle image velocimetry (PIV) system was used to achieve phased-locked and time-averaged flow field measurements to quantify the transient behavior of the wake vortices in relation to the positions of the flapping wing during the upstroke and down stroke flapping cycles. The characteristics of the wake vortex structures in the chordwise cross planes at different wingspan locations were compared quantitatively to elucidate underlying physics for a better understanding of the unsteady aerodynamics of flapping flight and to explore/optimize design paradigms for the development of novel insect-sized, flapping-wing-based NAVs.

COCAP - A compact carbon dioxide analyser for airborne platforms

NASA Astrophysics Data System (ADS)

Kunz, Martin; Lavrič, Jošt V.; Jeschag, Wieland; Bryzgalov, Maksym; Hök, Bertil; Heimann, Martin

2014-05-01

Airborne platforms are a valuable tool for atmospheric trace gas measurements due to their capability of movement in three dimensions, covering spatial scales from metres to thousands of kilometres. Although crewed research aircraft are flexible in payload and range, their use is limited by high initial and operating costs. Small unmanned aerial vehicles (UAV) have the potential for substantial cost reduction, but require lightweight, miniaturized and energy-efficient scientific equipment. We are developing a COmpact Carbon dioxide analyser for Airborne Platforms (COCAP). It contains a non-dispersive infrared CO2sensor with a nominal full scale of 3000 μmol/mol. Sampled air is dried with magnesium perchlorate before it enters the sensor. This enables measurement of the dry air mole fraction of CO2, as recommended by the World Meteorological Organization. During post-processing, the CO2 measurement is corrected for temperature and pressure variations in the gas line. Allan variance analysis shows that we achieve a precision of better than 0.4 μmol/mol for 10 s averaging time. We plan to monitor the analyser's stability during flight by measuring reference air from a miniature gas tank in regular intervals. Besides CO2, COCAP measures relative humidity, temperature and pressure of ambient air. An on-board GPS receiver delivers accurate timestamps and allows georeferencing. Data is both stored on a microSD card and simultaneously transferred over a wireless serial interface to a ground station for real-time review. The target weight for COCAP is less than 1 kg. We deploy COCAP on a commercially available fixed-wing UAV (Bormatec Explorer) with a wingspan of 2.2 metres. The UAV has high payload capacity (2.5 kg) as well as sufficient space in the fuselage (80x80x600 mm3). It is built from a shock-resistant foam material, which allows quick repair of minor damages in the field. In case of severe damage spare parts are readily available. Calculations suggest that the UAV can reach a maximum altitude of 2000 metres. COCAP will aid in interpreting ground-based trace gas measurements by profiling the lower troposphere. In addition, transport modelling around measurement sites can be improved by assimilating the profiles-derived mixed layer height. Furthermore, COCAP is a promising tool for the identification of CO2 point sources, e.g. leaking carbon storage sites.

Monitoring Coastal Processes at Local and Regional Geographic Scales with UAS

NASA Astrophysics Data System (ADS)

Starek, M. J.; Bridges, D.; Prouty, D.; Berryhill, J.; Williams, D.; Jeffress, G.

2014-12-01

Unmanned Aerial Systems (UAS) provide a powerful tool for coastal mapping due to attractive features such as low cost data acquisition, flexibility in data capture and resolution, rapid response, and autonomous flight. We investigate two different scales of UAS platforms for monitoring coastal processes along the central Texas Gulf coast. Firstly, the eBee is a small-scale UAS weighing ~0.7 kg designed for localized mapping. The imaging payload consists of a hand held RGB digital camera and NIR digital camera, both with 16.1 megapixel resolutions. The system can map up to 10 square kilometers on a single flight and is capable of acquiring imagery down to 1.5 cm ground sample distance. The eBee is configured with a GPS receiver, altitude sensor, gyroscope and a radio transmitter enabling autonomous flight. The system has a certificate of authorization (COA) from the FAA to fly over the Ward Island campus of Texas A&M University-Corpus Christi (TAMUCC). The campus has an engineered beach, called University Beach, located along Corpus Christi Bay. A set of groins and detached breakwaters were built in an effort to protect the beach from erosive wave action. The eBee is being applied to periodically survey the beach (Figure 1A). Through Structure from Motion (SfM) techniques, eBee-derived image sequences are post-processed to extract 3D topography and measure volumetric change. Additionally, when water clarity suffices, this approach enables the extraction of shallow-water bathymetry. Results on the utilization of the eBee to monitor beach morphodynamics will be presented including a comparison of derived estimates to RTK GPS and airborne lidar. Secondly, the RS-16 UAS has a 4 m wingspan and 11 kg sensor payload. The system is remotely piloted and has a flight endurance of 12 to 16 hours making it suitable for regional scale coastal mapping. The imaging payload consists of a multispectral sensor suite measuring in the visible, thermal IR, and ultraviolet ranges of the spectrum. The RS-16 is being used to conduct surveys along the shoreline of North Padre Island, which is a high wind energy and wave-dominated barrier island system (Figure 1B). Results on the utilization of the RS-16 to study alongshore variability in shoreline dynamics and surf zone processes, such as wave runup, will be presented.

Computing danger zones for provably safe closely spaced parallel approaches: Theory and experiment

NASA Astrophysics Data System (ADS)

Teo, Rodney

In poor visibility, paired approaches to airports with closely spaced parallel runways are not permitted, thus halving the arrival rate. With Global Positioning System technology, datalinks and cockpit displays, this could be averted. One important problem is ensuring safety during a blundered approach by one aircraft. This is on-going research. A danger zone around the blunderer is required. If the correct danger zone could be calculated, then it would be possible to get 100% of clear-day capacity in poor-visibility days even on 750 foot runways. The danger zones vary significantly (during an approach) and calculating them in real time would be very significant. Approximations (e.g. outer bounds) are not good enough. This thesis presents a way to calculate these danger zones in real time for a very broad class of blunder trajectories. The approach in this thesis differs from others in that it guarantees safety for any possible blunder trajectory as long as the speeds and turn rates of the blunder are within certain bounds. In addition, the approach considers all emergency evasive maneuvers whose speeds and turn rates are within certain bounds about a nominal emergency evasive maneuver. For all combinations of these blunder and evasive maneuver trajectories, it guarantees that the evasive maneuver is safe. For more than 1 million simulation runs, the algorithm shows a 100% rate of Successful Alerts and a 0% rate of Collisions Given an Alert. As an experimental testbed, two 10-ft wingspan fully autonomous unmanned aerial vehicles and a ground station are developed together with J. S. Jang. The development includes the design and flight testing of automatic controllers. The testbed is used to demonstrate the algorithm implementation through an autonomous closely spaced parallel approach, with one aircraft programmed to blunder. The other aircraft responds according to the result of the algorithm on board it and evades autonomously when required. This experimental demonstration is successfully conducted, showing the implementation of the algorithm, in particular, demonstrating that it can run in real time. Finally; with the necessary sensors and datalink, and the appropriate procedures in place, the algorithm developed in this thesis will enable 100% of clear-day capacity in poor-visibility days even on 750 foot runways.

Characterization of the Effect of Wing Surface Instrumentation on UAV Airfoil Performance

NASA Technical Reports Server (NTRS)

Ratnayake, Nalin A.

2009-01-01

Recently proposed flight research at NASA Dryden Flight Research Center (DFRC) has prompted study into the aerodynamic effects of modifications made to the surfaces of laminar airfoils. The research is focused on the high-aspect ratio, laminar-flow type wings commonly found on UAVs and other aircraft with a high endurance requirement. A broad range of instrumentation possibilities, such as structural, pressure, and temperature sensing devices may require the alteration of the airfoil outer mold line as part of the installation process. This study attempts to characterize the effect of installing this additiona1 instrumentation on key airfoil performance factors, such as transition location, lift and drag curves, and stall point. In particular, the general case of an airfoil that is channeled in the spanwise direction is considered, and the impact on key performance characteristics is assessed. Particular attention is focused on exploring the limits of channel depth and low-Reynolds number on performance and stall characteristics. To quantify the effect of increased skin friction due to premature transition caused by protruding or recessed instrumentation, two simplified, conservative scenarios are used to consider two potential sources of diaturbance: A) that leading edge alterations would cause linearly expanding areas (triangles) of turbulent flow on both surfaces of the wing upstream of the natural transition point, and B) that a channel or bump on the upper surface would trip turbulent flow across the whole upper surface upstream of the natural transition point. A potentially more important consideration than the skin friction drag increment is the change in overall airfoil performance due to the installation of instrumentation along most of the wingspan. To quantify this effect, 2D CFD simulations of the flow over a representative mid-span airfoil section were conducted in order to assess the change in lift and drag curves for the airfoil in the presence of disturbed flow due to the installed instrumentation. A discussion as to the impact on high-altitude and low-speed operation of this and similar aircraft is provided.

Conceptual design for a laminar-flying-wing aircraft

NASA Astrophysics Data System (ADS)

Saeed, T. I.

The laminar-flying-wing aircraft appears to be an attractive long-term prospect for reducing the environmental impact of commercial aviation. In assessing its potential, a relatively straightforward initial step is the conceptual design of a version with restricted sweep angle. Such a design is the topic of this thesis. Subject to constraints, this research aims to; provide insight into the parameters affecting practical laminar-flow-control suction power requirements; identify a viable basic design specification; and, on the basis of this, an assessment of the fuel efficiency through a detailed conceptual design study. It is shown that there is a minimum power requirement independent of the suction system design, associated with the stagnation pressure loss in the boundary layer. This requirement increases with aerofoil section thickness, but depends only weakly on Mach number and (for a thick, lightly-loaded laminar flying wing) lift coefficient. Deviation from the optimal suction distribution, due to a practical chamber-based architecture, is found to have very little effect on the overall suction coefficient. In the spanwise direction, through suitable choice of chamber depth, the pressure drop due to frictional and inertial effects may be rendered negligible. Finally, it is found that the pressure drop from the aerofoil surface to the pump collector ducts determines the power penalty. To identify the viable basic design specification, a high-level exploration of the laminar flying wing design space is performed. The characteristics of the design are assessed as a function of three parameters: thickness-to-chord ratio, wingspan, and unit Reynolds number. A feasible specification, with 20% thickness-to-chord, 80 m span and a unit Reynolds number of 8 x 106 m-1, is identified; it corresponds to a 187 tonne aircraft which cruises at Mach 0.67 and altitude 22,500 ft, with lift coefficient 0.14. On the basis of this specification, a detailed conceptual design is undertaken. A 220-passenger laminar-flying-wing concept, propelled by three turboprop engines, with a cruise range of 9000 km is developed. The laminar flying wing proposed in this thesis falls short of the performance improvements expected of the concept, and is not worth the development effort.

Detection of Verticillium wilt of olive trees and downy mildew of opium poppy using hyperspectral and thermal UAV imagery

NASA Astrophysics Data System (ADS)

Calderón Madrid, Rocío; Navas Cortés, Juan Antonio; Montes Borrego, Miguel; Landa del Castillo, Blanca Beatriz; Lucena León, Carlos; Jesús Zarco Tejada, Pablo

2014-05-01

The present study explored the use of high-resolution thermal, multispectral and hyperspectral imagery as indicators of the infections caused by Verticillium wilt (VW) in olive trees and downy mildew (DM) in opium poppy fields. VW, caused by the soil-borne fungus Verticillium dahliae, and DM, caused by the biotrophic obligate oomycete Peronospora arborescens, are the most economically limiting diseases of olive trees and opium poppy, respectively, worldwide. V. dahliae infects the plant by the roots and colonizes its vascular system, blocking water flow and eventually inducing water stress. P. arborescens colonizes the mesophyll, appearing the first symptoms as small chlorotic leaf lesions, which can evolve to curled and thickened tissues and systemic infections that become deformed and necrotic as the disease develops. The work conducted to detect VW and DM infection consisted on the acquisition of time series of airborne thermal, multispectral and hyperspectral imagery using 2-m and 5-m wingspan electric Unmanned Aerial Vehicles (UAVs) in spring and summer of three consecutive years (2009 to 2011) for VW detection and on three dates in spring of 2009 for DM detection. Two 7-ha commercial olive orchards naturally infected with V. dahliae and two opium poppy field plots artificially infected by P. arborescens were flown. Concurrently to the airborne campaigns, olive orchards and opium poppy fields were assessed "in situ" to assess actual VW severity and DM incidence. Furthermore, field measurements were conducted at leaf and crown level. The field results related to VW detection showed a significant increase in crown temperature (Tc) minus air temperature (Ta) and a decrease in leaf stomatal conductance (G) as VW severity increased. This reduction in G was associated with a significant increase in the Photochemical Reflectance Index (PRI570) and a decrease in chlorophyll fluorescence. DM asymptomatic leaves showed significantly higher NDVI and lower green/red index (R550/R670) values than DM symptomatic leaves. The airborne flights enabled the early detection of VW by using canopy-level image-derived airborne Tc-Ta, Crop Water Stress Index (CWSI) calculated from the thermal imagery, blue / green / red ratios (B/BG/BR indices) and chlorophyll fluorescence. The detection of DM infection was achieved by using image-derived Tc-Ta and R550/R670 as a function of aggregated NDVI clusters to compare asymptomatic and symptomatic plants normalized by similar growth levels. These results revealed the potential of high-resolution thermal, multispectral and hyperspectral imagery acquired from UAVs to detect olive trees infected with V. dahliae at early stages of disease development and occurrence of P. arborescens infection in opium poppy fields.

3D scanning and printing of airfoils for modular UAS

NASA Astrophysics Data System (ADS)

Dahlgren, Robert P.; Pinsker, Ethan A.; Dary, Omar G.; Ogunbiyi, Joab A.; Mazhari, Arash Alex

2017-02-01

The NASA Ames Research Center has been developing small unmanned airborne systems (UAS) based upon remotecontrolled military aircraft such as the RQ-14 DragonEye and RQ-11 Raven manufactured by AeroVironment. The first step is replacing OEM avionics with COTS avionics that do not use military frequencies for command and control. 3D printing and other rapid prototyping techniques are used to graft RQ-14 components into new "FrankenEye" aircraft and RQ-11 components into new "FrankenRaven" airframes. To that end, it is necessary to design new components to concatenate wing sections into elongated wingspans, construct biplane architectures, attach payload pods, and add control surfaces. When making components such as wing splices it is critical that the curvature and angles of the splice identically match the existing wing at the mating surfaces. The RQ-14 has a thick, simple airfoil with a rectangular planform and no twist or dihedral which make splice development straightforward. On the other hand the RQ-11 has a much thinner sailplane-type airfoil having a tapered polyhedral planform. 3D scanning of the Raven wings with a NextEngine scanner could not capture the complex curvature of the high-performance RQ-11 airfoil, resulting in non-matching and even misshapen splice prototypes. To characterize the airfoil a coordinate measuring machine (CMM) was employed to measure the wing's shape, fiducials and mounting features, enabling capture of the subtle curves of the airfoil and the leading and trailing edges with high fidelity. In conclusion, both rapid and traditional techniques are needed to precisely measure and fabricate wing splice components.

A UAV-based gas sensing system for detecting fugitive methane emissions

NASA Astrophysics Data System (ADS)

Hugenholtz, C.; Barchyn, T.; Myshak, S.; Bauer, J.

2016-12-01

Methane is one of the most prevalent greenhouse gases emitted by human activities and is a major component of government-led initiatives to reduce GHG emissions in Canada, the USA, and elsewhere. In light of growing demand for measurements and verification of atmospheric methane concentration across the oil and gas supply chain, an autonomous airborne gas sensing system was developed that combines a small UAV and a lightweight gas monitor. This paper outlines the technology, analytics, and presents data from a case study to demonstrate the proof of concept. The UAV is a fixed-wing (2.2 m wingspan), battery-operated platform, with a flight endurance of 80-120 minutes. The gas sensor onboard the UAV is a tunable diode laser absorption spectrometer that uses an integrated transmitter/receiver unit and a remote, passive retro-reflector. The transmitter is attached to one of the winglets, while the other is coated with reflective material. The total weight of the UAV and gas sensor is 4.3 kg. During flight, the system operates autonomously, acquiring averages of raw measurements at 1 Hz, with a recorded resolution of 0.0455 ppm. The onboard measurement and control unit (MCU) for the gas sensor is integrated with the UAV autopilot in order to provide time-stamped and geotagged concentration measurements, and to provide real-time flight adjustments when concentration exceeds a pre-determined threshold. The data are retrieved from the MCU when the mission is complete. In order to demonstrate the proof of concept, we present results from a case study and outline opportunities for translating the measurements into decision making.

NACA Aircraft on Lakebed - D-558-2, X-1B, and X-1E

NASA Technical Reports Server (NTRS)

1955-01-01

Early NACA research aircraft on the lakebed at the High Speed Research Station in 1955: Left to right: X-1E, D-558-2, X-1B There were four versions of the original Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed. The X-1A, X-1B, and the X-1D were growth versions of the X-1. They were almost five feet longer, almost 2,500 pounds heavier and had conventional canopies. The X-1A and X-1B were modified to have ejection seats. Their mission was to continue the X-1 studies at higher speeds and altitudes. The X-1A began this research after the X-1D was destroyed in an explosion on a captive flight before it made any research flights. On December 12, 1953, Major Charles Yeager flew the X-1A up to a speed of 1,612 miles per hour (almost two-and-a-half times the speed of sound). Then on August 26, 1954, Major Arthur Murray took the X-1A up to an altitude of 90,440 feet. Those two performances were the records for the X-1 program. Later the X-1A was also destroyed after being jettisoned from the carrier aircraft because of an explosion. The X-1B was fitted with 300 thermocouples for exploratory aerodynamic heating tests. It also was the first aircraft to fly with a reaction control system, a prototype of the system used on the X-15. The X-1C was cancelled before production. Three D-558-2 'Skyrockets' were built by Douglas Aircraft, Inc. for NACA and the Navy. The mission of the D-558-2 program was to investigate the flight characteristics of a swept-wing aircraft at high supersonic speeds. Particular attention was given to the problem of 'pitch-up,' a phenomenon often encountered with swept-wing configured aircraft. The D-558-2 was a single-place, 35-degree swept-wing aircraft measuring 42 feet in length. It was 12 feet, 8 inches in height and had a wingspan of 25 feet. Fully fueled it weighed from about 10,572 pounds to 15,787 pounds depending on configuration. The first of the three D-558-IIs had a Westinghouse J34-40 jet engine and took off under its own power. The second was equipped with a turbojet engine replaced in 1950 with a Reaction Motors Inc. LR8-RM-6 rocket engine. This aircraft was modified so it could be air-launched from a P2B-1S (Navy designation for the B-29) carrier aircraft. The third Skyrocket had the jet engine and the rocket engine but was also modified so it could be air-launched. The jet engine was for takeoff and climbing to altitude and the four-chambered rocket engine was for reaching supersonic speeds. The rocket engine was rated at 6,000 pounds of thrust. The D-558-2 was first flown on Feb. 4, 1948, by John Martin, a Douglas test pilot. A NACA pilot, Scott Crossfield, became the first person to fly faster than twice the speed of sound when he piloted the D-558-II to its maximum speed of 1,291 miles per hour on Nov. 20, 1953. Its peak altitude, 83,235 feet, a record in its day, was reached with USMC Lt. Col. Marion Carl behind the controls.

A Remotely Piloted Aircraft (RPA) as a Measurement Tool for Wind-Energy Research

NASA Astrophysics Data System (ADS)

Wildmann, Norman; Bange, Jens

2014-05-01

In wind energy meteorology, RPA have the clear advantage compared to manned aircraft that they allow to fly very close to the ground and even in between individual wind turbines in a wind farm. Compared to meteorological towers and lidar systems, the advantage is the flexibility of the system, which makes it possible to measure at the desired site on short notice and not only in main wind direction. At the Center of Applied Geoscience at the University of Tübingen, the research RPA MASC (Multi-purpose Airborne Sensor Carrier) was developed. RPA of type MASC have a wingspan of about 3 m and a maximum take-off weight of 7.5 kg, including payload. The standard meteorological payload includes instruments for temperature, humidity, barometric pressure and wind measurement. It is possible to resolve turbulence fluctuations of wind and temperature up to 20 Hz. The autopilot ROCS (Research Onboard Computer System), which is developed at the Institute of Flight Mechanics and Control, University of Stuttgart, makes it possible to automatically follow predefined waypoints at constant altitude and airspeed. At a cruising speed of 24 m/s and a battery life of approx. one hour, a range of 80 km is feasible. The project 'Lidar Complex', funded by the German Federal Ministry for the Environment, Nature Conservation and Nuclear Safety, is part of the research network 'WindForS', based in Southern Germany. The goal of the project is to establish lidar technology for wind energy plant site evaluation in complex terrain. Additional goals are the comparison of different measurement techniques and the validation of wind-field models in not IEC 61400 conform terrain. It is planned to design a turbulent wind-field generator, fed by real measurement data, which can be used to analyse WEC behaviour. Two test sites were defined for the 'Lidar Complex' project, one in IEC-conform terrain about 15 km from the Baltic Sea, the other in the Swabian Alb, only 2 km downstream of a 100 m steep escarpment. At both sites, flight measurements were performed in 2013 with the RPA MASC. The data that was collected allows to investigate the influence of thermal stability of the atmosphere at the test site and turbulence intensity around individual wind energy converters (WECs). Several measurement flights were done to investigate the wake structure downstream a running WEC. Preliminary results will be presented as well as an outlook for future research with the instrument.

Geomorphology and vegetation mapping the ice-free terrains of the Western Antarctic Peninsula region using very high resolution imagery from an UAV

NASA Astrophysics Data System (ADS)

Vieira, G.; Mora, C.; Pina, P.; Bandeira, L.; Hong, S. G.

2014-12-01

The West Antarctic Peninsula (WAP) is one of the Earth's regions with a fastest warming signal since the 1950's with an increase of over +2.5 ºC in MAAT. Significant changes have been reported for glaciers, ice-shelves, sea-ice and also for the permafrost environment. Mapping and monitoring the ice-free areas of the WAP has been until recently limited by the available aerial photo surveys, but also by the scarce high resolution satellite imagery (e.g. QuickBird, WorldView, etc.) that are seriously constrained by the high cloudiness of the region. Recent developments in Unmanned Aerial Vehicles (UAV's), which have seen significant technological advances and price reduction in the last few years, allow for its systematical use for mapping and monitoring in remote environments. In the framework of projects PERMANTAR-3 (PTDC/AAG-GLO/3908/2012 - FCT) and 3DAntártida (Ciência Viva), we complement traditional terrain surveying and mapping, satellite remote sensing (SAR and optical) and D-GPS deformation monitoring, with the application of an UAV. In this communication, we present the results from the application of a Sensefly ebee UAV in mapping the vegetation and geomorphological processes (e.g. sorted circles), as well as for digital elevation model generation in a test site in Barton Pen., King George Isl.. The UAV is a lightweight (ci. 700g) aircraft, with a 96 cm wingspan, which is portable and easy to transport. It allows for up to 40 min flight time, with application of RGB or NIR cameras. We have tested the ebee successfully with winds up to 10 m/s and obtained aerial photos with a ground resolution of 4 cm/pixel. The digital orthophotomaps, high resolution DEM's together with field observations have allowed for deriving geomorphological maps with unprecedented detail and accuracy, providing new insight into the controls on the spatial distribution of geomorphological processes. The talk will focus on the first results from the field surveys of February and March 2014 and will also include some test data from the mountains of serra da Estrela, Portugal. New surveying is planned for the season of 2014-15 with mapping to be conducted in Livingston and King George Islands.

Large and small UAS for trace gas measurements in climate change studies

NASA Astrophysics Data System (ADS)

Elkins, J. W.; Moore, F. L.; Hintsa, E. J.; D'Amore, P.; Dutton, G. S.; Nance, J. D.; Hall, B. D.; Gao, R. S.

2014-12-01

NOAA and CIRES scientists have used Unmanned Aircraft Systems (UAS) for the measurement of trace gases involved in climate change since 2005, including both high altitude-long endurance (HALE UAS: NASA Altair & Global Hawk) and 1-m wingspan, small UAS (sUAS: SkyWisp, Aero). These gases include nitrous oxide (N2O), sulfur hexafluoride (SF6), methane (CH4), ozone (O3), carbon monoxide (CO), hydrogen (H2), and water vapor (H2O). In particular, atmospheric N2O is the third strongest greenhouse gas (326 parts-per-billion, ppb) and is the largest increasing stratospheric ozone depleting gas in terms of future emissions (~4 Tg N2O-N yr-1), primarily from fertilizer use. Atmospheric SF6, another potent greenhouse gas, is present globally at 8.2 parts-per-trillion (ppt) and growing at a rate of 0.25 ppt yr-1, and is used primarily in electrical power distribution. It is an excellent indicator of transport timescales (e.g., mean age) in the troposphere and stratosphere, because of its source distribution (~95% emitted in NH), long atmospheric lifetime (~600-3200 yr), and large relative atmospheric growth rate (~3%). We have developed atmospheric instrumentation for HALE platforms using a two-channel gas chromatograph with an ozone photometer and a water vapor tunable diode laser spectrometer. We are currently investigating a sUAS glider (SkyWisp) for balloon-assisted high altitude flights (30 km) and propeller driven sUAS (Aero) as a test bed for a new autopilot (Pixhawk, 3DRobotics). Our motivation for utilizing this autopilot is a low cost, open source autopilot alternative that can be used to return AirCore samples from high altitude balloons for quick laboratory analysis. The goal is a monitoring program to understand transport changes as a result of climate change during different seasons at many locations from a balloon-borne package (Moore et al., BAMS, pp. 147-155, Jan. 2014). The glider version of our open source autopilot system is also being considered for a future aerosol and trace gas study, called GOAHEAD (Gao et al., Fall Meeting 2014). Figure-1 Collage of UAS platforms used left to right, including NASA Altair during NOAA 2005 Demo, NASA Global Hawk during ATTREX in 2014, SkyWisp (SwRI), and Aero (3DRobotics).

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus research aircraft in flight over Rogers Dry Lake, Edwards, California, during a 1996 research flight. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Assembly Sequence #1

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft being assembled at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Assembly Sequence #3

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft being assembled at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Neck biomechanics indicate that giant Transylvanian azhdarchid pterosaurs were short-necked arch predators

PubMed Central

2017-01-01

Azhdarchid pterosaurs include the largest animals to ever take to the skies with some species exceeding 10 metres in wingspan and 220 kg in mass. Associated skeletons show that azhdarchids were long-necked, long-jawed predators that combined a wing planform suited for soaring with limb adaptations indicative of quadrupedal terrestrial foraging. The postcranial proportions of the group have been regarded as uniform overall, irrespective of their overall size, notwithstanding suggestions that minor variation may have been present. Here, we discuss a recently discovered giant azhdarchid neck vertebra referable to Hatzegopteryx from the Maastrichtian Sebeş Formation of the Transylvanian Basin, Romania, which shows how some azhdarchids departed markedly from conventional views on their proportions. This vertebra, which we consider a cervical VII, is 240 mm long as preserved and almost as wide. Among azhdarchid cervicals, it is remarkable for the thickness of its cortex (4–6 mm along its ventral wall) and robust proportions. By comparing its dimensions to other giant azhdarchid cervicals and to the more completely known necks of smaller taxa, we argue that Hatzegopteryx had a proportionally short, stocky neck highly resistant to torsion and compression. This specimen is one of several hinting at greater disparity within Azhdarchidae than previously considered, but is the first to demonstrate such proportional differences within giant taxa. On the assumption that other aspects of Hatzegopteryx functional anatomy were similar to those of other azhdarchids, and with reference to the absence of large terrestrial predators in the Maastrichtian of Transylvania, we suggest that this pterosaur played a dominant predatory role among the unusual palaeofauna of ancient Haţeg. PMID:28133577

Life history of Rhamphorhynchus inferred from bone histology and the diversity of pterosaurian growth strategies.

PubMed

Prondvai, Edina; Stein, Koen; Osi, Attila; Sander, Martin P

2012-01-01

Rhamphorhynchus from the Solnhofen Limestones is the most prevalent long tailed pterosaur with a debated life history. Whereas morphological studies suggested a slow crocodile-like growth strategy and superprecocial volant hatchlings, the only histological study hitherto conducted on Rhamphorhynchus concluded a relatively high growth rate for the genus. These controversial conclusions can be tested by a bone histological survey of an ontogenetic series of Rhamphorhynchus. Our results suggest that Bennett's second size category does not reflect real ontogenetic stage. Significant body size differences of histologically as well as morphologically adult specimens suggest developmental plasticity. Contrasting the 'superprecocial hatchling' hypothesis, the dominance of fibrolamellar bone in early juveniles implies that hatchlings sustained high growth rate, however only up to the attainment of 30-50% and 7-20% of adult wingspan and body mass, respectively. The early fast growth phase was followed by a prolonged, slow-growth phase indicated by parallel-fibred bone deposition and lines of arrested growth in the cortex, a transition which has also been observed in Pterodaustro. An external fundamental system is absent in all investigated specimens, but due to the restricted sample size, neither determinate nor indeterminate growth could be confirmed in Rhamphorhynchus. The initial rapid growth phase early in Rhamphorhynchus ontogeny supports the non-volant nature of its hatchlings, and refutes the widely accepted 'superprecocial hatchling' hypothesis. We suggest the onset of powered flight, and not of reproduction as the cause of the transition from the fast growth phase to a prolonged slower growth phase. Rapidly growing early juveniles may have been attended by their parents, or could have been independent precocial, but non-volant arboreal creatures until attaining a certain somatic maturity to get airborne. This study adds to the understanding on the diversity of pterosaurian growth strategies.

A Nuclear Ramjet Flyer for Exploration of Jovian Atmosphere

NASA Astrophysics Data System (ADS)

Maise, G.; Powell, J.; Paniagua, J.; Lecat, R.

2001-01-01

We investigated the design, operation, and data gathering possibilities of a nuclear-powered ramjet flyer in the Jovian atmosphere. The MITEE nuclear rocket engine can be modified to operate as a ramjet in planetary atmospheres. (Note: MITEE is a compact, ultra-light-weight thermal nuclear rocket which uses hydrogen as the propellant.) To operate as a ramjet, MITEE requires a suitable inlet and diffuser to substitute for the propellant that is pumped from the supply tanks in a nuclear rocket engine. Such a ramjet would fly in the upper Jovian atmosphere, mapping in detail temperatures, pressures, compositions, lightning activity, and wind speeds in the highly turbulent equatorial zone and the Great Red Spot. The nuclear ramjet could operate for months because: (1) the Jovian atmosphere has unlimited propellant, (2) the MITEE nuclear reactor is a (nearly) unlimited power source, and (3) with few moving parts, mechanical wear should be minimal. This paper presents a conceptual design of a ramjet flyer and its nuclear engine. The flyer incorporates a swept-wing design with instruments located in the twin wing-tip pods (away from the radiation source and readily shielded, if necessary). The vehicle is 2 m long with a 2 m wingspan. Its mass is 220 kg, and its nominal flight Mach number is 1.5. Based on combined neutronic and thermal/hydraulic analyses, we calculated that the ambient pressure range over which the flyer can operate to be from about 0.04 to 4 (terrestrial) atmospheres. This altitude range encompasses the three uppermost cloud layers in the Jovian atmosphere: (1) the entire uppermost visible NH3 ice cloud layer (where lightning has been observed), (2) the entire NH4HS ice cloud layer, and (3) the upper portion of the H2O ice cloud layer.

Predictive Validity of National Basketball Association Draft Combine on Future Performance.

PubMed

Teramoto, Masaru; Cross, Chad L; Rieger, Randall H; Maak, Travis G; Willick, Stuart E

2018-02-01

Teramoto, M, Cross, CL, Rieger, RH, Maak, TG, and Willick, SE. Predictive validity of national basketball association draft combine on future performance. J Strength Cond Res 32(2): 396-408, 2018-The National Basketball Association (NBA) Draft Combine is an annual event where prospective players are evaluated in terms of their athletic abilities and basketball skills. Data collected at the Combine should help NBA teams select right the players for the upcoming NBA draft; however, its value for predicting future performance of players has not been examined. This study investigated predictive validity of the NBA Draft Combine on future performance of basketball players. We performed a principal component analysis (PCA) on the 2010-2015 Combine data to reduce correlated variables (N = 234), a correlation analysis on the Combine data and future on-court performance to examine relationships (maximum pairwise N = 217), and a robust principal component regression (PCR) analysis to predict first-year and 3-year on-court performance from the Combine measures (N = 148 and 127, respectively). Three components were identified within the Combine data through PCA (= Combine subscales): length-size, power-quickness, and upper-body strength. As per the correlation analysis, the individual Combine items for anthropometrics, including height without shoes, standing reach, weight, wingspan, and hand length, as well as the Combine subscale of length-size, had positive, medium-to-large-sized correlations (r = 0.313-0.545) with defensive performance quantified by Defensive Box Plus/Minus. The robust PCR analysis showed that the Combine subscale of length-size was a predictor most significantly associated with future on-court performance (p ≤ 0.05), including Win Shares, Box Plus/Minus, and Value Over Replacement Player, followed by upper-body strength. In conclusion, the NBA Draft Combine has value for predicting future performance of players.

A UAV System for Observing Volcanoes and Natural Hazards

NASA Astrophysics Data System (ADS)

Saggiani, G.; Persiani, F.; Ceruti, A.; Tortora, P.; Troiani, E.; Giuletti, F.; Amici, S.; Buongiorno, M.; Distefano, G.; Bentini, G.; Bianconi, M.; Cerutti, A.; Nubile, A.; Sugliani, S.; Chiarini, M.; Pennestri, G.; Petrini, S.; Pieri, D.

2007-12-01

Fixed or rotary wing manned aircraft are currently the most commonly used platforms for airborne reconnaissance in response to natural hazards, such as volcanic eruptions, oil spills, wild fires, earthquakes. Such flights are very often undertaken in hazardous flying conditions (e.g., turbulence, downdrafts, reduced visibility, close proximity to dangerous terrain) and can be expensive. To mitigate these two fundamental issues-- safety and cost--we are exploring the use of small (less than 100kg), relatively inexpensive, but effective, unmanned aerial vehicles (UAVs) for this purpose. As an operational test, in 2004 we flew a small autonomous UAV in the airspace above and around Stromboli Volcano. Based in part on this experience, we are adapting the RAVEN UAV system for such natural hazard surveillance missions. RAVEN has a 50km range, with a 3.5m wingspan, main fuselage length of 4.60m, and maximum weight of 56kg. It has autonomous flight capability and a ground control Station for the mission planning and control. It will carry a variety of imaging devices, including a visible camera, and an IR camera. It will also carry an experimental Fourier micro-interferometer based on MOEMS technology, (developed by IMM Institute of CNR), to detect atmospheric trace gases. Such flexible, capable, and easy-to-deploy UAV systems may significantly shorten the time necessary to characterize the nature and scale of the natural hazard threats if used from the outset of, and systematically during, natural hazard events. When appropriately utilized, such UAVs can provide a powerful new hazard mitigation and documentation tool for civil protection hazard responders. This research was carried out under the auspices of the Italian government, and, in part, under contract to NASA at the Jet Propulsion Laboratory.

Stingray-inspired robot with simply actuated intermediate motion

NASA Astrophysics Data System (ADS)

Neely, Lincoln; Gaiennie, Jack; Noble, Nick; Erickson, Jonathan C.

2016-04-01

Batoids, or rays, utilize unique forms of locomotion that may offer more efficient techniques of motorized propulsion in various marine environments. We present a novel biomimetic engineering design and assembly of a stingray-inspired robot swimmer. The robots locomotion mimics the Dasyatis americana, or southern stingray, whose distinction among rays is its intermediate motion, characterized by sweeping strokes that propagate between 1/2-1 wavelength of the fin profile in the posterior direction. Though oscillatory (<1/2 wavelength) and undulatory (> wavelengths) ray-based robots have been created, this project demonstrates new engineering possibilities in what is, to the best of our knowledge, the first intermediately propelled batoid-based robot. The robots fins were made of silicone rubber, cast in a 3-D printed mold, with wingspan of 42 cm (1/2 - 1/5 scale for males and females, respectively, scale of model organism). Two anteriorly placed servomotors per fin were used, all controlled by one wirelessly enabled Arduino microcontroller. Each servomotor oscillated a flexible rod with cylindrical joint, whose frequency, speed, and front-back phase delay were user-programmed over wireless connection. During free-swimming tests, the fin profile developed about 0.8 wavelength, qualifying for successful mimicry of its biological inspiration. The robot satisfactorily maintained straight-line motion, reaching average peak velocity of 9.4+/-1.0 cm/s (0.27-0.03 body lengths/second) at its optimum flapping frequency of 1.4 Hz. This is in the same order of magnitude of speed normalized to body length achieved by others in two recent batoid-based projects. In summary, our robot performed intermediate stingray locomotion with relatively fewer components, which reveals robust potential for innovation of the simple intermediate batoid-based robot swimmer.

Tu-144LL SST Flying Laboratory on Taxiway at Zhukovsky Air Development Center near Moscow, Russia

NASA Technical Reports Server (NTRS)

1998-01-01

The sleek lines of the Tupolev Tu-144LL are evident as it sits on the taxiway at the Zhukovsky Air Development Center near Moscow, Russia. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Tu-144LL SST Flying Laboratory Lifts off Runway on a High-Speed Research Flight

NASA Technical Reports Server (NTRS)

1998-01-01

The Tupolev Tu-144LL lifts off from the Zhukovsky Air Development Center near Moscow, Russia, on a 1998 test flight. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Perseus Taxi

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle is seen here as it taxis on Rogers Dry Lake, adjacent the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus Post-flight

NASA Technical Reports Server (NTRS)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

The long, slender wing of the Perseus B remotely piloted research aircraft can be clearly seen in this photo, taken on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus High Altitude Remotely Piloted Aircraft on Ramp

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle waits on Rogers Dry Lake in the pre-dawn darkness before a test flight at the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted aircraft, seen here on the ramp at NASA's Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B over Edwards AFB on a Development Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely-piloted research aircraft, seen here during a test flight in April1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

F-8 DFBW on-board electronics

NASA Technical Reports Server (NTRS)

1971-01-01

The Apollo hardware jammed into the F-8C. The computer is partially visible in the avionics bay at the top of the fuselage behind the cockpit. Note the display and keyboard unit in the gun bay. To carry the computers and other equipment, the F-8 DFBW team removed the aircraft's guns and ammunition boxes. The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital-fly-by-wire is more efficient because it is lighter and takes up less space than the hydraulic systems it replaced. This either reduces the fuel required to fly or increases the number of passengers or pounds of cargo the aircraft can carry. Digital fly-by-wire is currently used in a variety of aircraft ranging from F/A-18 fighters to the Boeing 777. The DFBW research program is considered one of the most significant and most successful NASA aeronautical programs since the inception of the agency. F-8 aircraft were built originally for the U.S. Navy by LTV Aerospace of Dallas, Texas. The aircraft had a wingspan of 35 feet, 2 inches; was 54 feet, 6 inches long; and was powered by a Pratt & Whitney J57 turbojet engine.

B-52/Pegasus with X-43A departing on first captive flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

B-52/Pegasus with X-43A in flight over Pacific Ocean.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

Close view of B-52/Pegasus with X-43A in flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

B-52/Pegasus with X-43A landing after first captive carry flight.

NASA Technical Reports Server (NTRS)

2001-01-01

The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.

ARM Aerial Facility ArcticShark Unmanned Aerial System

NASA Astrophysics Data System (ADS)

Schmid, B.; Hubbell, M.; Mei, F.; Carroll, P.; Mendoza, A.; Ireland, C.; Lewko, K.

2017-12-01

The TigerShark Block 3 XP-AR "ArcticShark" Unmanned Aerial System (UAS), developed and manufactured by Navmar Applied Sciences Corporation (NASC), is a single-prop, 60 hp rotary-engine platform with a wingspan of 6.5 m and Maximum Gross Takeoff Weight of 295 Kg. The ArcticShark is owned by the U.S. Department of Energy (DOE) and has been operated by Pacific Northwest National Laboratory (PNNL) since March 2017. The UAS will serve as an airborne atmospheric research observatory for DOE ARM, and, once fully operational, can be requested through ARM's annual call for proposals. The Arctic Shark is anticipated to measure a wide range of radiative, aerosol, and cloud properties using a variable instrument payload weighing up to 46 Kg. SATCOM-equipped, it is capable of taking measurements up to altitudes of 5.5 Km over ranges of up to 500 Km. The ArcticShark operates at airspeeds of 30 to 40 m/s, making it capable of slow sampling. With a full fuel load, its endurance exceeds 8 hours. The aircraft and its Mobile Operations Center (MOC) have been hardened specifically for operations in colder temperatures.ArcticShark's design facilitates rapid integration of various types of payloads. 2500 W of its 4000 W electrical systems is dedicated to payload servicing. It has an interior payload volume of almost 85 L and four wing-mounted pylons capable of carrying external probes. Its payload bay volume, electrical power, payload capacity, and flight characteristics enable the ArcticShark to accommodate multiple combinations of payloads in numerous configurations. Many instruments will be provided by the ARM Aerial Facility (AAF), but other organizations may eventually propose instrumentation for specific campaigns. AAF-provided measurement capabilities will include the following atmospheric state and thermodynamics: temperature, pressure, winds; gases: H2O and CO2; up- and down-welling broadband infrared and visible radiation; surface temperature; aerosol number concentration, size distribution, absorption composition (filter samples), and cloud-droplet size distribution.

PIK-20 and LRV Vehicles Parked on Ramp

NASA Technical Reports Server (NTRS)

1981-01-01

This photo shows NASA's PIK-20 motor-glider sailplane on the ramp at the Dryden Flight Research Center, Edwards, California. Next to the PIK-20 is the Low Reynolds Number Vehicle (LRV) remotely-piloted research vehicle. The PIK-20E was a sailplane flown at NASA's Ames-Dryden Flight Research Facility (now Dryden Flight Research Center, Edwards, California) beginning in 1981. The vehicle, bearing NASA tail number 803, was used as a research vehicle on projects calling for high lift-over-drag and low-speed performance. Later NASA used the PIK-20E to study the flow of fluids over the aircraft's surface at various speeds and angles of attack as part of a study of airflow efficiency over lifting surfaces. The single-seat aircraft was used to begin developing procedures for collecting sailplane glide performance data in a program carried out by Ames-Dryden. It was also used to study high-lift aerodynamics and laminar flow on high-lift airfoils. Built by Eiri-Avion in Finland, the PIK-20E is a sailplane with a two-cylinder 43-horsepower, retractable engine. It is made of carbon fiber with sandwich construction. In this unique configuration, it takes off and climbs to altitude on its own. After reaching the desired altitude, the engine is shut down and folded back into the fuselage and the aircraft is then operated as a conventional sailplane. Construction of the PIK-20E series was rather unusual. The factory used high-temperature epoxies cured in an autoclave, making the structure resistant to deformation with age. Unlike today's normal practice of laying glass over gelcoat in a mold, the PIK-20E was built without gelcoat. The finish is the result of smooth glass lay-up, a small amount of filler, and an acrylic enamel paint. The sailplane was 21.4 feet long and had a wingspan of 49.2 feet. It featured a wooden, fixed-pitch propeller, a roomy cockpit, wingtip wheels, and a steerable tailwheel.

PIK-20 Aircraft in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

This photo shows NASA's PIK-20E motor-glider sailplane during a research flight from the Ames-Dryden Flight Research Facility (later, the Dryden Flight Research Center), Edwards, California, in 1991. The PIK-20E was a sailplane flown at NASA's Ames-Dryden Flight Research Facility (now Dryden Flight Research Center, Edwards, California) beginning in 1981. The vehicle, bearing NASA tail number 803, was used as a research vehicle on projects calling for high lift-over-drag and low-speed performance. Later NASA used the PIK-20E to study the flow of fluids over the aircraft's surface at various speeds and angles of attack as part of a study of airflow efficiency over lifting surfaces. The single-seat aircraft was used to begin developing procedures for collecting sailplane glide performance data in a program carried out by Ames-Dryden. It was also used to study high-lift aerodynamics and laminar flow on high-lift airfoils. Built by Eiri-Avion in Finland, the PIK-20E is a sailplane with a two-cylinder 43-horsepower, retractable engine. It is made of carbon fiber with sandwich construction. In this unique configuration, it takes off and climbs to altitude on its own. After reaching the desired altitude, the engine is shut down and folded back into the fuselage and the aircraft is then operated as a conventional sailplane. Construction of the PIK-20E series was rather unusual. The factory used high-temperature epoxies cured in an autoclave, making the structure resistant to deformation with age. Unlike today's normal practice of laying glass over gelcoat in a mold, the PIK-20E was built without gelcoat. The finish is the result of smooth glass lay-up, a small amount of filler, and an acrylic enamel paint. The sailplane was 21.4 feet long and had a wingspan of 49.2 feet. It featured a wooden, fixed-pitch propeller, a roomy cockpit, wingtip wheels, and a steerable tailwheel.

NH11B-1726: FrankenRaven: A New Platform for Remote Sensing

NASA Technical Reports Server (NTRS)

Dahlgren, Robert; Fladeland, Matthew M.; Pinsker, Ethan A.; Jasionowicz, John P.; Jones, Lowell L.; Pscheid, Matthew J.

2016-01-01

Small, modular aircraft are an emerging technology with a goal to maximize flexibility and enable multi-mission support. This reports the progress of an unmanned aerial system (UAS) project conducted at the NASA Ames Research Center (ARC) in 2016. This interdisciplinary effort builds upon the success of the 2014 FrankenEye project to apply rapid prototyping techniques to UAS, to develop a variety of platforms to host remote sensing instruments. In 2016, ARC received AeroVironment RQ-11A and RQ-11B Raven UAS from the US Department of the Interior, Office of Aviation Services. These aircraft have electric propulsion, a wingspan of roughly 1.3m, and have demonstrated reliability in challenging environments. The Raven airframe is an ideal foundation to construct more complex aircraft, and student interns using 3D printing were able to graft multiple Raven wings and fuselages into FrankenRaven aircraft. Aeronautical analysis shows that the new configuration has enhanced flight time, payload capacity, and distance compared to the original Raven. The FrankenRaven avionics architecture replaces the mil-spec avionics with COTS technology based upon the 3DR Pixhawk PX4 autopilot with a safety multiplexer for failsafe handoff to 2.4 GHz RC control and 915 MHz telemetry. This project demonstrates how design reuse, rapid prototyping, and modular subcomponents can be leveraged into flexible airborne platforms that can host a variety of remote sensing payloads and even multiple payloads. Modularity advances a new paradigm: mass-customization of aircraft around given payload(s). Multi-fuselage designs are currently under development to host a wide variety of payloads including a zenith-pointing spectrometer, a magnetometer, a multi-spectral camera, and a RGB camera. After airworthiness certification, flight readiness review, and test flights are performed at Crows Landing airfield in central California, field data will be taken at Kilauea volcano in Hawaii and other locations.

Theseus Nose and Pod Cones Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

Crew members are seen here unloading the nose and pod cones of the Theseus prototype research aircraft at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its unique design as it flies low over Rogers Dry Lake during a 1996 test flight from NASA's Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The twin pusher engines of the prototype Theseus research aircraft can be clearly seen in this photo of the aircraft during a 1996 research flight from the Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Take-off from Rogers Dry Lake

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing in this rear view of the aircraft as it takes off on its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus in Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The twin pusher propeller-driven engines of the Theseus research aircraft can be clearly seen in this photo, taken during a 1996 research flight at NASA's Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft waits on the lakebed before its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Tail Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

The tail of the Theseus prototype research aircraft is seen here being unloaded at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Engine Being Unloaded

NASA Technical Reports Server (NTRS)

1996-01-01

Crew members are seen here unloading an engine of the Theseus prototype research aircraft at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus on Take-off for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft takes off for its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Waits on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype remotely-piloted aircraft (RPA) waits on the lakebed before its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Landing Following Maiden Flight

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it comes in for a landing on Rogers Dry Lake after its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus Assembly Sequence #2

NASA Technical Reports Server (NTRS)

1996-01-01

Crew members are seen here assembling the tail of the Theseus prototype research aircraft at NASA's Dryden Flight Research Center, Edwards, California, in May of 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

Theseus First Flight - May 24, 1996

NASA Technical Reports Server (NTRS)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it lifts off from Rogers Dry Lake during its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden's Project Manager was John Del Frate.

X-1 research aircraft landing on lakebed

NASA Technical Reports Server (NTRS)

1947-01-01

The first of the rocket-powered research aircraft, the X-1 (originally designated the XS-1), was a bullet-shaped airplane that was built by the Bell Aircraft Company for the US Air Force and the National Advisory Committee on Aeronautics (NACA). The mission of the X-1 was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier'. The first of the three X-1s was glide-tested at Pinecastle Air Force Base, FL, in early 1946. The first powered flight of the X-1 was made on Dec. 9, 1946, at Edwards Air Force Base with Chalmers Goodlin, a Bell test pilot, at the controls. On Oct. 14, 1947, with USAF Captain Charles 'Chuck' Yeager as pilot, the aircraft flew faster than the speed of sound for the first time. Captain Yeager ignited the four-chambered XLR-11 rocket engines after being air-launched from under the bomb bay of a B-29 at 21,000 ft. The 6,000-lbthrust ethyl alcohol/liquid oxygen burning rockets, built by Reaction Motors, Inc., pushed him up to a speed of 700 mph in level flight. Captain Yeager was also the pilot when the X-1 reached its maximum speed of 957 mph. Another USAF pilot. Lt. Col. Frank Everest, Jr., was credited with taking the X-1 to its maximum altitude of 71,902 ft. Eighteen pilots in all flew the X-1s. The number three plane was destroyed in a fire before ever making any powered flights. A single-place monoplane, the X-1 was 31 ft long, 10 ft high, and had a wingspan of 29 ft. It weighed 4,900 lb and carried 8,200 lb of fuel. It had a flush cockpit with a side entrance and no ejection seat. This roughly 30-second video clip shows the X-1 landing on Rogers Dry Lakebed followed by the safety chase aircraft.

A predictive model of avian natal dispersal distance provides prior information for investigating response to landscape change.

PubMed

Garrard, Georgia E; McCarthy, Michael A; Vesk, Peter A; Radford, James Q; Bennett, Andrew F

2012-01-01

1. Informative Bayesian priors can improve the precision of estimates in ecological studies or estimate parameters for which little or no information is available. While Bayesian analyses are becoming more popular in ecology, the use of strongly informative priors remains rare, perhaps because examples of informative priors are not readily available in the published literature. 2. Dispersal distance is an important ecological parameter, but is difficult to measure and estimates are scarce. General models that provide informative prior estimates of dispersal distances will therefore be valuable. 3. Using a world-wide data set on birds, we develop a predictive model of median natal dispersal distance that includes body mass, wingspan, sex and feeding guild. This model predicts median dispersal distance well when using the fitted data and an independent test data set, explaining up to 53% of the variation. 4. Using this model, we predict a priori estimates of median dispersal distance for 57 woodland-dependent bird species in northern Victoria, Australia. These estimates are then used to investigate the relationship between dispersal ability and vulnerability to landscape-scale changes in habitat cover and fragmentation. 5. We find evidence that woodland bird species with poor predicted dispersal ability are more vulnerable to habitat fragmentation than those species with longer predicted dispersal distances, thus improving the understanding of this important phenomenon. 6. The value of constructing informative priors from existing information is also demonstrated. When used as informative priors for four example species, predicted dispersal distances reduced the 95% credible intervals of posterior estimates of dispersal distance by 8-19%. Further, should we have wished to collect information on avian dispersal distances and relate it to species' responses to habitat loss and fragmentation, data from 221 individuals across 57 species would have been required to obtain estimates with the same precision as those provided by the general model. © 2011 The Authors. Journal of Animal Ecology © 2011 British Ecological Society.

FrankenRaven: A New Platform for Remote Sensing

NASA Astrophysics Data System (ADS)

Dahlgren, R. P.; Fladeland, M. M.; Pinsker, E. A.; Jasionowicz, J. P.; Jones, L. L.; Mosser, C. D.; Pscheid, M. J.; Weidow, N. L.; Kelly, P. J.; Kern, C.; Werner, C. A.; Johnson, M. S.

2016-12-01

Small, modular aircraft are an emerging technology with a goal to maximize flexibility and enable multi-mission support. This reports the progress of an unmanned aerial system (UAS) project conducted at the NASA Ames Research Center (ARC) in 2016. This interdisciplinary effort builds upon the success of the 2014 FrankenEye project to apply rapid prototyping techniques to UAS, to develop a variety of platforms to host remote sensing instruments. In 2016, ARC received AeroVironment RQ-11A and RQ-11B Raven UAS from the US Department of the Interior, Office of Aviation Services. These aircraft have electric propulsion, a wingspan of roughly 1.3m, and have demonstrated reliability in challenging environments. The Raven airframe is an ideal foundation to construct more complex aircraft, and student interns using 3D printing were able to graft multiple Raven wings and fuselages into "FrankenRaven" aircraft. Aeronautical analysis shows that the new configuration has enhanced flight time, payload capacity, and distance compared to the original Raven. The FrankenRaven avionics architecture replaces the mil-spec avionics with COTS technology based upon the 3DR Pixhawk PX4 autopilot with a safety multiplexer for failsafe handoff to 2.4 GHz RC control and 915 MHz telemetry. This project demonstrates how design reuse, rapid prototyping, and modular subcomponents can be leveraged into flexible airborne platforms that can host a variety of remote sensing payloads and even multiple payloads. Modularity advances a new paradigm: mass-customization of aircraft around given payload(s). Multi-fuselage designs are currently under development to host a wide variety of payloads including a zenith-pointing spectrometer, a magnetometer, a multi-spectral camera, and a RGB camera. After airworthiness certification, flight readiness review, and test flights are performed at Crows Landing airfield in central California, field data will be taken at Kilauea volcano in Hawaii and other locations.

Comparison of BMSs with SES for Symptomatic Intracranial Disease of the Middle Cerebral Artery Stenosis

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

Yue Xuanye; Yin Qin; Xi Gangming

2011-02-15

This study was designed to compare the clinical and angiographic outcomes of patients with symptomatic atherosclerotic middle cerebral artery stenosis treated with balloon-mounted stents (BMS) and self-expandable Wingspan system (SES). We reviewed the 69 consecutive stent placement procedures for symptomatic atherosclerotic stenosis ({>=}70) in M1 segment of middle cerebral artery in 67 patients in 3 years. According to the stent types, the patients were classed as BMS and SES groups. The demographic characteristics, conventional risk factors of ischemic stroke, degree of stenosis, periprocedural complications, stent types, and clinical and angiographic outcomes were analyzed. There were 39 patients in the BMSmore » group and 28 patients in the SES group. The demographic characteristics, conventional risk factors, and periprocedural complications were similar but different in residual stenosis after stenting in both groups (5.9% {+-} 9.9% vs. 14.4% {+-} 14.6%; P = 0.01). For the overall cohort, the rate of stroke or death and restenosis was 10.9% (7/66) and 24.5% (14/57), respectively. The frequency of restenosis was higher in the SES group than in the BMS group (log-rank, P = 0.04; crude hazard ratio = 3.03; 95% confidence interval (CI), 1.01-9.15; P = 0.049; and adjusted hazard ratio = 3.61; 95% CI, 1.06-12.27; P = 0.04); however, there was no difference in clinical outcomes (log-rank, P = 0.51; crude hazard ratio = 1.66; 95% CI, 0.36-7.61; P = 0.51; and adjusted hazard ratio = 0.59; 95% CI, 0.04-7.89; P = 0.69). The corrected degree of restenosis was higher in the SES than the BMS group. The prevalence of restenosis was higher in the SES than the BMS group, but the perioperative complications and follow-up clinical outcomes had no significant difference.« less

Life History of Rhamphorhynchus Inferred from Bone Histology and the Diversity of Pterosaurian Growth Strategies

PubMed Central

Prondvai, Edina; Stein, Koen; Ősi, Attila; Sander, Martin P.

2012-01-01

Background Rhamphorhynchus from the Solnhofen Limestones is the most prevalent long tailed pterosaur with a debated life history. Whereas morphological studies suggested a slow crocodile-like growth strategy and superprecocial volant hatchlings, the only histological study hitherto conducted on Rhamphorhynchus concluded a relatively high growth rate for the genus. These controversial conclusions can be tested by a bone histological survey of an ontogenetic series of Rhamphorhynchus. Methodology/Principal Findings Our results suggest that Bennett's second size category does not reflect real ontogenetic stage. Significant body size differences of histologically as well as morphologically adult specimens suggest developmental plasticity. Contrasting the ‘superprecocial hatchling’ hypothesis, the dominance of fibrolamellar bone in early juveniles implies that hatchlings sustained high growth rate, however only up to the attainment of 30–50% and 7–20% of adult wingspan and body mass, respectively. The early fast growth phase was followed by a prolonged, slow-growth phase indicated by parallel-fibred bone deposition and lines of arrested growth in the cortex, a transition which has also been observed in Pterodaustro. An external fundamental system is absent in all investigated specimens, but due to the restricted sample size, neither determinate nor indeterminate growth could be confirmed in Rhamphorhynchus. Conclusions/Significance The initial rapid growth phase early in Rhamphorhynchus ontogeny supports the non-volant nature of its hatchlings, and refutes the widely accepted ‘superprecocial hatchling’ hypothesis. We suggest the onset of powered flight, and not of reproduction as the cause of the transition from the fast growth phase to a prolonged slower growth phase. Rapidly growing early juveniles may have been attended by their parents, or could have been independent precocial, but non-volant arboreal creatures until attaining a certain somatic maturity to get airborne. This study adds to the understanding on the diversity of pterosaurian growth strategies. PMID:22355361

Application of the Remotely Piloted Aircraft (RPA) 'MASC' in Atmospheric Boundary Layer Research

NASA Astrophysics Data System (ADS)

Wildmann, Norman; Bange, Jens

2014-05-01

The remotely piloted aircraft (RPA) MASC (Multipurpose Airborne Sensor Carrier) was developed at the University of Tübingen in cooperation with the University of Stuttgart, University of Applied Sciences Ostwestfalen-Lippe and 'ROKE-Modelle'. Its purpose is the investigation of thermodynamic processes in the atmospheric boundary layer (ABL), including observations of temperature, humidity and wind profiles, as well as the measurement of turbulent heat, moisture and momentum fluxes. The aircraft is electrically powered, has a maximum wingspan of 3.40 m and a total weight of 5-8 kg, depending on battery- and payload. The standard meteorological payload consists of temperature sensors, a humidity sensor, a flow probe, an inertial measurement unit and a GNSS. In normal operation, the aircraft is automatically controlled by the ROCS (Research Onboard Computer System) autopilot to be able to fly predefined paths at constant altitude and airspeed. Since 2010 the system has been tested and improved intensively. In September 2012 first comparative tests could successfully be performed at the Lindenberg observatory of Germany's National Meteorological Service (DWD). In 2013, several campaigns were done with the system, including fundamental boundary layer research, wind energy meteorology and assistive measurements to aerosol investigations. The results of a series of morning transition experiments in summer 2013 will be presented to demonstrate the capabilities of the measurement system. On several convective days between May and September, vertical soundings were done to record the evolution of the ABL in the early morning, from about one hour after sunrise, until noon. In between the soundings, flight legs of up to 1 km length were performed to measure turbulent statistics and fluxes at a constant altitude. With the help of surface flux measurements of a sonic anemometer, methods of similarity theory could be applied to the RPA flux measurements to compare them to literature. The results show prospects and limitations of boundary layer research with a single RPA at the present state of the art.

Applications of the Remotely Piloted Aircraft (RPA) 'MASC' in Atmospheric Boundary Layer Research

NASA Astrophysics Data System (ADS)

Wildmann, Norman; Platis, Andreas; Tupman, David-James; Bange, Jens

2015-04-01

The remotely piloted aircraft (RPA) MASC (Multipurpose Airborne Sensor Carrier) was developed at the University of Tübingen in cooperation with the University of Stuttgart, University of Applied Sciences Ostwestfalen-Lippe and 'ROKE-Modelle'. Its purpose is the investigation of thermodynamic processes in the atmospheric boundary layer (ABL), including observations of temperature, humidity and wind profiles, as well as the measurement of turbulent heat, moisture and momentum fluxes. The aircraft is electrically powered, has a maximum wingspan of 3.40~m and a total weight of 5-8~kg, depending on the battery- and payload. The standard meteorological payload consists of two temperature sensors, a humidity sensor, a flow probe, an inertial measurement unit and a GNSS. The sensors were optimized for the resolution of small-scale turbulence down to length scales in the sub-meter range. In normal operation, the aircraft is automatically controlled by the ROCS (Research Onboard Computer System) autopilot to be able to fly predefined paths at constant altitude and airspeed. Only take-off and landing are carried out by a human RC pilot. Since 2012, the system is operational and has since then been deployed in more than ten measurement campaigns, with more than 100 measurement flights. The fields of research that were tackled in these campaigns include sensor validation, fundamental boundary-layer research and wind-energy research. In 2014, for the first time, two MASC have been operated at the same time within a distance of a few kilometres, in order to investigate the wind field over an escarpment in the Swabian Alb. Furthermore, MASC was first deployed off-shore in October 2014, starting from the German island Heligoland in the North Sea, for the purpose of characterization of the marine boundary layer for offshore wind parks. Detailed descriptions of the experimental setup and first preliminary results will be presented.

ALADINA - an unmanned research aircraft for observing vertical and horizontal distributions of ultrafine particles within the atmospheric boundary layer

NASA Astrophysics Data System (ADS)

Altstädter, B.; Platis, A.; Wehner, B.; Scholtz, A.; Wildmann, N.; Hermann, M.; Käthner, R.; Baars, H.; Bange, J.; Lampert, A.

2015-04-01

This paper presents the unmanned research aircraft Carolo P360 "ALADINA" (Application of Light-weight Aircraft for Detecting IN situ Aerosol) for investigating the horizontal and vertical distribution of ultrafine particles in the atmospheric boundary layer (ABL). It has a wingspan of 3.6 m, a maximum take-off weight of 25 kg and is equipped with aerosol instrumentation and meteorological sensors. A first application of the system, together with the unmanned research aircraft MASC (Multi-Purpose Airborne Carrier) of the Eberhard Karls University of Tübingen (EKUT), is described. As small payload for ALADINA, two condensation particle counters (CPC) and one optical particle counter (OPC) were miniaturised by re-arranging the vital parts and composing them in a space-saving way in the front compartment of the airframe. The CPCs are improved concerning the lower detection threshold and the response time to less than 1.3 s. Each system was characterised in the laboratory and calibrated with test aerosols. The CPCs are operated in this study with two different lower detection threshold diameters of 11 and 18 nm. The amount of ultrafine particles, which is an indicator for new particle formation, is derived from the difference in number concentrations of the two CPCs (ΔN). Turbulence and thermodynamic structure of the boundary layer are described by measurements of fast meteorological sensors that are mounted at the aircraft nose. A first demonstration of ALADINA and a feasibility study were conducted in Melpitz near Leipzig, Germany, at the Global Atmosphere Watch (GAW) station of the Leibniz Institute for Tropospheric Research (TROPOS) on 2 days in October 2013. There, various ground-based instruments are installed for long-term atmospheric monitoring. The ground-based infrastructure provides valuable additional background information to embed the flights in the continuous atmospheric context and is used for validation of the airborne results. The development of the boundary layer, derived from backscatter signals of a portable Raman lidar POLLYXT, allows a quick overview of the current vertical structure of atmospheric particles. Ground-based aerosol number concentrations are consistent with the results from flights in heights of a few metres. In addition, a direct comparison of ALADINA aerosol data and ground-based aerosol data, sampling the air at the same location for more than 1 h, shows comparable values within the range of ± 20 %. MASC was operated simultaneously with complementary flight patterns. It is equipped with the same meteorological instruments that offer the possibility to determine turbulent fluxes. Therefore, additional information about meteorological conditions was collected in the lowest part of the atmosphere. Vertical profiles up to 1000 m in altitude indicate a high variability with distinct layers of aerosol, especially for the small particles of a few nanometres in diameter on 1 particular day. The stratification was almost neutral and two significant aerosol layers were detected with total aerosol number concentrations up to 17 000 ± 3400 cm-3 between 180 and 220 m altitude and 14 000 ± 2800 cm-3 between 550 and 650 m. Apart from those layers, the aerosol distribution was well mixed and reached the total number concentration of less than 8000 ± 1600 cm-3. During another day, the distribution of the small particles in the lowermost ABL was related to the stratification, with continuously decreasing number concentrations from 16 000 ± 3200 cm-3 to a minimum of 4000 ± 800 cm-3 at the top of the inversion at 320 m. Above this, the total number concentration was rather constant. In the region of 500 to 600 m altitude, a significant difference of both CPCs was observed. This event occurred during the boundary layer development in the morning and represents a particle burst within the ABL.

20 CFR 404.278 - Additional cost-of-living increase.

Code of Federal Regulations, 2010 CFR

2010-04-01

... Section 404.278 Employees' Benefits SOCIAL SECURITY ADMINISTRATION FEDERAL OLD-AGE, SURVIVORS AND DISABILITY INSURANCE (1950- ) Computing Primary Insurance Amounts Cost-Of-Living Increases § 404.278...) Measuring period for the additional increase—(1) Beginning. To compute the additional increase, we begin...

Nitrogen addition shifts the microbial community in the rhizosphere of Pinus tabuliformis in Northwestern China

PubMed Central

Lv, Fenglian; Xue, Sha; Wang, Guoliang; Zhang, Chao

2017-01-01

Atmospheric nitrogen (N) deposition profoundly alters the soil microbial communities and will thus affect nutrient cycles. The effects of N availability on microbial community, however, are not clear. We used PLFA analysis to evaluate the effects of a gradient of N addition (0, 2.8, 5.6, 11.2, and 22.4 g N m-2 y-1) for three years on the rhizospheric microbial community of Pinus tabuliformis seedlings. The main factors influencing the community were quantified using structural equation modelling and redundancy analysis. At the microbial-community level, N addition increased the total phospholipid fatty acids content by increasing the dissolved organic carbon (DOC) and root biomass. Increases in soil microbial biomass carbon and N, however, was attributed to the increased DOC, N content and decreased pH. At the microbial-groups level, Fungal, arbuscular mycorrhizal fungal (AMF), gram-positive bacterial (GP) abundances and the GP:GN ratio first increased and then decreased with N addition. Nitrogen addition increased the abundances of bacteria, fungi, and actinomycetes mainly by increasing the DOC content and decreasing root biomass. Additionally, the decrease of pH and ammonium N caused by N addition increased the fungal abundances and reduced actinomycete abundances, respectively. Nitrogen addition shifted the rhizospheric microbial community mainly by altering the DOC content and root biomass. The current rate of N deposition (2.5 g N m-2 y-1) benefits plant growth and increases the abundances of fungi, arbuscular mycorrhizal fungi, GP, actinomycetes and the GP:GN ratio. PMID:28234932

Responses of ecosystem water use efficiency to spring snow and summer water addition with or without nitrogen addition in a temperate steppe

PubMed Central

Zhai, Penghui; Huang, Jianhui; Zhao, Xiang; Dong, Kuanhu

2018-01-01

Water use efficiency (WUE) is an important indicator of ecosystem functioning but how ecosystem WUE responds to climate change including precipitation and nitrogen (N) deposition increases is still unknown. To investigate such responses, an experiment with a randomized block design with water (spring snowfall or summer water addition) and nitrogen addition was conducted in a temperate steppe of northern China. We investigated net ecosystem CO2 production (NEP), gross ecosystem production (GEP) and evapotranspiration (ET) to calculate ecosystem WUE (WUEnep = NEP/ET or WUEgep = GEP/ET) under spring snow and summer water addition with or without N addition from 2011 to 2013. The results showed that spring snow addition only had significant effect on ecosystem WUE in 2013 and summer water addition showed positive effect on ecosystem WUE in 2011 and 2013, as their effects on NEP and GEP is stronger than ET. N addition increased ecosystem WUE in 2012 and 2013 both in spring snow addition and summer water addition for its increasing effects on NEP and GEP but no effect on ET. Summer water addition had less but N addition had greater increasing effects on ecosystem WUE as natural precipitation increase indicating that natural precipitation regulates ecosystem WUE responses to water and N addition. Moreover, WUE was tightly related with atmospheric vapor-pressure deficit (VPD), photosynthetic active radiation (PAR), precipitation and soil moisture indicating the regulation of climate drivers on ecosystem WUE. In addition, it also was affected by aboveground net primary production (ANPP). The study suggests that ecosystem WUE responses to water and N addition is determined by the change in carbon process rather than that in water process, which are regulated by climate change in the temperate steppe of northern China. PMID:29529082

Responses of ecosystem water use efficiency to spring snow and summer water addition with or without nitrogen addition in a temperate steppe.

PubMed

Zhang, Xiaolin; Zhai, Penghui; Huang, Jianhui; Zhao, Xiang; Dong, Kuanhu

2018-01-01

Water use efficiency (WUE) is an important indicator of ecosystem functioning but how ecosystem WUE responds to climate change including precipitation and nitrogen (N) deposition increases is still unknown. To investigate such responses, an experiment with a randomized block design with water (spring snowfall or summer water addition) and nitrogen addition was conducted in a temperate steppe of northern China. We investigated net ecosystem CO2 production (NEP), gross ecosystem production (GEP) and evapotranspiration (ET) to calculate ecosystem WUE (WUEnep = NEP/ET or WUEgep = GEP/ET) under spring snow and summer water addition with or without N addition from 2011 to 2013. The results showed that spring snow addition only had significant effect on ecosystem WUE in 2013 and summer water addition showed positive effect on ecosystem WUE in 2011 and 2013, as their effects on NEP and GEP is stronger than ET. N addition increased ecosystem WUE in 2012 and 2013 both in spring snow addition and summer water addition for its increasing effects on NEP and GEP but no effect on ET. Summer water addition had less but N addition had greater increasing effects on ecosystem WUE as natural precipitation increase indicating that natural precipitation regulates ecosystem WUE responses to water and N addition. Moreover, WUE was tightly related with atmospheric vapor-pressure deficit (VPD), photosynthetic active radiation (PAR), precipitation and soil moisture indicating the regulation of climate drivers on ecosystem WUE. In addition, it also was affected by aboveground net primary production (ANPP). The study suggests that ecosystem WUE responses to water and N addition is determined by the change in carbon process rather than that in water process, which are regulated by climate change in the temperate steppe of northern China.

XB-70A #1 liftoff with TB-58A chase aircraft

NASA Technical Reports Server (NTRS)

1960-01-01

This photo shows XB-70A #1 taking off on a research flight, escorted by a TB-58 chase plane. The TB-58 (a prototype B-58 modified as a trainer) had a dash speed of Mach 2. This allowed it to stay close to the XB-70 as it conducted its research maneuvers. When the XB-70 was flying at or near Mach 3, the slower TB-58 could often keep up with it by flying lower and cutting inside the turns in the XB-70's flight path when these occurred. The XB-70 was the world's largest experimental aircraft. It was capable of flight at speeds of three times the speed of sound (roughly 2,000 miles per hour) at altitudes of 70,000 feet. It was used to collect in-flight information for use in the design of future supersonic aircraft, military and civilian. The major objectives of the XB-70 flight research program were to study the airplane's stability and handling characteristics, to evaluate its response to atmospheric turbulence, and to determine the aerodynamic and propulsion performance. In addition there were secondary objectives to measure the noise and friction associated with airflow over the airplane and to determine the levels and extent of the engine noise during takeoff, landing, and ground operations. The XB-70 was about 186 feet long, 33 feet high, with a wingspan of 105 feet. Originally conceived as an advanced bomber for the United States Air Force, the XB-70 was limited to production of two aircraft when it was decided to limit the aircraft's mission to flight research. The first flight of the XB-70 was made on Sept. 21, 1964. The number two XB-70 was destroyed in a mid-air collision on June 8, 1966. Program management of the NASA-USAF research effort was assigned to NASA in March 1967. The final flight was flown on Feb. 4, 1969. Designed by North American Aviation (later North American Rockwell and still later, a division of Boeing) the XB-70 had a long fuselage with a canard or horizontal stabilizer mounted just behind the crew compartment. It had a sharply swept 65.6-percent delta wing. The outer portion of the wing could be folded down in flight to provide greater lateral-directional stability. The airplane had two windshields. A moveable outer windshield was raised for high-speed flight to reduce drag and lowered for greater visibility during takeoff and landing. The forward fuselage was constructed of riveted titanium frames and skin. The remainder of the airplane was constructed almost entirely of stainless steel. The skin was a brazed stainless-steel honeycomb material. Six General Electric YJ93-3 turbojet engines, each in the 30,000-pound-thrust class, powered the XB-70. Internal geometry of the inlets was controllable to maintain the most efficient airflow to the engines.

Effects of meat addition on pasta structure, nutrition and in vitro digestibility.

PubMed

Liu, Tingting; Hamid, Nazimah; Kantono, Kevin; Pereira, Loveena; Farouk, Mustafa M; Knowles, Scott O

2016-12-15

In our study, semolina flour was substituted with beef emulsion (EM) at three different levels of 15, 30 and 45% (w/w) to develop a pasta with enhanced nutritional profile. The protein, fat, and water content significantly increased with addition of meat. The addition of meat enhanced the pasta gluten network. The redness and yellowness of cooked pasta increased with meat addition. Tensile strength increased from 0.018N/mm(2) in the control sample to 0.046N/mm(2) in 45% beef emulsion (45EM) sample. All meat-containing samples had significantly higher elasticity than control (0.039N/mm(2)). GI significantly decreased and IVPD value increased in 45EM sample. Five essential amino acids (leucine, lysine, methionine, threonine, tryptophan) in pasta digesta increased significantly with increasing meat addition. Copyright © 2016 Elsevier Ltd. All rights reserved.

[Nitrogen input altered testate amoebae community in peatland of Sanjiang Plain, Northeast China].

PubMed

Song, Li-hong; Yan, Xiu-min; Wang, Ke-hong; Zhu, Xiao-yan; Wu, Dong-hu

2015-02-01

In the present study, an in situ control experiment was carried out to explore the response of testate amoebae to exogenous nitrogen addition in peatland of Sanjiang Plain. The results showed that nitrogen addition increased the biomass of testate amoebae at lower levels (6 g N · m(-2)), while decreased it at higher levels (> 12 g N · m(-2)). At genus level, nitrogen addition significantly increased the biomass of Arcella and Phryganella, decreased the biomass of Euglypha. Only lower nitrogen addition significantly increased the biomass of Centropyxis. At species level, nitrogen addition significantly decreased the biomass of Euglypha rotunda, while the biomass of either Centropyxis cassis or Phryganella acropodia was increased by a lower nitrogen addition treatment. This study suggested that the response of peatland testate amoebae to nitrogen addition was species specific, which could potentially be used as an indicator for the environment of peatlands.

Effect of Nitrogen on Transformation Behaviors and Microstructure of V-N Microalloyed Steel

NASA Astrophysics Data System (ADS)

Zhao, Baochun; Zhao, Tan; Li, Guiyan; Lu, Qiang

Multi-pass deformation simulation tests were performed on V-N microalloyed steels with different nitrogen addition by using a Gleeble-3800 thermo-mechanical simulator and the corresponding continuous cooling transformation (CCT) diagrams were determined by thermal dilation method and metallographic method. The deformed austenite transformation behavior and resultant microstructure of the tested steels were studied. Furthermore, the effect of nitrogen addition on the transformation behavior and microstructure evolution was analyzed. The results show that the transformed microstructures in the three tested steels are ferrite, pearlite and bainite respectively while the transformation temperatures are not the same. For the two tested steel with higher nitrogen additions, higher ferrite start temperature and critical cooling rates are observed. Furthermore, an increase in nitrogen addition leads to increasing quantities of ferrite and the transformed ferrite is smaller in size. The hardness test results reveal that the hardness number increases with increasing nitrogen addition at low cooling rate while the value tends to be smaller due to increasing nitrogen addition at high cooling rate. Therefore, the hardness number of the steel with high nitrogen addition is not so sensitive to cooling rate as that of the steel with low nitrogen addition.

Perseus A, Part of the ERAST Program, in Flight

NASA Technical Reports Server (NTRS)

1993-01-01

The Perseus A remotely-piloted research vehicle flies low over Rogers Dry Lake on its maiden voyage Dec. 21, 1993, at the Dryden Flight Research Center, Edwards, California. The Perseus, designed and built by Aurora Flight Sciences Corp., was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft taxis on the runway at Edwards Air Force Base, California, before a series of development flights at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Landing on Runway

NASA Technical Reports Server (NTRS)

1999-01-01

The Perseus B high-altitude, remotely piloted research vehicle touches down on the runway at Edwards AFB, adjacent to NASA's Dryden Flight Research Center, after a test flight in September 1999. The Perseus B was the third version of the Perseus design developed by Aurora Flight Sciences under the Dryden-managed Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted research aircraft, seen here during a test flight in June 1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp - View from Above

NASA Technical Reports Server (NTRS)

1999-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted aircraft, seen here on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus A High Altitude Remotely Piloted Aircraft being Towed in Flight

NASA Technical Reports Server (NTRS)

1994-01-01

Perseus A, a remotely piloted, high-altitude research vehicle designed by Aurora Flight Sciences Corp., takes off from Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp - Close-up of Controllable-Pitch Pusher Propeller

NASA Technical Reports Server (NTRS)

1999-01-01

A large, controllable-pitch pusher propeller at the rear is a distinctive feature of the Perseus B remotely piloted research aircraft, seen here on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle in flight at the Dryden Flight Research Center, Edwards, California in 1991. Perseus is one of several remotely-piloted aircraft designed for high-altitude, long-endurance scientific sampling missions being evaluated under the ERAST program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Heads for Landing on Edwards AFB Runway

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft approaches the runway at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden flight Research Center in April 1998. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Taxi Tests in Preparation for a New Series of Flight Tests

NASA Technical Reports Server (NTRS)

1998-01-01

The Perseus B remotely piloted aircraft on the runway at Edwards Air Force Base, California at the conclusion of a development flight at NASA's Dryden flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Heads for Landing on Edwards AFB Runway

NASA Technical Reports Server (NTRS)

1997-01-01

The Perseus B remotely piloted aircraft nears touchdown at Edwards Air Force Base, Calif. at the conclusion of a development flight at NASA's Dryden Flight Research Center. The Perseus B is the latest of three versions of the Perseus design developed by Aurora Flight Sciences under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) program. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus B Parked on Ramp

NASA Technical Reports Server (NTRS)

1999-01-01

The long, slender wing of the Perseus B high-altitude, remotely piloted research aircraft is clearly visible in this photo of the vehicle, taken on the ramp of NASA's Dryden Flight Research Center in September 1999. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Perseus A in Flight with Moon

NASA Technical Reports Server (NTRS)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research aircraft, is seen here framed against the moon and sky during a research mission at the Dryden Flight Research Center, Edwards, California in August 1994. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

Nitrogen and phosphorus addition impact soil N2O emission in a secondary tropical forest of South China

PubMed Central

Wang, Faming; Li, Jian; Wang, Xiaoli; Zhang, Wei; Zou, Bi; Neher, Deborah A.; Li, Zhian

2014-01-01

Nutrient availability greatly regulates ecosystem processes and functions of tropical forests. However, few studies have explored impacts of N addition (aN), P addition (aP) and N×P interaction on tropical forests N2O fluxes. We established an N and P addition experiment in a tropical forest to test whether: (1) N addition would increase N2O emission and nitrification, and (2) P addition would increase N2O emission and N transformations. Nitrogen and P addition had no effect on N mineralization and nitrification. Soil microbial biomass was increased following P addition in wet seasons. aN increased 39% N2O emission as compared to control (43.3 μgN2O-N m−2h−1). aP did not increase N2O emission. Overall, N2O emission was 60% greater for aNP relative to the control, but significant difference was observed only in wet seasons, when N2O emission was 78% greater for aNP relative to the control. Our results suggested that increasing N deposition will enhance soil N2O emission, and there would be N×P interaction on N2O emission in wet seasons. Given elevated N deposition in future, P addition in this tropical soil will stimulate soil microbial activities in wet seasons, which will further enhance soil N2O emission. PMID:25001013

Sulfate reduction in sulfuric material after re-flooding: Effectiveness of organic carbon addition and pH increase depends on soil properties.

PubMed

Yuan, Chaolei; Fitzpatrick, Rob; Mosley, Luke M; Marschner, Petra

2015-11-15

Sulfuric material is formed upon oxidation of sulfidic material; it is extremely acidic, and therefore, an environmental hazard. One option for increasing pH of sulfuric material may be stimulation of bacterial sulfate reduction. We investigated the effects of organic carbon addition and pH increase on sulfate reduction after re-flooding in ten sulfuric materials with four treatments: control, pH increase to 5.5 (+pH), organic carbon addition with 2% w/w finely ground wheat straw (+C), and organic carbon addition and pH increase (+C+pH). After 36 weeks, in five of the ten soils, only treatment +C+pH significantly increased the concentration of reduced inorganic sulfur (RIS) compared to the control and increased the soil pore water pH compared to treatment+pH. In four other soils, pH increase or/and organic carbon addition had no significant effect on RIS concentration compared to the control. The RIS concentration in treatment +C+pH as percentage of the control was negatively correlated with soil clay content and initial nitrate concentration. The results suggest that organic carbon addition and pH increase can stimulate sulfate reduction after re-flooding, but the effectiveness of this treatment depends on soil properties. Copyright © 2015 Elsevier B.V. All rights reserved.

Soil Microbial Properties and Plant Growth Responses to Carbon and Water Addition in a Temperate Steppe: The Importance of Nutrient Availability

PubMed Central

Guo, Chengyuan; Wang, Renzhong; Xiao, Chunwang

2012-01-01

Background Global climatic change is generally expected to stimulate net primary production, and consequently increase soil carbon (C) input. The enhanced C input together with potentially increased precipitation may affect soil microbial processes and plant growth. Methodology/Principal Findings To examine the effects of C and water additions on soil microbial properties and plant growth, we conducted an experiment lasting two years in a temperate steppe of northeastern China. We found that soil C and water additions significantly affected microbial properties and stimulated plant growth. Carbon addition significantly increased soil microbial biomass and activity but had a limited effect on microbial community structure. Water addition significantly increased soil microbial activity in the first year but the response to water decreased in the second year. The water-induced changes of microbial activity could be ascribed to decreased soil nitrogen (N) availability and to the shift in soil microbial community structure. However, no water effect on soil microbial activity was visible under C addition during the two years, likely because C addition alleviated nutrient limitation of soil microbes. In addition, C and water additions interacted to affect plant functional group composition. Water addition significantly increased the ratio of grass to forb biomass in C addition plots but showed only minor effects under ambient C levels. Our results suggest that soil microbial activity and plant growth are limited by nutrient (C and N) and water availability, and highlight the importance of nutrient availability in modulating the responses of soil microbes and plants to potentially increased precipitation in the temperate steppe. Conclusions/Significance Increased soil C input and precipitation would show significant effects on soil microbial properties and plant growth in the temperate steppe. These findings will improve our understanding of the responses of soil microbes and plants to the indirect and direct climate change effects. PMID:22496905

Influence of ensiling, exogenous protease addition, and bacterial inoculation on fermentation profile, nitrogen fractions, and ruminal in vitro starch digestibility in rehydrated and high-moisture corn.

PubMed

Ferraretto, L F; Fredin, S M; Shaver, R D

2015-10-01

Exogenous protease addition may be an option to increase proteolysis of zein proteins and thus starch digestibility in rehydrated and high-moisture corn (HMC) ensiled for short periods. In addition, microbial inoculation may accelerate fermentation and increase acid production and thus increase solubilization of zein proteins. Four experiments were performed to evaluate the effect on fermentation profile, N fractions, and ruminal in vitro starch digestibility (ivSD) of the following: (1) rehydration and ensiling of dry ground corn; (2) exogenous protease addition to rehydrated un-ensiled and ensiled corn; (3) exogenous protease addition or inoculation in rehydrated ensiled corn; and (4) exogenous protease addition or inoculation in HMC. Experiments 1, 2, and 3 were performed with 7 treatments: dry ground corn (DGC); DGC rehydrated to a targeted dry matter content of 70% (REH); REH treated with exogenous protease (REH+); REH ensiled for 30 d (ENS); ENS treated with exogenous protease (ENS+); ENS treated with a microbial inoculant containing Lactobacillus plantarum, Lactobacillus casei, Enterococcus faecium, and Pediococcus sp. (ENSI); and ENS treated with exogenous protease and microbial inoculant (ENSI+). Experiment 1 compared DGC, REH, and ENS with ivSD being greater for ENS (64.9%) than DGC and REH (51.7% on average). Experiment 2 compared REH and ENS without or with exogenous protease addition (REH+ and ENS+, respectively). Ensiling and exogenous protease addition increased ivSD, but exogenous protease addition was more effective in ENS than REH (6.4 vs. 2.6 percentage unit increase). Experiment 3 compared the effects of exogenous protease addition and inoculation in ENS corn (ENS, ENS+, ENSI, and ENSI+). The addition of protease, but not inoculant, increased ivSD. Inoculation reduced pH and acetate, propionate, and ethanol concentrations, and increased lactate and total acid concentrations. In experiment 4, 8 treatments were a combination of HMC noninoculated or inoculated with 1 of 3 microbial inoculants and with or without exogenous protease addition. The inoculant treatments contained (1) Lactobacillus buchneri 40788 and Pediococcus pentosaceus, (2) L. buchneri 40788, and (3) a mixture of P. pentosaceus and Propionibacterium freudenreichii. Protease, but not inoculation, increased ivSD by 7.5 percentage units (44.4 vs. 51.9%). Protease addition increased ivSD in rehydrated corn and HMC. Microbial inoculation improved fermentation profiles but did not affect ivSD. Copyright © 2015 American Dairy Science Association. Published by Elsevier Inc. All rights reserved.

Influence of synthetic calcium silicates on the strength properties of fine-grained concrete

NASA Astrophysics Data System (ADS)

Yarusova, S. B.; Gordienko, P. S.; Kozin, A. V.; Zhevtun, I. G.; Perfilev, A. V.

2018-04-01

The effect of additives based on acicular calcium hydrosilicates (xonotlite and tobermorite) and wollastonite, obtained from boric acid production waste in autoclave synthesis at a temperature of 220 °C, on the strength of fine-grained concrete, has been studied in this paper. It was shown that when the calcium hydrosilicates and wollastonite are introduced, an increase in the strength characteristics of concrete is observed. After heat and moisture treatment, the maximum increase in strength is observed with the addition of 4% of mass content of calcium hydrosilicates and 6% of mass content of wollastonite. After 28 days of hardening under normal conditions, the maximum increase in strength of concrete is observed with the addition of 4% of mass content of both types of additives. It was shown that the water absorption of concrete decreases with a maximum when 4% of mass content is added, as in the case of the introduction of calcium hydrosilicates, and wollastonite. With a further increase in the number of additives, the amount of water absorption increases, but these values remain below the values for the control sample without additives.

Research Pilot C. Gordon Fullerton in Cockpit of TU-144LL SST Flying Laboratory

NASA Technical Reports Server (NTRS)

1998-01-01

NASA Research pilot C. Gordon Fullerton sits in cockpit of TU-144LL SST Flying Laboratory. Fullerton was one of two NASA pilots who flew the aircraft as part of a joint high speed research program. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Russian Tu-144LL SST Roll-Out for Joint NASA Research Program

NASA Technical Reports Server (NTRS)

1996-01-01

The modified Tu-144LL supersonic flying laboratory is rolled out of its hangar at the Zhukovsky Air Development Center near Moscow, Russia in March 1996 at the beginning of a joint U.S. - Russian high-speed flight research program. The 'LL' stands for Letayuschaya Laboratoriya, which means Flying Laboratory. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Russian Tu-144LL SST Roll-out for Joint NASA Research Program

NASA Technical Reports Server (NTRS)

1996-01-01

U.S. Ambassador Pickering addresses Russian and American dignitaries, industry representatives and members of the press during a roll-out ceremony for the modified Tu-144LL supersonic flying laboratory. The ceremony was held at the Zhukovsky Air Development Center near Moscow, Russia, on March 17, 1996. The 'LL' designation for the aircraft stands for Letayuschaya Laboratoriya, which means Flying Laboratory in Russian. NASA teamed with American and Russian aerospace industries for an extended period in a joint international research program featuring the Russian-built Tu-144LL supersonic aircraft. The object of the program was to develop technologies for a proposed future second-generation supersonic airliner to be developed in the 21st Century. The aircraft's initial flight phase began in June 1996 and concluded in February 1998 after 19 research flights. A shorter follow-on program involving seven flights began in September 1998 and concluded in April 1999. All flights were conducted in Russia from Tupolev's facility at the Zhukovsky Air Development Center near Moscow. The centerpiece of the research program was the Tu 144LL, a first-generation Russian supersonic jetliner that was modified by its developer/builder, Tupolev ANTK (aviatsionnyy nauchno-tekhnicheskiy kompleks-roughly, aviation technical complex), into a flying laboratory for supersonic research. Using the Tu-144LL to conduct flight research experiments, researchers compared full-scale supersonic aircraft flight data with results from models in wind tunnels, computer-aided techniques, and other flight tests. The experiments provided unique aerodynamic, structures, acoustics, and operating environment data on supersonic passenger aircraft. Data collected from the research program was being used to develop the technology base for a proposed future American-built supersonic jetliner. Although actual development of such an advanced supersonic transport (SST) is currently on hold, commercial aviation experts estimate that a market for up to 500 such aircraft could develop by the third decade of the 21st Century. The Tu-144LL used in the NASA-sponsored research program was a 'D' model with different engines than were used in production-model aircraft. Fifty experiments were proposed for the program and eight were selected, including six flight and two ground (engine) tests. The flight experiments included studies of the aircraft's exterior surface, internal structure, engine temperatures, boundary-layer airflow, the wing's ground-effect characteristics, interior and exterior noise, handling qualities in various flight profiles, and in-flight structural flexibility. The ground tests studied the effect of air inlet structures on airflow entering the engine and the effect on engine performance when supersonic shock waves rapidly change position in the engine air inlet. A second phase of testing further studied the original six in-flight experiments with additional instrumentation installed to assist in data acquisition and analysis. A new experiment aimed at measuring the in-flight deflections of the wing and fuselage was also conducted. American-supplied transducers and sensors were installed to measure nose boom pressures, angle of attack, and sideslip angles with increased accuracy. Two NASA pilots, Robert Rivers of Langley Research Center, Hampton, Virginia, and Gordon Fullerton from Dryden Flight Research Center, Edwards, California, assessed the aircraft's handling at subsonic and supersonic speeds during three flight tests in September 1998. The program concluded after four more data-collection flights in the spring of 1999. The Tu-144LL model had new Kuznetsov NK-321 turbofan engines rated at more than 55,000 pounds of thrust in full afterburner. The aircraft is 215 feet, 6 inches long and 42 feet, 2 inches high with a wingspan of 94 feet, 6 inches. The aircraft is constructed mostly of light aluminum alloy with titanium and stainless steel on the leading edges, elevons, rudder, and the under-surface of the rear fuselage.

Effect of SiO2 addition and gamma irradiation on the lithium borate glasses

NASA Astrophysics Data System (ADS)

Raut, A. P.; Deshpande, V. K.

2018-01-01

The physical properties like density, glass transition temperature (Tg), and ionic conductivity of lithium borate (LB) glasses with SiO2 addition were measured before and after gamma irradiation. Remarkable changes in properties have been obtained in the physical properties of LB glasses with SiO2 addition and after gamma irradiation. The increase in density and glass transition temperature of LB glasses with SiO2 addition has been explained with the help of increase in density of cross linking due to SiO4 tetrahedra formation. The increase in ionic conductivity with SiO2 addition was explained with the help of ‘mixed glass former effect’. The increase in density and Tg of LB glasses with SiO2 addition after gamma irradiation has been attributed to fragmentation of bigger ring structure into smaller rings, which increases the density of cross linking and hence compaction. The exposure of gamma irradiation has lead to decrease in ionic conductivity of LB glasses with SiO2 addition. The atomic displacement caused by gamma irradiation resulted in filling of interstices and decrease in trapping sites. This explains the obtained decrease in ionic conductivity after gamma irradiation of glasses. The obtained results of effect of SiO2 addition and gamma irradiation on the density, Tg and ionic conductivity has been supported by FTIR results.

Addition of an organic amendment and/or residue mud to bauxite residue sand in order to improve its properties as a growth medium.

PubMed

Jones, B E H; Haynes, R J; Phillips, I R

2012-03-01

The effects of addition of carbonated residue mud (RMC) or seawater neutralized residue mud (RMS), at two rates, in the presence or absence of added green waste compost, on the chemical, physical and microbial properties of gypsum-treated bauxite residue sand were studied in a laboratory incubation study. The growth of two species commonly used in revegetation of residue sand (Lolium rigidum and Acacia saligna) in the treatments was then studied in a 18-week greenhouse study. Addition of green waste-based compost increased ammonium acetate-extractable (exchangeable) Mg, K and Na. Addition of residue mud at 5 and 10% w/w reduced exchangeable Ca but increased that of Mg and Na (and K for RMS). Concentrations of K, Na, Mg and level of EC in saturation paste extracts were increased by residue mud additions. Concentrations of cations in water extracts were considerably higher than those in saturation paste extracts but trends with treatment were broadly similar. Addition of both compost and residue mud caused a significant decrease in macroporosity with a concomitant increase in mesoporosity and microporosity, available water holding capacity and the quantity of water held at field capacity. Increasing rates of added residue mud reduced the percentage of sample present as discrete sand particles and increased that in aggregated form (particularly in the 1-2 and >10mm diameter ranges). Organic C content, C/N ratio, soluble organic C, microbial biomass C and basal respiration were increased by compost additions. Where compost was added, residue mud additions caused a substantial increase in microbial biomass and basal respiration. L. rigidum grew satisfactorily in all treatments although yields tended to be reduced by additions of mud (especially RMC) particularly in the absence of added compost. Growth of A. saligna was poor in sand alone and mud-amended sand and was greatly promoted by additions of compost. However, in the presence of compost, addition of carbonated mud had a marked depressive effect on both top and root growth. The significant positive effect of compost was attributed to substantial inputs of K and marked reductions in the Na/K ratio in soil solution while the depressive effect of RMC was attributed to its greater alkalinity and consequently higher concentrations of HCO(3)(-) in solution. Copyright © 2011 Elsevier Ltd. All rights reserved.

The mitigating effect of calcification-dependent of utilization of inorganic carbon of Chara vulgaris Linn on NH4-N toxicity.

PubMed

Wang, Heyun; Ni, Leyi; Xie, Ping

2013-09-01

Increased ammonium (NH4-N) concentrations in water bodies have been reported to adversely affect the dominant species of submersed vegetation in meso-eutrophic waters worldwide. However calcareous plants were lowly sensitive to NH4-N toxicity. In order to make clear the function of calcification in the tolerance of calcareous plants to NH4-N stress, we studied the effects of increased HCO3(-) and additional NH4-N on calcification and utilization of dissolve inorganic carbon (DIC) in Chara vulgaris Linn in a 7-d sub-acute experiment (light:dark 12:12h) carried out in an open experimental system in lab. Results revealed that calcification was dependent of utilization of dissolve inorganic carbon. Additional HCO3(-) significantly decreased the increase of pH while additional NH4-N did not. And additional HCO3(-) significantly improved calcification while NH4-N did in versus in relation to the variation of DIC concentration. However, addition of both HCO3(-) and NH4-N increased utilization of DIC. This resulted in calcification to utilization of DIC ratio decreased under additional NH4-N condition while increased under additional HCO3(-) conditions in response to the variation of solution pH. In the present study, external HCO3(-) decreased the increase of solution pH by increasing calcification, which correspondingly mitigated the toxic effect of high NH4-N. And we argue that the mitigating effect of increased HCO3(-) on NH4-N toxicity is dependent of plant calcification, and it is a positive feedback mechanism, potentially leading to the dominance of calcareous plants in meso-eutrophic water bodies. Copyright © 2013 Elsevier Ltd. All rights reserved.

Effect of molybdenum additions on the microstructures and corrosion behaviours of 316L stainless steel-based alloys

DOE PAGES

Rahman, T.; Ebert, W. L.; Indacochea, J. E.

2018-02-28

Alloys were made by alloying 5, 10, 15, 17.5, and 20 wt % Mo with Type 316L stainless steel. Sigma phases containing 21–29 wt % Mo formed along the austenite grain boundaries with the addition of 5 wt % Mo and increased with additions up to 15 wt % Mo, but they decreased with further additions. Laves phases containing 33–40 wt % Mo co-precipitated at additions of 10 wt % Mo which increased with further Mo increases. The corrosion resistance, assessed by potentiodynamic polarisation in a 10 mM NaCl solution adjusted to pH 4, increased relative to Type 316L formore » alloys made with 5 and 10 wt % added Mo, but decreased with further additions due to preferential corrosion of the Laves phase. The alloy made with 10 wt % added Mo had the highest corrosion resistance due primarily to the high Mo content of the austenite.« less

Effect of molybdenum additions on the microstructures and corrosion behaviours of 316L stainless steel-based alloys

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

Rahman, T.; Ebert, W. L.; Indacochea, J. E.

Alloys were made by alloying 5, 10, 15, 17.5, and 20 wt % Mo with Type 316L stainless steel. Sigma phases containing 21–29 wt % Mo formed along the austenite grain boundaries with the addition of 5 wt % Mo and increased with additions up to 15 wt % Mo, but they decreased with further additions. Laves phases containing 33–40 wt % Mo co-precipitated at additions of 10 wt % Mo which increased with further Mo increases. The corrosion resistance, assessed by potentiodynamic polarisation in a 10 mM NaCl solution adjusted to pH 4, increased relative to Type 316L formore » alloys made with 5 and 10 wt % added Mo, but decreased with further additions due to preferential corrosion of the Laves phase. The alloy made with 10 wt % added Mo had the highest corrosion resistance due primarily to the high Mo content of the austenite.« less

Development of casting investment preventing blackening of noble metal alloys part 3. Effect of reducing agent addition on the strength and expansion of the investments.

PubMed

Meng, Yukun; Nakai, Akira; Ogura, Hideo

2004-06-01

Different reducing agents (B, Al, Si and Ti) were individually added to two gypsum-bonded investments to prepare investments preventing surface blackening of some noble cast alloys. The effect of different additive contents on green-body and burnout compressive strength, setting and thermal expansion of the investments were evaluated. The strength and expansion of the investments were changed by the additives. The compressive strength of Al-, Si- and Ti-added investments decreased with the increase of additive contents. The burnout strength of B-added investments significantly increased while green-body strength remained unchanged. The setting expansion of the B-added investments increased while those of the Al-, Si- and Ti-added investments decreased with the increase of additive contents. The thermal expansion of the Si- and Ti-added investments decreased, and that of the Al- and B-added investments remained unchanged. Further study is necessary to evaluate the effects of these additives on the accuracy of dental castings.

CO2 enrichment and N addition increase nutrient loss from decomposing leaf litter in subtropical model forest ecosystems

PubMed Central

Liu, Juxiu; Fang, Xiong; Deng, Qi; Han, Tianfeng; Huang, Wenjuan; Li, Yiyong

2015-01-01

As atmospheric CO2 concentration increases, many experiments have been carried out to study effects of CO2 enrichment on litter decomposition and nutrient release. However, the result is still uncertain. Meanwhile, the impact of CO2 enrichment on nutrients other than N and P are far less studied. Using open-top chambers, we examined effects of elevated CO2 and N addition on leaf litter decomposition and nutrient release in subtropical model forest ecosystems. We found that both elevated CO2 and N addition increased nutrient (C, N, P, K, Ca, Mg and Zn) loss from the decomposing litter. The N, P, Ca and Zn loss was more than tripled in the chambers exposed to both elevated CO2 and N addition than those in the control chambers after 21 months of treatment. The stimulation of nutrient loss under elevated CO2 was associated with the increased soil moisture, the higher leaf litter quality and the greater soil acidity. Accelerated nutrient release under N addition was related to the higher leaf litter quality, the increased soil microbial biomass and the greater soil acidity. Our results imply that elevated CO2 and N addition will increase nutrient cycling in subtropical China under the future global change. PMID:25608664

Global Hawk, NASA's New Remote-Controlled Plane

NASA Image and Video Library

2017-12-08

NASA image acquired October 23, 2009. At NASA’s Dryden Research Center in California, a group of engineers, scientists, and aviation technicians have set up camp in a noisy, chilly hangar on Edwards Air Force base. For the past two weeks, they have been working to mount equipment—from HD video cameras to ozone sensors—onto NASA’s Global Hawk, a remote-controlled airplane that can fly for up to 30 hours at altitudes up to 65,000 feet. The team is gearing up for the Global Hawk Pacific campaign, a series of four or five scientific research flights that will take the Global Hawk over the Pacific Ocean and Arctic regions. The 44-foot-long aircraft, with its comically large nose and 116-foot wingspan is pictured in the photograph above, banking for landing over Rogers Dry Lake in California at the end of a test flight on October 23, 2009. The long wings carry the plane’s fuel, and the bulbous nose is one of the payload bays, which house the science instruments. For the Global Hawk Pacific campaign, the robotic aircraft will carry ten science instruments that will sample the chemical composition of air in the troposphere (the atmospheric layer closest to Earth) and the stratosphere (the layer above the troposphere). The mission will also observe clouds and aerosol particles in the troposphere. The primary purpose of the mission is to collect observations that can be used to check the accuracy of simultaneous observations collected by NASA’s Aura satellite. Co-lead scientist Paul Newman from Goddard Space Flight Center is writing about the ground-breaking mission for the Earth Observatory’s Notes from the Field blog. NASA Photograph by Carla Thomas. NASA Goddard Space Flight Center is home to the nation's largest organization of combined scientists, engineers and technologists that build spacecraft, instruments and new technology to study the Earth, the sun, our solar system, and the universe. To learn more about this image go to: earthobservatory.nasa.gov/IOTD/view.php?id=43291

X-1 launch from B-29 mothership

NASA Technical Reports Server (NTRS)

1947-01-01

The first of the rocket-powered research aircraft, the X-1 (originally designated the XS-1), was a bullet-shaped airplane that was built by the Bell Aircraft Company for the US Air Force and the National Advisory Committee on Aeronautics (NACA). The mission of the X-1 was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier'. The first of the three X-1s was glide-tested at Pinecastle Air Force Base, FL, in early 1946. The first powered flight of the X-1 was made on Dec. 9, 1946, at Edwards Air Force Base with Chalmers Goodlin, a Bell test pilot, at the controls. On Oct. 14, 1947, with USAF Captain Charles 'Chuck' Yeager as pilot, the aircraft flew faster than the speed of sound for the first time. Captain Yeager ignited the four-chambered XLR-11 rocket engines after being air-launched from under the bomb bay of a B-29 at 21,000 ft. The 6,000-lb thrust ethyl alcohol/liquid oxygen burning rockets, built by Reaction Motors, Inc., pushed him up to a speed of 700 mph in level flight. Captain Yeager was also the pilot when the X-1 reached its maximum speed of 957 mph. Another USAF pilot. Lt. Col. Frank Everest, Jr., was credited with taking the X-1 to its maximum altitude of 71,902 ft. Eighteen pilots in all flew the X-1s. The number three plane was destroyed in a fire before ever making any powered flights. A single-place monoplane, the X-1 was 31 ft long, 10 ft high, and had a wingspan of 29 ft. It weighed 4,900 lb and carried 8,200 lb of fuel. It had a flush cockpit with a side entrance and no ejection seat. This roughly 30-second video clip shows the X-1 launched from a B-29, ignition of the XLR-11 rocket engine, and the succeeding flight, including a roll. At one point, the video shows observers of the flight from the ground.

Navigation and Remote Sensing Payloads and Methods of the Sarvant Unmanned Aerial System

NASA Astrophysics Data System (ADS)

Molina, P.; Fortuny, P.; Colomina, I.; Remy, M.; Macedo, K. A. C.; Zúnigo, Y. R. C.; Vaz, E.; Luebeck, D.; Moreira, J.; Blázquez, M.

2013-08-01

In a large number of scenarios and missions, the technical, operational and economical advantages of UAS-based photogrammetry and remote sensing over traditional airborne and satellite platforms are apparent. Airborne Synthetic Aperture Radar (SAR) or combined optical/SAR operation in remote areas might be a case of a typical "dull, dirty, dangerous" mission suitable for unmanned operation - in harsh environments such as for example rain forest areas in Brazil, topographic mapping of small to medium sparsely inhabited remote areas with UAS-based photogrammetry and remote sensing seems to be a reasonable paradigm. An example of such a system is the SARVANT platform, a fixed-wing aerial vehicle with a six-meter wingspan and a maximumtake- of-weight of 140 kilograms, able to carry a fifty-kilogram payload. SARVANT includes a multi-band (X and P) interferometric SAR payload, as the P-band enables the topographic mapping of densely tree-covered areas, providing terrain profile information. Moreover, the combination of X- and P-band measurements can be used to extract biomass estimations. Finally, long-term plan entails to incorporate surveying capabilities also at optical bands and deliver real-time imagery to a control station. This paper focuses on the remote-sensing concept in SARVANT, composed by the aforementioned SAR sensor and envisioning a double optical camera configuration to cover the visible and the near-infrared spectrum. The flexibility on the optical payload election, ranging from professional, medium-format cameras to mass-market, small-format cameras, is discussed as a driver in the SARVANT development. The paper also focuses on the navigation and orientation payloads, including the sensors (IMU and GNSS), the measurement acquisition system and the proposed navigation and orientation methods. The latter includes the Fast AT procedure, which performs close to traditional Integrated Sensor Orientation (ISO) and better than Direct Sensor Orientation (DiSO), and features the advantage of not requiring the massive image processing load for the generation of tie points, although it does require some Ground Control Points (GCPs). This technique is further supported by the availability of a high quality INS/GNSS trajectory, motivated by single-pass and repeat-pass SAR interferometry requirements.

Experimental aerodynamic and static elastic deformation characterization of low aspect ratio flexible fixed wings applied to micro aerial vehicles

NASA Astrophysics Data System (ADS)

Albertani, Roberto

The concept of micro aerial vehicles (MAVs) is for a small, inexpensive and sometimes expendable platform, flying by remote pilot, in the field or autonomously. Because of the requirement to be flown either by almost inexperienced pilots or by autonomous control, they need to have very reliable and benevolent flying characteristics drive the design guidelines. A class of vehicles designed by the University of Florida adopts a flexible-wing concept, featuring a carbon fiber skeleton and a thin extensible latex membrane skin. Another typical feature of MAVs is a wingspan to propeller diameter ratio of two or less, generating a substantial influence on the vehicle aerodynamics. The main objectives of this research are to elucidate and document the static elastic flow-structure interactions in terms of measurements of the aerodynamic coefficients and wings' deformation as well as to substantiate the proposed inferences regarding the influence of the wings' structural flexibility on their performance; furthermore the research will provide experimental data to support the validation of CFD and FEA numerical models. A unique facility was developed at the University of Florida to implement a combination of a low speed wind tunnel and a visual image correlation system. The models tested in the wind tunnel were fabricated at the University MAV lab and consisted of a series of ten models with an identical geometry but differing in levels of structural flexibility and deformation characteristics. Results in terms of full-field displacements and aerodynamic coefficients from wind tunnel tests for various wind velocities and angles of attack are presented to demonstrate the deformation of the wing under steady aerodynamic load. The steady state effects of the propeller slipstream on the flexible wing's shape and its performance are also investigated. Analytical models of the aerodynamic and propulsion characteristics are proposed based on a multi dimensional linear regression analysis of non-linear functions. Conclusions are presented regarding the effects of the wing flexibility on some of the aerodynamic characteristics, including the effects of the propeller on the vehicle characteristics. Recommendations for future work will conclude this work.

Technical Findings, Lessons Learned, and Recommendations Resulting from the Helios Prototype Vehicle Mishap

NASA Technical Reports Server (NTRS)

Noll, Thomas E.; Ishmael, Stephen D.; Henwood, Bart; Perez-Davis, Marla E.; Tiffany, Geary C.; Madura, John; Gaier, Matthew; Brown, John M.; Wierzbanowski, Ted

2007-01-01

The Helios Prototype was originally planned to be two separate vehicles, but because of resource limitations only one vehicle was developed to demonstrate two missions. The vehicle consisted of two configurations, one for each mission. One configuration, designated HP01, was designed to operate at extremely high altitudes using batteries and high-efficiency solar cells spread across the upper surface of its 247-foot wingspan. On August 13, 2001, the HP01 configuration reached an altitude of 96,863 feet, a world record for sustained horizontal flight by a winged aircraft. The other configuration, designated HP03, was designed for long-duration flight. The plan was to use the solar cells to power the vehicle's electric motors and subsystems during the day and to use a modified commercial hydrogen-air fuel cell system for use during the night. The aircraft design used wing dihedral, engine power, elevator control surfaces, and a stability augmentation and control system to provide aerodynamic stability and control. At about 30 minutes into the second flight of HP03, the aircraft encountered a disturbance in the way of turbulence and morphed into an unexpected, persistent, high dihedral configuration. As a result of the persistent high dihedral, the aircraft became unstable in a very divergent pitch mode in which the airspeed excursions from the nominal flight speed about doubled every cycle of the oscillation. The aircraft s design airspeed was subsequently exceeded and the resulting high dynamic pressures caused the wing leading edge secondary structure on the outer wing panels to fail and the solar cells and skin on the upper surface of the wing to rip away. As a result, the vehicle lost its ability to maintain lift, fell into the Pacific Ocean within the confines of the U.S. Navy's Pacific Missile Range Facility, and was destroyed. This paper describes the mishap and its causes, and presents the technical recommendations and lessons learned for improving the design, analysis, and testing methods and techniques required for this class of vehicle.

Warming and Nitrogen Addition Increase Litter Decomposition in a Temperate Meadow Ecosystem

PubMed Central

Gong, Shiwei; Guo, Rui; Zhang, Tao; Guo, Jixun

2015-01-01

Background Litter decomposition greatly influences soil structure, nutrient content and carbon sequestration, but how litter decomposition is affected by climate change is still not well understood. Methodology/Principal Findings A field experiment with increased temperature and nitrogen (N) addition was established in April 2007 to examine the effects of experimental warming, N addition and their interaction on litter decomposition in a temperate meadow steppe in northeastern China. Warming, N addition and warming plus N addition reduced the residual mass of L. chinensis litter by 3.78%, 7.51% and 4.53%, respectively, in 2008 and 2009, and by 4.73%, 24.08% and 16.1%, respectively, in 2010. Warming, N addition and warming plus N addition had no effect on the decomposition of P. communis litter in 2008 or 2009, but reduced the residual litter mass by 5.58%, 15.53% and 5.17%, respectively, in 2010. Warming and N addition reduced the cellulose percentage of L. chinensis and P. communis, specifically in 2010. The lignin percentage of L. chinensis and P. communis was reduced by warming but increased by N addition. The C, N and P contents of L. chinensis and P. communis litter increased with time. Warming and N addition reduced the C content and C:N ratios of L. chinensisand P. communis litter, but increased the N and P contents. Significant interactive effects of warming and N addition on litter decomposition were observed (P<0.01). Conclusion/Significance The litter decomposition rate was highly correlated with soil temperature, soil water content and litter quality. Warming and N addition significantly impacted the litter decomposition rate in the Songnen meadow ecosystem, and the effects of warming and N addition on litter decomposition were also influenced by the quality of litter. These results highlight how climate change could alter grassland ecosystem carbon, nitrogen and phosphorus contents in soil by influencing litter decomposition. PMID:25774776

Impact of trace element additives on anaerobic digestion of sewage sludge with in-situ carbon dioxide sequestration

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

Linville, Jessica L.; Shen, Yanwen; Schoene, Robin P.

Anaerobic digestion (AD) of sludge at wastewater treatment plants can benefit from addition of essential trace metals such as iron, nickel and cobalt to increase biogas production for utilization in combined heat and power systems, fed into natural gas pipelines or as a vehicle fuel. This study evaluated the impact and benefits of Ni/Co and olivine addition to the digester at mesophilic temperatures. These additions supplement previously reported research in which iron-rich olivine (MgSiO4) was added to sequester CO2 in-situ during batch AD of sludge. Trace element addition has been shown to stimulate and stabilize biogas production and have amore » synergistic effect on the mineral carbonation process. AD with 5% w/v olivine and 1.5 mg/L Ni/Co addition had a 17.3% increase in methane volume, a 6% increase in initial exponential methane production rate and a 56% increase in methane yield (mL CH4/g CODdegraded) compared to the control due to synergistic trace element and olivine addition while maintaining 17.7% CO2 sequestration from olivine addition. Both first-order kinetic modeling and response surface methodology modeling confirmed the combined benefit of the trace elements and olivine addition. These results were significantly higher than previously reported results with olivine addition alone [1].« less

Optical and morphological properties of sol gel derived titanium dioxide films

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

Sharma, A. B.; Sharma, S. K.; M, Vishwas

2015-08-28

Titanium oxide (Titania) thin films were synthesized on different substrates via the sol-gel dip-coating method using alkoxide solution. Some selected samples were also prepared with different percentage of Lead (Pb). The influence of Pb addition in precursor sol on the optical properties of titanium dioxide thin films was studied. The optical transmittance in the visible region has increased with increase in weight percentage of lead. The refractive index was slightly decreased with Pb addition. Crystallization of these coatings was achieved through thermal annealing at temperatures above 400 °C. The structural properties and surface morphology of the crystallized coatings were studiedmore » by Scanning Electron Microscopy. Increase in average grain size from 250 nm to 350 nm with increase in Pb concentration is observed. Films were appeared to more coarse with increase in Pb addition. An increase in Pb addition resulted increase in average roughness from 12 nm to 25 nm.« less

Warming and Nitrogen Addition Alter Photosynthetic Pigments, Sugars and Nutrients in a Temperate Meadow Ecosystem.

PubMed

Zhang, Tao; Yang, Shaobo; Guo, Rui; Guo, Jixun

2016-01-01

Global warming and nitrogen (N) deposition have an important influence on terrestrial ecosystems; however, the influence of warming and N deposition on plant photosynthetic products and nutrient cycling in plants is not well understood. We examined the effects of 3 years of warming and N addition on the plant photosynthetic products, foliar chemistry and stoichiometric ratios of two dominant species, i.e., Leymus chinensis and Phragmites communis, in a temperate meadow in northeastern China. Warming significantly increased the chlorophyll content and soluble sugars in L. chinensis but had no impact on the carotenoid and fructose contents. N addition caused a significant increase in the carotenoid and fructose contents. Warming and N addition had little impact on the photosynthetic products of P. communis. Warming caused significant decreases in the N and phosphorus (P) concentrations and significantly increased the carbon (C):P and N:P ratios of L. chinensis, but not the C concentration or the C:N ratio. N addition significantly increased the N concentration, C:P and N:P ratios, but significantly reduced the C:N ratio of L. chinensis. Warming significantly increased P. communis C and P concentrations, and the C:N and C:P ratios, whereas N addition increased the C, N and P concentrations but had no impact on the stoichiometric variables. This study suggests that both warming and N addition have direct impacts on plant photosynthates and elemental stoichiometry, which may play a vital role in plant-mediated biogeochemical cycling in temperate meadow ecosystems.

Methods for reducing exposure to cotton dust. Progress report, 1 January 1981-30 September 1982

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

Hersh, S.P.; Batra, S.K.

1982-01-01

The effectiveness of additives and the blending of fibers on dust emission during carding, the relationship between dust-particle size and grade of cotton, and amount of oil mist in dust from treated cottons were investigated. Six additives were evaluated for dust-suppressant abilities on high-micronaire cotton. A substantial reduction in dust generated was achieved by the addition of very small amounts of five of the additives. For polyester and cotton blends, the dust generated increased as the cotton content of the blend increased and as the production rate increased.

Responses of Woody Plant Functional Traits to Nitrogen Addition: A Meta-Analysis of Leaf Economics, Gas Exchange, and Hydraulic Traits.

PubMed

Zhang, Hongxia; Li, Weibin; Adams, Henry D; Wang, Anzhi; Wu, Jiabing; Jin, Changjie; Guan, Dexin; Yuan, Fenghui

2018-01-01

Atmospheric nitrogen (N) deposition has been found to significantly affect plant growth and physiological performance in terrestrial ecosystems. Many individual studies have investigated how N addition influences plant functional traits, however these investigations have usually been limited to a single species, and thereby do not allow derivation of general patterns or underlying mechanisms. We synthesized data from 56 papers and conducted a meta-analysis to assess the general responses of 15 variables related to leaf economics, gas exchange, and hydraulic traits to N addition among 61 woody plant species, primarily from temperate and subtropical regions. Results showed that under N addition, leaf area index (+10.3%), foliar N content (+7.3%), intrinsic water-use efficiency (+3.1%) and net photosynthetic rate (+16.1%) significantly increased, while specific leaf area, stomatal conductance, and transpiration rate did not change. For plant hydraulics, N addition significantly increased vessel diameter (+7.0%), hydraulic conductance in stems/shoots (+6.7%), and water potential corresponding to 50% loss of hydraulic conductivity ( P 50 , +21.5%; i.e., P 50 became less negative), while water potential in leaves (-6.7%) decreased (became more negative). N addition had little effect on vessel density, hydraulic conductance in leaves and roots, or water potential in stems/shoots. N addition had greater effects on gymnosperms than angiosperms and ammonium nitrate fertilization had larger effects than fertilization with urea, and high levels of N addition affected more traits than low levels. Our results demonstrate that N addition has coupled effects on both carbon and water dynamics of woody plants. Increased leaf N, likely fixed in photosynthetic enzymes and pigments leads to higher photosynthesis and water use efficiency, which may increase leaf growth, as reflected in LAI results. These changes appear to have downstream effects on hydraulic function through increases in vessel diameter, which leads to higher hydraulic conductance, but lower water potential and increased vulnerability to embolism. Overall, our results suggest that N addition will shift plant function along a tradeoff between C and hydraulic economies by enhancing C uptake while simultaneously increasing the risk of hydraulic dysfunction.

Effects of litter addition on ectomycorrhizal associates of a lodgepole pine (Pinus contorta) stand in Yellowstone National Park

NASA Technical Reports Server (NTRS)

Cullings, Kenneth W.; New, Michael H.; Makhija, Shilpa; Parker, V. Thomas

2003-01-01

Increasing soil nutrients through litter manipulation, pollution, or fertilization can adversely affect ectomycorrhizal (EM) communities by inhibiting fungal growth. In this study, we used molecular genetic methods to determine the effects of litter addition on the EM community of a Pinus contorta stand in Yellowstone National Park that regenerated after a stand-replacing fire. Two controls were used; in unmodified control plots nothing was added to the soil, and in perlite plots perlite, a chemically neutral substance, was added to maintain soil moisture and temperature at levels similar to those under litter. We found that (i) species richness did not change significantly following perlite addition (2.6 +/- 0.3 species/core in control plots, compared with 2.3 +/- 0.3 species/core in perlite plots) but decreased significantly (P < 0.05) following litter addition (1.8 +/- 0.3 species/core); (ii) EM infection was not affected by the addition of perlite but increased significantly (P < 0.001) in response to litter addition, and the increase occurred only in the upper soil layer, directly adjacent to the added litter; and (iii) Suillus granulatus, Wilcoxina mikolae, and agaricoid DD were the dominant organisms in controls, but the levels of W. mikolae and agaricoid DD decreased significantly in response to both perlite and litter addition. The relative levels of S. granulatus and a fourth fungus, Cortinariaceae species 2, increased significantly (P < 0.01 and P < 0.05, respectively) following litter addition. Thus, litter addition resulted in some negative effects that may be attributable to moisture-temperature relationships rather than to the increased nutrients associated with litter. Some species respond positively to litter addition, indicating that there are differences in their physiologies. Hence, changes in the EM community induced by litter accumulation also may affect ecosystem function.

Effects of multi-walled carbon nanotubes on rheological and physical properties of polyamide-based thermoplastic elastomers

NASA Astrophysics Data System (ADS)

Bae, Won-Sik; Kwon, Oh Joo; Kim, Byoung Chul; Chae, Dong Wook

2012-09-01

The polyamide-based thermoplastic elastomers (Pebax®) were melt compounded with multi-walled carbon nanotubes (MWNTs: 0.25˜5 wt%) and the variation of rheological and physical properties with MWNT contents was investigated. The crystallization temperature (Tc) of the nanocomposites with 0.5 wt% MWNTs was most increased by ca. 8oC, but it was decreased by further addition. In addition, the presence of MWNTs broadened the Tc peak with increasing nanotube contents. In contrast, the melting behavior was little influenced by the presence of MWNTs for all compositions. The incorporation of MWNTs increased the complex viscosity with MWNT contents and the abrupt increase was observed from 1 wt%. In addition, lower Newtonian flow region became disappearing with increasing MWNT contents, exhibiting notable shear thinning behavior from 1 wt% loading. Storage modulus was increased with MWNT contents in a similar manner to viscosity. Casson plot demonstrated a non-zero positive intercept for all the samples. In particular, the abrupt increase of yield stress was observed from 1 wt% loading. In the Cole-Cole plot, the nanocomposites gave a deviated curve from pure Pebax and the slope was decreased with increasing MWNT contents. The relaxation time calculated from viscoelastic parameters was increased with nanotube contents, but the increasing extents were reduced with increasing frequency. From 2 wt% MWNTs, the electrical conductivity was observed, indicating that the electrical percolation existed between 1.5 and 2 wt%. At 0.25 wt% loading the tensile strength was slightly increased, but it was gradually decreased by further addition. The introduction of MWNTs increased the tensile modulus with nanotube contents. In addition, ductile properties were reduced with increasing MWNT contents, resulting in low toughness.

EXPERIMENTAL EVALUATION OF FUEL OIL ADDITIVES FOR REDUCING EMISSIONS AND INCREASING EFFICIENCY OF BOILERS

EPA Science Inventory

The report gives results of an evaluation of the effectiveness of combustion-type fuel oil additives to reduce emissions and increase efficiency in a 50-bhp (500 kw) commercial oil-fired packaged boiler. Most additive evaluation runs were made during continuous firing, constant-l...

Foam concrete of increased strength with the thermomodified peat additives

NASA Astrophysics Data System (ADS)

Kudyakov, A. I.; Kopanitsa, N. O.; Sarkisov, Ju S.; Kasatkina, A. V.; Prischepa, I. A.

2015-01-01

The paper presents the results of research of foam concrete with thermomodified peat additives. The aim of the research was to study the effect of modifying additives on cement stone and foam concrete properties. Peat additives are prepared by heat treatment of peat at 600 °C. Two approaches of obtaining additives are examined: in condition of open air access (TMT-600) and in condition of limited air access (TMT-600-k). Compressive strength of a cement stone with modifiers found to be increased by 28.9 - 65.2%. Introducing peat modifiers into foam concrete mix leads to increase of compressive strength by 44-57% at 28- day age and heat conductivity of foam concrete decreases by 0.089 W/(m·°C).

Short-Term Responses of Soil Respiration and C-Cycle Enzyme Activities to Additions of Biochar and Urea in a Calcareous Soil

PubMed Central

Song, Dali; Xi, Xiangyin; Huang, Shaomin; Liang, Guoqing; Sun, Jingwen; Zhou, Wei; Wang, Xiubin

2016-01-01

Biochar (BC) addition to soil is a proposed strategy to enhance soil fertility and crop productivity. However, there is limited knowledge regarding responses of soil respiration and C-cycle enzyme activities to BC and nitrogen (N) additions in a calcareous soil. A 56-day incubation experiment was conducted to investigate the combined effects of BC addition rates (0, 0.5, 1.0, 2.5 and 5.0% by mass) and urea (U) application on soil nutrients, soil respiration and C-cycle enzyme activities in a calcareous soil in the North China Plain. Our results showed soil pH values in both U-only and U plus BC treatments significantly decreased within the first 14 days and then stabilized, and CO2emission rate in all U plus BC soils decreased exponentially, while there was no significant difference in the contents of soil total organic carbon (TOC), dissolved organic carbon (DOC), total nitrogen (TN), and C/N ratio in each treatment over time. At each incubation time, soil pH, electrical conductivity (EC), TOC, TN, C/N ratio, DOC and cumulative CO2 emission significantly increased with increasing BC addition rate, while soil potential activities of the four hydrolytic enzymes increased first and then decreased with increasing BC addition rate, with the largest values in the U + 1.0%BC treatment. However, phenol oxidase activity in all U plus BC soils showed a decreasing trend with the increase of BC addition rate. Our results suggest that U plus BC application at a rate of 1% promotes increases in hydrolytic enzymes, does not highly increase C/N and C mineralization, and can improve in soil fertility. PMID:27589265

Interactive effects of nutrient additions and predation on infaunal communities

USGS Publications Warehouse

Posey, M.H.; Alphin, T.D.; Cahoon, L.; Lindquist, D.; Becker, M.E.

1999-01-01

Nutrient additions represent an important anthropogenic stress on coastal ecosystems. At moderate levels, increased nutrients may lead to increased primary production and, possibly, to increased biomass of consumers although complex trophic interactions may modify or mask these effects. We examined the influence of nutrient additions and interactive effects of trophic interactions (predation) on benthic infaunal composition and abundances through small-scale field experiments in 2 estuaries that differed in ambient nutrient conditions. A blocked experimental design was used that allowed an assessment of direct nutrient effects in the presence and absence of predation by epibenthic predators as well as an assessment of the independent effects of predation. Benthic microalgal production increased with experimental nutrient additions and was greater when infaunal abundances were lower, but there were no significant interactions between these factors. Increased abundances of one infaunal taxa, Laeonereis culveri, as well as the grazer feeding guild were observed with nutrient additions and a number of taxa exhibited higher abundances with predator exclusion. In contrast to results from freshwater systems there were no significant interactive effects between nutrient additions and predator exclusion as was predicted. The infaunal responses observed here emphasize the importance of both bottom-up (nutrient addition and primary producer driven) and top-down (predation) controls in structuring benthic communities. These processes may work at different spatial and temporal scales, and affect different taxa, making observation of potential interactive effects difficult.

Effect of nitrate and ammonium fertilization on Zn, Pb, and Cd phytostabilization by Populus euramericana Dorskamp in contaminated technosol.

PubMed

Qasim, Bashar; Motelica-Heino, Mikael; Bourgerie, Sylvain; Gauthier, Arnaud; Morabito, Domenico

2015-12-01

This study aimed at assessing the effect of nitrogen addition under two forms, nitrate and ammonium, on the stabilization of Zn, Pb, and Cd by Populus euramericana Dorskamp grown in contaminated soils for 35 days under controlled conditions. Temporal changes in the soil pore water (SPW) were monitored for pH, dissolved organic carbon (DOC), and total dissolved concentrations of metals in the soils rhizosphere. Rhizospheric SPW pH decreased gradually with NH4(+) addition and increased with NO3(-) addition up to one unit, while it slightly decreased initially then increased for the untreated control soil DOC increased with time up to six times, the highest increase occurring with NH4(+) fertilization. An increase in the metal concentrations in the rhizospheric SPW was observed for NH4(+) addition associated with the lowest rhizospheric SPW pH, whereas the opposite was observed for the control soil and NO3(-) fertilization. Fertilization did not affect plant shoots or roots biomass development compared to the untreated control (without N addition). Metals were mostly accumulated in the rhizosphere and N fertilization increased the accumulation for Zn and Pb while Cd accumulation was enhanced for NH4(+) addition. Collectively, our results suggest metal stabilization by P. euramericana Dorskamp rhizosphere with nitrogen fertilization and are potential for phytostabilization of contaminated technosol.

Priming of native soil organic matter by pyrogenic organic matter

NASA Astrophysics Data System (ADS)

DeCiucies, Silene; Dharmakeerthi, Saman; Whitman, Thea; Woolf, Dominic; Lehmann, Johannes

2015-04-01

Priming, in relation to pyrogenic organic matter (PyOM), describes the change in mineralization rate of non-pyrogenic ("native") soil organic matter (nSOM) due to the addition of PyOM. Priming may be 'positive', in that the addition of pyC increases the mineralization rate of native SOM, or 'negative', in that the mineralization rate of nSOM is decreased. Reasons for increased mineralization may include: (i) co-metabolism: microbial decomposition of labile C-additions increases microbial activity, and facilitates additional decomposition of npSOC by active enzymes; (ii) stimulation: substrate additions result in lifted pH, nutrient, oxygen, or water constraints resulting in increased microbial activity. Decreased mineralization may be a result of: (i) inhibition: the opposite of stimulation whereby constraints are aggravated by substrate addition. Substrate addition may also cause inhibition by interfering with enzymes or signaling compounds; (ii) preferential substrate utilization: labile fraction of PyOM additions are preferentially used up by microbes thus causing a decrease in nSOC decomposition; (iii) sorption: organic compounds are adsorbed onto PyOM surfaces, decreasing their rate of mineralization; (iv) stabilization: formation of organo-mineral associations forms stable SOC pools. We have conducted a suite of experiments to investigate these potential interactions. In a seven year long incubation study, PyOM additions increased total OM mineralization for the first 2.5 years, was equal to control after 6.2 years, and was 3% lower after 7.1 years. Cumulative nSOM mineralization was 23% less with the PyOM additions than without, and over 60% of the added PyOM was present in the labile soil fraction after the 7.1 year incubation. Two additional incubation studies, one with and without plants, showed greater nSOM mineralization in the short term and lower nSOM mineralization over the long term. Increased nSOC mineralization due to the presence of plants was counteracted by PyOM additions. However, repeated additions of crop residues over seven years did not result in lower mineralization of the residue and nSOM. We have also determined that, although there is no optimal duration for pre-incubation of soil before SOC studies, the type of carbon available is crucial in determining the effects of PyOM additions. We will continue to examine the contribution of the different mechanisms by isolating variables such as nutrient addition, soil texture, and mineral availability. We anticipate that sorption on PyOM surfaces are important in nSOM stabilization and will continue to study these effects using highly labeled substrates and nano secondary ion mass spectrometry (nano-SIMS).

Effect of enzyme concentration, addition of water and incubation time on increase in yield of starch from potato.

PubMed

Sit, Nandan; Agrawal, U S; Deka, Sankar C

2014-05-01

Enzymatic treatment process for starch extraction from potato was investigated using cellulase enzyme and compared with conventional process. The effects of three parameters, cellulase enzyme concentration, incubation time and addition of water were evaluated for increase in starch yield as compared to the conventional process i.e., without using enzyme. A two-level full factorial design was used to study the process. The results indicated that all the main parameters and their interactions are statistically significant. Enzyme concentration and incubation time had a positive effect on the increase in starch yield while addition of water had a negative effect. The increase in starch yield ranged from 1.9% at low enzyme concentration and incubation time and high addition of water to a maximum of 70% increase from conventional process in starch yield was achieved when enzyme concentration and incubation time were high and addition of water was low suggesting water present in the ground potato meal is sufficient for access to the enzyme with in the slurry ensuring adequate contact with the substrate.

An evaluation of soluble cations and anions on the conductivity and rate of flocculation of kaolins

NASA Astrophysics Data System (ADS)

Fulton, Deborah Lee

1998-10-01

The focus of this project was to learn how ionic concentrations and their contributions to electric conductivity influence the flocculation behavior of kaolin/water suspensions. Sodium silicate, calcium chloride, and magnesium sulfate were used as chemical additives. The specific surface areas, particle size distributions, and methylene blue indices for two kaolins were measured. The SSA and MBI for these kaolins indicated that they possessed inherent differences in SSA and flocculation behaviors. Rheological studies were also performed. Testing included simultaneous gelation, deflocculation, and pH tests. Viscosity, pH, temperature, and chemical additive concentrations were monitored at each point. Testing was performed at 45/55 wt% solids. Effects of additions of various levels of deflocculant and flocculant to each of the kaolin/water suspensions were studied by making several suspensions from each kaolin. The concentrations of dispersant, and flocculant levels and types were varied to produce suspensions with different chemical additive "histories," but all with similar final apparent viscosities. Slurry filtrates were analyzed for conductivity, pH, temperature, and ion concentrations of (Al3+, Fe2+,3+, Ca 2+, Mg+, Na+, SO4 2--, and Cl--). Plastic properties were calculated to determine how variations in suspension histories affected conductivities, pH, and detectable ion contents of the suspensions. These analyses were performed on starting slurries which were under-, completely-, and over-deflocculated before further additions of flocculants and deflocculant were added to tune the slurries to the final, constant, target viscosity. Results showed that rates of flocculation and conductivities increased as concentrations of ions increased. By increasing conductivity correlations with increases in flocculation occurs, which yields higher rates of buildup, or RBU [1]. This is the single most important slip control property in the whitewares industry. Shear-thinning behavior of the bodies also increased with increases in ion concentrations and conductivities. Bingham viscosities decreased as ionic concentrations increased. Brookfield buildup (BBU), plasticity index, yield stress, and pseudoplastic index generally increased as chemical additions increased. Softness and plastic behavior of the bodies increased with increasing concentrations of additive chemicals and with increasing conductivity. Calcium, sodium, and sulfate ions were primarily responsible for increasing conductivity. Calcium chloride was a more effective flocculant than magnesium sulfate.

Stochastic resonance in an array of integrate-and-fire neurons with threshold

NASA Astrophysics Data System (ADS)

Zhou, Bingchang; Qi, Qianqian

2018-06-01

We investigate the phenomenon of stochastic resonance (SR) in parallel integrate-and-fire neuronal arrays with threshold driven by additive noise or signal-dependent noise (SDN) and a noisy input signal. SR occurs in this system. Whether the system is subject to the additive noise or SDN, the input noise η(t) weakens the performance of SR but the array size N and signal parameter I1 promote the performance of SR. Signal parameter I0 promotes the performance of SR for the additive noise, but the peak values of the output signal-to-noise ratio (SNRout) first decrease, then increase as I0 increases for the SDN. Moreover, when N tends to infinity, for the SDN, the curve of SNRout first increases and then decreases, however, for the additive noise, the curve of SNRout increases to reach a plain. By comparing system performance with the additive noise to one with SDN, we also find that the information transmission of a periodic signal with SDN is significantly better than one with the additive noise in limited array size N.

Warming and Nitrogen Addition Alter Photosynthetic Pigments, Sugars and Nutrients in a Temperate Meadow Ecosystem

PubMed Central

Zhang, Tao; Yang, Shaobo; Guo, Rui; Guo, Jixun

2016-01-01

Global warming and nitrogen (N) deposition have an important influence on terrestrial ecosystems; however, the influence of warming and N deposition on plant photosynthetic products and nutrient cycling in plants is not well understood. We examined the effects of 3 years of warming and N addition on the plant photosynthetic products, foliar chemistry and stoichiometric ratios of two dominant species, i.e., Leymus chinensis and Phragmites communis, in a temperate meadow in northeastern China. Warming significantly increased the chlorophyll content and soluble sugars in L. chinensis but had no impact on the carotenoid and fructose contents. N addition caused a significant increase in the carotenoid and fructose contents. Warming and N addition had little impact on the photosynthetic products of P. communis. Warming caused significant decreases in the N and phosphorus (P) concentrations and significantly increased the carbon (C):P and N:P ratios of L. chinensis, but not the C concentration or the C:N ratio. N addition significantly increased the N concentration, C:P and N:P ratios, but significantly reduced the C:N ratio of L. chinensis. Warming significantly increased P. communis C and P concentrations, and the C:N and C:P ratios, whereas N addition increased the C, N and P concentrations but had no impact on the stoichiometric variables. This study suggests that both warming and N addition have direct impacts on plant photosynthates and elemental stoichiometry, which may play a vital role in plant-mediated biogeochemical cycling in temperate meadow ecosystems. PMID:27171176

Delayed addition of nitrogen-rich substrates during composting of municipal waste: Effects on nitrogen loss, greenhouse gas emissions and compost stability.

PubMed

Nigussie, Abebe; Bruun, Sander; Kuyper, Thomas W; de Neergaard, Andreas

2017-01-01

Municipal waste is usually composted with an N-rich substrate, such as manure, to increase the N content of the product. This means that a significant amount of nitrogen can be lost during composting. The objectives of this study were (i) to investigate the effect of split addition of a nitrogen-rich substrate (poultry manure) on nitrogen losses and greenhouse gas emissions during composting and to link this effect to different bulking agents (coffee husks and sawdust), and (ii) to assess the effect of split addition of a nitrogen-rich substrate on compost stability and sanitisation. The results showed that split addition of the nitrogen-rich substrate reduced nitrogen losses by 9% when sawdust was used and 20% when coffee husks were used as the bulking agent. Depending on the bulking agent used, split addition increased cumulative N 2 O emissions by 400-600% compared to single addition. In contrast, single addition increased methane emissions by up to 50% compared to split addition of the substrate. Hence, the timing of the addition of the N-rich substrate had only a marginal effect on total non-CO 2 greenhouse gas emissions. Split addition of the N-rich substrate resulted in compost that was just as stable and effective at completely eradicating weed seeds as single addition. These findings therefore show that split addition of a nitrogen-rich substrate could be an option for increasing the fertilising value of municipal waste compost without having a significant effect on total greenhouse gas emissions or compost stability. Copyright © 2016 Elsevier Ltd. All rights reserved.

Active Dentate Granule Cells Encode Experience to Promote the Addition of Adult-Born Hippocampal Neurons

PubMed Central

Kirschen, Gregory W.; Shen, Jia; Wang, Jia; Man, Guoming; Wu, Song

2017-01-01

The continuous addition of new dentate granule cells (DGCs), which is regulated exquisitely by brain activity, renders the hippocampus plastic. However, how neural circuits encode experiences to affect the addition of adult-born neurons remains unknown. Here, we used endoscopic Ca2+ imaging to track the real-time activity of individual DGCs in freely behaving mice. For the first time, we found that active DGCs responded to a novel experience by increasing their Ca2+ event frequency preferentially. This elevated activity, which we found to be associated with object exploration, returned to baseline by 1 h in the same environment, but could be dishabituated via introduction to a novel environment. To transition seamlessly between environments, we next established a freely controllable virtual reality system for unrestrained mice. We again observed increased firing of active neurons in a virtual enriched environment. Interestingly, multiple novel virtual experiences increased the number of newborn neurons accumulatively compared with a single experience. Finally, optogenetic silencing of existing DGCs during novel environmental exploration perturbed experience-induced neuronal addition. Our study shows that the adult brain conveys novel, enriched experiences to increase the addition of adult-born hippocampal neurons by increasing the firing of active DGCs. SIGNIFICANCE STATEMENT Adult brains are constantly reshaping themselves from synapses to circuits as we encounter novel experiences from moment to moment. Importantly, this reshaping includes the addition of newborn hippocampal neurons. However, it remains largely unknown how our circuits encode experience-induced brain activity to govern the addition of new hippocampal neurons. By coupling in vivo Ca2+ imaging of dentate granule neurons with a novel, unrestrained virtual reality system for rodents, we discovered that a new experience increased firing of active dentate granule neurons rapidly and robustly. Exploration in multiple novel virtual environments, compared with a single environment, promoted dentate activation and enhanced the addition of new hippocampal neurons accumulatively. Finally, silencing this activation optogenetically during novel experiences perturbed experience-induced neuronal addition. PMID:28373391

A review of the performance and structural considerations of paraffin wax hybrid rocket fuels with additives

NASA Astrophysics Data System (ADS)

Veale, Kirsty; Adali, Sarp; Pitot, Jean; Brooks, Michael

2017-12-01

Paraffin wax as a hybrid rocket fuel has not been comprehensively characterised, especially regarding the structural feasibility of the material in launch applications. Preliminary structural testing has shown paraffin wax to be a brittle, low strength material, and at risk of failure under launch loading conditions. Structural enhancing additives have been identified, but their effect on motor performance has not always been considered, nor has any standard method of testing been identified between research institutes. A review of existing regression rate measurement techniques on paraffin wax based fuels and the results obtained with various additives are collated and discussed in this paper. The review includes 2D slab motors that enable visualisation of liquefying fuel droplet entrainment and the effect of an increased viscosity on the droplet entrainment mechanism, which can occur with the addition of structural enhancing polymers. An increased viscosity has been shown to reduce the regression rate of liquefying fuels. Viscosity increasing additives that have been tested include EVA and LDPE. Both these additives increase the structural properties of paraffin wax, where the elongation and UTS are improved. Other additives, such as metal hydrides, aluminium and boron generally offer improvements on the regression rate. However, very little consideration has been given to the structural effects these additives have on the wax grain. A 40% aluminised grain, for example, offers a slight increase in the UTS but reduces the elongation of paraffin wax. Geometrically accurate lab-scale motors have also been used to determine the regression rate properties of various additives in paraffin wax. A concise review of all available regression rate testing techniques and results on paraffin wax based hybrid propellants, as well as existing structural testing data, is presented in this paper.

[Short-term responses of foliar multi-element stoichiometry and nutrient resorption of slash pine to N addition in subtropical China].

PubMed

Chen, Wei Wei; Kou, Liang; Jiang, Lei; Gao, Wen Long; Yang, Hao; Wang, Hui Min; Li, Sheng Gong

2017-04-18

We conducted a field experiment with three levels of N addition (0, 40 and 120 kg N·hm -2 ·a -1 ) in a Pinus elliottii plantation in subtropical China and collected green and senesced needles of P. elliottii at the peak (July) and the end (October) of each growing season in 2014 and 2015 for clarifying effects of nitrogen additions on concentrations of nine elements (C, N, P, K, Ca, Mg, Al, Fe and Mn) in the green and senesced needles and their corresponding resorption efficiency and resorption proficiency. Our results showed that N addition had positive effects on concentrations of N, Al and Mn, negative effects on the P concentration and the Ca concentration in 2014, and neutral effects on concentrations of C, K, Mg and Fe in green needles. N addition signifi-cantly increased foliar N/P. These stoichiometric responses were N level-dependent (stronger at high N rate). N addition significantly decreased N resorption efficiency in 2015 and increased that of K in 2014. Compared with the resorption efficiency, resorption proficiency responded more strongly to increased available N. N addition significantly decreased resorption proficiency of N, and increased that of P, K, and the concentration of Fe in senesced needles, however, there were no significant effects on the concentrations of Ca, Mg, Al and Mn in senesced needles. We concluded that responses of foliar stoichiometry to N addition were element-specific, and plants might cope with changing environments via adjusting internal nutrient cycle (resorption). The elevated foliar N/P and K/P suggested a shift from N and P co-limitation to P limitation with N additions, and increased concentrations of Al and Mn might imply potential toxicity of metal ions to P. elliottii.

Nonadditivity of forward and simultaneous maskinga

PubMed Central

Svec, Adam; Joshi, Suyash N.; Jesteadt, Walt

2013-01-01

The current study measured the additional masking obtained for combinations of forward and simultaneous maskers as a function of forward masker bandwidth, signal delay, and simultaneous masker level. The effects of the two individual maskers were equated in all conditions. Additional masking increased with increasing masker level, increasing signal delay, and decreasing masker bandwidth. The portion of the simultaneous masker that made the greater contribution to additional masking was the part that overlapped with the signal, not with the forward masker. The changes in additional masking observed as a function of forward masker bandwidth and the interaction between the effects of forward and simultaneous maskers call into question the use of additional masking as a measure of basilar membrane compression and present problems for the use of simultaneous noise to simulate hearing loss. PMID:24116423

Potential changes in bacterial metabolism associated with increased water temperature and nutrient inputs in tropical humic lagoons.

PubMed

Scofield, Vinicius; Jacques, Saulo M S; Guimarães, Jean R D; Farjalla, Vinicius F

2015-01-01

Temperature and nutrient concentrations regulate aquatic bacterial metabolism. However, few studies have focused on the effect of the interaction between these factors on bacterial processes, and none have been performed in tropical aquatic ecosystems. We analyzed the main and interactive effects of changes in water temperature and N and P concentrations on bacterioplankton production (BP), bacterioplankton respiration (BR) and bacterial growth efficiency (BGE) in tropical coastal lagoons. We used a factorial design with three levels of water temperature (25, 30, and 35°C) and four levels of N and/or P additions (Control, N, P, and NP additions) in five tropical humic lagoons. When data for all lagoons were pooled together, a weak interaction was observed between the increase in water temperature and the addition of nutrients. Water temperature alone had the greatest impact on bacterial metabolism by increasing BR, decreasing BP, and decreasing BGE. An increase of 1°C lead to an increase of ~4% in BR, a decrease of ~0.9% in BP, and a decrease of ~4% in BGE. When data were analyzed separately, lagoons responded differently to nutrient additions depending on Dissolved Organic Carbon (DOC) concentration. Lagoons with lowest DOC concentrations showed the strongest responses to nutrient additions: BP increased in response to N, P, and their interaction, BR increased in response to N and the interaction between N and P, and BGE was negatively affected, mainly by the interaction between N and P additions. Lagoons with the highest DOC concentrations showed almost no significant relationship with nutrient additions. Taken together, these results show that different environmental drivers impact bacterial processes at different scales. Changes of bacterial metabolism related to the increase of water temperature are consistent between lagoons, therefore their consequences can be predicted at a regional scale, while the effect of nutrient inputs is specific to different lagoons but seems to be related to the DOC concentration.

Potential changes in bacterial metabolism associated with increased water temperature and nutrient inputs in tropical humic lagoons

PubMed Central

Scofield, Vinicius; Jacques, Saulo M. S.; Guimarães, Jean R. D.; Farjalla, Vinicius F.

2015-01-01

Temperature and nutrient concentrations regulate aquatic bacterial metabolism. However, few studies have focused on the effect of the interaction between these factors on bacterial processes, and none have been performed in tropical aquatic ecosystems. We analyzed the main and interactive effects of changes in water temperature and N and P concentrations on bacterioplankton production (BP), bacterioplankton respiration (BR) and bacterial growth efficiency (BGE) in tropical coastal lagoons. We used a factorial design with three levels of water temperature (25, 30, and 35°C) and four levels of N and/or P additions (Control, N, P, and NP additions) in five tropical humic lagoons. When data for all lagoons were pooled together, a weak interaction was observed between the increase in water temperature and the addition of nutrients. Water temperature alone had the greatest impact on bacterial metabolism by increasing BR, decreasing BP, and decreasing BGE. An increase of 1°C lead to an increase of ~4% in BR, a decrease of ~0.9% in BP, and a decrease of ~4% in BGE. When data were analyzed separately, lagoons responded differently to nutrient additions depending on Dissolved Organic Carbon (DOC) concentration. Lagoons with lowest DOC concentrations showed the strongest responses to nutrient additions: BP increased in response to N, P, and their interaction, BR increased in response to N and the interaction between N and P, and BGE was negatively affected, mainly by the interaction between N and P additions. Lagoons with the highest DOC concentrations showed almost no significant relationship with nutrient additions. Taken together, these results show that different environmental drivers impact bacterial processes at different scales. Changes of bacterial metabolism related to the increase of water temperature are consistent between lagoons, therefore their consequences can be predicted at a regional scale, while the effect of nutrient inputs is specific to different lagoons but seems to be related to the DOC concentration. PMID:25926827

Simulation of hydrodynamics, temperature, and dissolved oxygen in Beaver Lake, Arkansas, 1994-1995

USGS Publications Warehouse

Haggard, Brian; Green, W. Reed

2002-01-01

The tailwaters of Beaver Lake and other White River reservoirs support a cold-water trout fishery of significant economic yield in northwestern Arkansas. The Arkansas Game and Fish Commission has requested an increase in existing minimum flows through the Beaver Lake dam to increase the amount of fishable waters downstream. Information is needed to assess the impact of additional minimum flows on temperature and dissolved-oxygen qualities of reservoir water above the dam and the release water. A two-dimensional, laterally averaged hydrodynamic, thermal and dissolved-oxygen model was developed and calibrated for Beaver Lake, Arkansas. The model simulates surface-water elevation, currents, heat transport and dissolved-oxygen dynamics. The model was developed to assess the impacts of proposed increases in minimum flows from 1.76 cubic meters per second (the existing minimum flow) to 3.85 cubic meters per second (the additional minimum flow). Simulations included assessing (1) the impact of additional minimum flows on tailwater temperature and dissolved-oxygen quality and (2) increasing initial water-surface elevation 0.5 meter and assessing the impact of additional minimum flow on tailwater temperatures and dissolved-oxygen concentrations. The additional minimum flow simulation (without increasing initial pool elevation) appeared to increase the water temperature (<0.9 degrees Celsius) and decrease dissolved oxygen concentration (<2.2 milligrams per liter) in the outflow discharge. Conversely, the additional minimum flow plus initial increase in pool elevation (0.5 meter) simulation appeared to decrease outflow water temperature (0.5 degrees Celsius) and increase dissolved oxygen concentration (<1.2 milligrams per liter) through time. However, results from both minimum flow scenarios for both water temperature and dissolved oxygen concentration were within the boundaries or similar to the error between measured and simulated water column profile values.

Effects of Interactions of Auxin-Producing Bacteria and Bacterial-Feeding Nematodes on Regulation of Peanut Growths

PubMed Central

Xu, Li; Xu, Wensi; Jiang, Ying; Hu, Feng; Li, Huixin

2015-01-01

The influences of an IAA (indole-3-acetic acid)-producing bacterium (Bacillus megaterium) and two bacterial-feeding nematodes (Cephalobus sp. or Mesorhabditis sp.) on the growth of peanut (Arachis hypogaea L. cv. Haihua 1) after various durations of time were investigated in natural soils. The addition of bacteria and nematodes and incubation time all significantly affected plant growth, plant root growth, plant nutrient concentrations, soil nutrient concentrations, soil microorganisms and soil auxin concentration. The addition of nematodes caused greater increases in these indices than those of bacteria, while the addition of the combination of bacteria and nematodes caused further increases. After 42-day growth, the increases in soil respiration differed between the additions of two kinds of nematodes because of differences in their life strategies. The effects of the bacteria and nematodes on the nutrient and hormone concentrations were responsible for the increases in plant growth. These results indicate the potential for promoting plant growth via the addition of nematodes and bacteria to soil. PMID:25867954

Effects of interactions of auxin-producing bacteria and bacterial-feeding nematodes on regulation of peanut growths.

PubMed

Xu, Li; Xu, Wensi; Jiang, Ying; Hu, Feng; Li, Huixin

2015-01-01

The influences of an IAA (indole-3-acetic acid)-producing bacterium (Bacillus megaterium) and two bacterial-feeding nematodes (Cephalobus sp. or Mesorhabditis sp.) on the growth of peanut (Arachis hypogaea L. cv. Haihua 1) after various durations of time were investigated in natural soils. The addition of bacteria and nematodes and incubation time all significantly affected plant growth, plant root growth, plant nutrient concentrations, soil nutrient concentrations, soil microorganisms and soil auxin concentration. The addition of nematodes caused greater increases in these indices than those of bacteria, while the addition of the combination of bacteria and nematodes caused further increases. After 42-day growth, the increases in soil respiration differed between the additions of two kinds of nematodes because of differences in their life strategies. The effects of the bacteria and nematodes on the nutrient and hormone concentrations were responsible for the increases in plant growth. These results indicate the potential for promoting plant growth via the addition of nematodes and bacteria to soil.

The Effects of Nitrogen Addition on the Uptake and Allocation of Macro- and Micronutrients in Bothriochloa ischaemum on Loess Plateau in China

PubMed Central

Ai, Zemin; Wang, Guoliang; Liang, Chutao; Liu, Hongfei; Zhang, Jiaoyang; Xue, Sha; Liu, Guobin

2017-01-01

The effects of nitrogen (N) addition on the macro- and micronutrient concentrations, storage, and allocation of Bothriochloa ischaemum (L.) Keng, a native forage plant on the Loess Plateau in China remain unclear. We studied the effects of N addition at 0 (CK), 2.5 (N1), 5.0 (N2), and 10.0 (N3) g N m-2 y-1. N addition significantly decreased the available copper (Cu), zinc (Zn), and total Cu concentration, but significantly increased the available iron concentration in the soil. Cu, manganese (Mn), and sodium (Na) concentrations in aboveground tissues and potassium (K), magnesium, and Zn concentrations in belowground tissues significantly increased with N addition. Calcium (Ca) concentrations in belowground tissues decreased significantly. The ratios of above- to belowground Ca, Cu, Zn, and Mn significantly increased with N addition. The maximum ratios appeared at N2 for Cu, Zn, and Mn. The aboveground, belowground, and total biomass storage of studied nutrients significantly changed with N addition, and most attained maximum values under N2 treatment. The storage ratios of above- to belowground Cu, Zn, Mn, and Na attained maximum values at N2. We conclude that N addition significantly, but differentially influence the macro- and micronutrient concentrations and storage in B. ischaemum. B. ischaemum allocated and accumulated increased macro- and micronutrients to its aboveground tissues and exhibited high total storage when the amount of N addition reached 5 g N m-2 y-1. PMID:28970839

The Effects of Nitrogen Addition on the Uptake and Allocation of Macro- and Micronutrients in Bothriochloa ischaemum on Loess Plateau in China.

PubMed

Ai, Zemin; Wang, Guoliang; Liang, Chutao; Liu, Hongfei; Zhang, Jiaoyang; Xue, Sha; Liu, Guobin

2017-01-01

The effects of nitrogen (N) addition on the macro- and micronutrient concentrations, storage, and allocation of Bothriochloa ischaemum (L.) Keng, a native forage plant on the Loess Plateau in China remain unclear. We studied the effects of N addition at 0 (CK), 2.5 (N1), 5.0 (N2), and 10.0 (N3) g N m -2 y -1 . N addition significantly decreased the available copper (Cu), zinc (Zn), and total Cu concentration, but significantly increased the available iron concentration in the soil. Cu, manganese (Mn), and sodium (Na) concentrations in aboveground tissues and potassium (K), magnesium, and Zn concentrations in belowground tissues significantly increased with N addition. Calcium (Ca) concentrations in belowground tissues decreased significantly. The ratios of above- to belowground Ca, Cu, Zn, and Mn significantly increased with N addition. The maximum ratios appeared at N2 for Cu, Zn, and Mn. The aboveground, belowground, and total biomass storage of studied nutrients significantly changed with N addition, and most attained maximum values under N2 treatment. The storage ratios of above- to belowground Cu, Zn, Mn, and Na attained maximum values at N2. We conclude that N addition significantly, but differentially influence the macro- and micronutrient concentrations and storage in B. ischaemum . B. ischaemum allocated and accumulated increased macro- and micronutrients to its aboveground tissues and exhibited high total storage when the amount of N addition reached 5 g N m -2 y -1 .

Water- and Plant-Mediated Responses of Ecosystem Carbon Fluxes to Warming and Nitrogen Addition on the Songnen Grassland in Northeast China

PubMed Central

Jiang, Li; Guo, Rui; Zhu, Tingcheng; Niu, Xuedun; Guo, Jixun; Sun, Wei

2012-01-01

Background Understanding how grasslands are affected by a long-term increase in temperature is crucial to predict the future impact of global climate change on terrestrial ecosystems. Additionally, it is not clear how the effects of global warming on grassland productivity are going to be altered by increased N deposition and N addition. Methodology/Principal Findings In-situ canopy CO2 exchange rates were measured in a meadow steppe subjected to 4-year warming and nitrogen addition treatments. Warming treatment reduced net ecosystem CO2 exchange (NEE) and increased ecosystem respiration (ER); but had no significant impacts on gross ecosystem productivity (GEP). N addition increased NEE, ER and GEP. However, there were no significant interactions between N addition and warming. The variation of NEE during the four experimental years was correlated with soil water content, particularly during early spring, suggesting that water availability is a primary driver of carbon fluxes in the studied semi-arid grassland. Conclusion/Significance Ecosystem carbon fluxes in grassland ecosystems are sensitive to warming and N addition. In the studied water-limited grassland, both warming and N addition influence ecosystem carbon fluxes by affecting water availability, which is the primary driver in many arid and semiarid ecosystems. It remains unknown to what extent the long-term N addition would affect the turn-over of soil organic matter and the C sink size of this grassland. PMID:23028848

Cincinnati Big Area Additive Manufacturing (BAAM)

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

Duty, Chad E.; Love, Lonnie J.

Oak Ridge National Laboratory (ORNL) worked with Cincinnati Incorporated (CI) to demonstrate Big Area Additive Manufacturing which increases the speed of the additive manufacturing (AM) process by over 1000X, increases the size of parts by over 10X and shows a cost reduction of over 100X. ORNL worked with CI to transition the Big Area Additive Manufacturing (BAAM) technology from a proof-of-principle (TRL 2-3) demonstration to a prototype product stage (TRL 7-8).

Additional mitochondrial DNA influences the interactions between the nuclear and mitochondrial genomes in a bovine embryo model of nuclear transfer.

PubMed

Srirattana, Kanokwan; St John, Justin C

2018-05-08

We generated cattle embryos using mitochondrial supplementation and somatic cell nuclear transfer (SCNT), named miNT, to determine how additional mitochondrial DNA (mtDNA) modulates the nuclear genome. To eliminate any confounding effects from somatic cell mtDNA in intraspecies SCNT, donor cell mtDNA was depleted prior to embryo production. Additional oocyte mtDNA did not affect embryo development rates but increased mtDNA copy number in blastocyst stage embryos. Moreover, miNT-derived blastocysts had different gene expression profiles when compared with SCNT-derived blastocysts. Additional mtDNA increased expression levels of genes involved in oxidative phosphorylation, cell cycle and DNA repair. Supplementing the embryo culture media with a histone deacetylase inhibitor, Trichostatin A (TSA), had no beneficial effects on the development of miNT-derived embryos, unlike SCNT-derived embryos. When compared with SCNT-derived blastocysts cultured in the presence of TSA, additional mtDNA alone had beneficial effects as the activity of glycolysis may increase and embryonic cell death may decrease. However, these beneficial effects were not found with additional mtDNA and TSA together, suggesting that additional mtDNA alone enhances reprogramming. In conclusion, additional mtDNA increased mtDNA copy number and expression levels of genes involved in energy production and embryo development in blastocyst stage embryos emphasising the importance of nuclear-mitochondrial interactions.

Stimulation of terrestrial ecosystem carbon storage by nitrogen addition: a meta-analysis

PubMed Central

Yue, Kai; Peng, Yan; Peng, Changhui; Yang, Wanqin; Peng, Xin; Wu, Fuzhong

2016-01-01

Elevated nitrogen (N) deposition alters the terrestrial carbon (C) cycle, which is likely to feed back to further climate change. However, how the overall terrestrial ecosystem C pools and fluxes respond to N addition remains unclear. By synthesizing data from multiple terrestrial ecosystems, we quantified the response of C pools and fluxes to experimental N addition using a comprehensive meta-analysis method. Our results showed that N addition significantly stimulated soil total C storage by 5.82% ([2.47%, 9.27%], 95% CI, the same below) and increased the C contents of the above- and below-ground parts of plants by 25.65% [11.07%, 42.12%] and 15.93% [6.80%, 25.85%], respectively. Furthermore, N addition significantly increased aboveground net primary production by 52.38% [40.58%, 65.19%] and litterfall by 14.67% [9.24%, 20.38%] at a global scale. However, the C influx from the plant litter to the soil through litter decomposition and the efflux from the soil due to microbial respiration and soil respiration showed insignificant responses to N addition. Overall, our meta-analysis suggested that N addition will increase soil C storage and plant C in both above- and below-ground parts, indicating that terrestrial ecosystems might act to strengthen as a C sink under increasing N deposition. PMID:26813078

Temporal and Spatial Pore Water Pressure Distribution Surrounding a Vertical Landfill Leachate Recirculation Well

PubMed Central

Kadambala, Ravi; Townsend, Timothy G.; Jain, Pradeep; Singh, Karamjit

2011-01-01

Addition of liquids into landfilled waste can result in an increase in pore water pressure, and this in turn may increase concerns with respect to geotechnical stability of the landfilled waste mass. While the impact of vertical well leachate recirculation on landfill pore water pressures has been mathematically modeled, measurements of these systems in operating landfills have not been reported. Pressure readings from vibrating wire piezometers placed in the waste surrounding a liquids addition well at a full-scale operating landfill in Florida were recorded over a 2-year period. Prior to the addition of liquids, measured pore pressures were found to increase with landfill depth, an indication of gas pressure increase and decreasing waste permeability with depth. When liquid addition commenced, piezometers located closer to either the leachate injection well or the landfill surface responded more rapidly to leachate addition relative to those far from the well and those at deeper locations. After liquid addition stopped, measured pore pressures did not immediately drop, but slowly decreased with time. Despite the large pressures present at the bottom of the liquid addition well, much smaller pressures were measured in the surrounding waste. The spatial variation of the pressures recorded in this study suggests that waste permeability is anisotropic and decreases with depth. PMID:21655145

Efficient flapping flight of pterosaurs

NASA Astrophysics Data System (ADS)

Strang, Karl Axel

In the late eighteenth century, humans discovered the first pterosaur fossil remains and have been fascinated by their existence ever since. Pterosaurs exploited their membrane wings in a sophisticated manner for flight control and propulsion, and were likely the most efficient and effective flyers ever to inhabit our planet. The flapping gait is a complex combination of motions that sustains and propels an animal in the air. Because pterosaurs were so large with wingspans up to eleven meters, if they could have sustained flapping flight, they would have had to achieve high propulsive efficiencies. Identifying the wing motions that contribute the most to propulsive efficiency is key to understanding pterosaur flight, and therefore to shedding light on flapping flight in general and the design of efficient ornithopters. This study is based on published results for a very well-preserved specimen of Coloborhynchus robustus, for which the joints are well-known and thoroughly described in the literature. Simplifying assumptions are made to estimate the characteristics that can not be inferred directly from the fossil remains. For a given animal, maximizing efficiency is equivalent to minimizing power at a given thrust and speed. We therefore aim at finding the flapping gait, that is the joint motions, that minimize the required flapping power. The power is computed from the aerodynamic forces created during a given wing motion. We develop an unsteady three-dimensional code based on the vortex-lattice method, which correlates well with published results for unsteady motions of rectangular wings. In the aerodynamic model, the rigid pterosaur wing is defined by the position of the bones. In the aeroelastic model, we add the flexibility of the bones and of the wing membrane. The nonlinear structural behavior of the membrane is reduced to a linear modal decomposition, assuming small deflections about the reference wing geometry. The reference wing geometry is computed for the membrane subject to glide loads and pretension from the wing joint positions. The flapping gait is optimized in a two-stage procedure. First the design space is explored using a binary genetic algorithm. The best design points are then used as starting points in a sequential quadratic programming optimization algorithm. This algorithm is used to refine the solutions by precisely satisfying the constraints. The refined solutions are found in generally less than twenty major iterations and constraints are violated generally by less than 0.1%. We find that the optimal motions are in agreement with previous results for simple wing motions. By adding joint motions, the required flapping power is reduced by 7% to 17%. Because of the large uncertainties for some estimates, we investigate the sensitivity of the optimized flapping gait. We find that the optimal motions are sensitive mainly to flight speed, body accelerations, and to the material properties of the wing membrane. The optimal flight speed found correlates well with other studies of pterosaur flapping flight, and is 31% to 37% faster than previous estimates based on glide performance. Accounting for the body accelerations yields an increase of 10% to 16% in required flapping power. When including the aeroelastic effects, the optimal flapping gait is only slightly modified to accommodate for the deflections of stiff membranes. For a flexible membrane, the motion is significantly modified and the power increased by up to 57%. Finally, the flapping gait and required power compare well with published results for similar wing motions. Some published estimates of required power assumed a propulsive efficiency of 100%, whereas the propulsive efficiency computed for Coloborhynchus robustus ranges between 54% and 87%.

Application of biosurfactants, rhamnolipid, and surfactin, for enhanced biodegradation of diesel-contaminated water and soil.

PubMed

Whang, Liang-Ming; Liu, Pao-Wen G; Ma, Chih-Chung; Cheng, Sheng-Shung

2008-02-28

This study investigated potential application of two biosurfactants, surfactin (SF) and rhamnolipid (RL), for enhanced biodegradation of diesel-contaminated water and soil with a series of bench-scale experiments. The rhamnolipid used in this study, a commonly isolated glycolipid biosurfactant, was produced by Pseudomonas aeruginosa J4, while the surfactin, a lipoprotein type biosurfactant, was produced by Bacillus subtilis ATCC 21332. Both biosurfactants were able to reduce surface tension to less than 30 dynes/cm from 72 dynes/cm with critical micelle concentration (CMC) values of 45 and 50 mg/L for surfactin and rhamnolipid, respectively. In addition, the results of diesel dissolution experiments also demonstrated their ability in increasing diesel solubility with increased biosurfactant addition. In diesel/water batch experiments, an addition of 40 mg/L of surfactin significantly enhanced biomass growth (2500 mg VSS/L) as well as increased diesel biodegradation percentage (94%), compared to batch experiments with no surfactin addition (1000 mg VSS/L and 40% biodegradation percentage). Addition of surfactin more than 40 mg/L, however, decreased both biomass growth and diesel biodegradation efficiency, with a worse diesel biodegradation percentage (0%) at 400 mg/L of SF addition. Similar trends were also observed for both specific rate constants of biomass growth and diesel degradation, as surfactin addition increased from 0 to 400 mg/L. Addition of rhamnolipid to diesel/water systems from 0 to 80 mg/L substantially increased biomass growth and diesel biodegradation percentage from 1000 to 2500 mg VSS/L and 40 to 100%, respectively. Rhamnolipid addition at a concentration of 160 mg/L provided similar results to those of an 80 mg/L addition. Finally, potential application of surfactin and rhamnolipid in stimulating indigenous microorganisms for enhanced bioremediation of diesel-contaminated soil was also examined. The results confirmed their enhancing capability on both efficiency and rate of diesel biodegradation in diesel/soil systems.

Study on flow over finite wing with respect to F-22 raptor, Supermarine Spitfire, F-7 BG aircraft wing and analyze its stability performance and experimental values

NASA Astrophysics Data System (ADS)

Ali, Md. Nesar; Alam, Mahbubul

2017-06-01

A finite wing is a three-dimensional body, and consequently the flow over the finite wing is three-dimensional; that is, there is a component of flow in the span wise direction. The physical mechanism for generating lift on the wing is the existence of a high pressure on the bottom surface and a low pressure on the top surface. The net imbalance of the pressure distribution creates the lift. As a by-product of this pressure imbalance, the flow near the wing tips tends to curl around the tips, being forced from the high-pressure region just underneath the tips to the low-pressure region on top. This flow around the wing tips is shown in the front view of the wing. As a result, on the top surface of the wing, there is generally a span wise component of flow from the tip toward the wing root, causing the streamlines over the top surface to bend toward the root. On the bottom surface of the wing, there is generally a span wise component of flow from the root toward the tip, causing the streamlines over the bottom surface to bend toward the tip. Clearly, the flow over the finite wing is three-dimensional, and therefore we would expect the overall aerodynamic properties of such a wing to differ from those of its airfoil sections. The tendency for the flow to "leak" around the wing tips has another important effect on the aerodynamics of the wing. This flow establishes a circulatory motion that trails downstream of the wing; that is, a trailing vortex is created at each wing tip. The aerodynamics of finite wings is analyzed using the classical lifting line model. This simple model allows a closed-form solution that captures most of the physical effects applicable to finite wings. The model is based on the horseshoe-shaped vortex that introduces the concept of a vortex wake and wing tip vortices. The downwash induced by the wake creates an induced drag that did not exist in the two-dimensional analysis. Furthermore, as wingspan is reduced, the wing lift slope decreases, and the induced drag increases, reducing overall efficiency. To complement the high aspect ratio wing case, a slender wing model is formulated so that the lift and drag can be estimated for this limiting case as well. We analyze the stability performance of F-22 raptor, Supermarine Spitfire, F-7 BG Aircraft wing by using experimental method and simulation software. The experimental method includes fabrication of F-22 raptor, Supermarine Spitfire, F-7 BG Aircraft wing which making material is Gamahr wood. Testing this model wing in wind tunnel test and after getting expected data we also compared this value with analyzing software data for furthermore experiment.

Organic Matter and Water Addition Enhance Soil Respiration in an Arid Region

PubMed Central

Lai, Liming; Wang, Jianjian; Tian, Yuan; Zhao, Xuechun; Jiang, Lianhe; Chen, Xi; Gao, Yong; Wang, Shaoming; Zheng, Yuanrun

2013-01-01

Climate change is generally predicted to increase net primary production, which could lead to additional C input to soil. In arid central Asia, precipitation has increased and is predicted to increase further. To assess the combined effects of these changes on soil CO2 efflux in arid land, a two factorial manipulation experiment in the shrubland of an arid region in northwest China was conducted. The experiment used a nested design with fresh organic matter and water as the two controlled parameters. It was found that both fresh organic matter and water enhanced soil respiration, and there was a synergistic effect of these two treatments on soil respiration increase. Water addition not only enhanced soil C emission, but also regulated soil C sequestration by fresh organic matter addition. The results indicated that the soil CO2 flux of the shrubland is likely to increase with climate change, and precipitation played a dominant role in regulating soil C balance in the shrubland of an arid region. PMID:24204907

[Effects of the frequency and intensity of nitrogen addition on soil pH, the contents of carbon, nitrogen and phosphorus in temperate steppe in Inner Mongolia, China.

PubMed

Zhou, Ji Dong; Shi, Rong Jiu; Zhao, Feng; Han, Si Qin; Zhang, Ying

2016-08-01

A four-year simulated nitrogen (N) deposition experiment involving nine N gradients and two N deposition frequencies (N was added either twice yearly or monthly) was conducted in Inner Mongolian grassland, to examine the effects of frequency and intensity of N addition on pH and the contents of carbon, nitrogen and phosphorus in soil. The results indicated that the soil pH and total phosphorus content, regardless of the N addition frequency, gradually decreased with the increase of N addition intensity. By contrast, the contents of soil available nitrogen and available phosphorus showed an increasing trend, while no significant variation in dissolved organic carbon (DOC) content was observed, and the contents of soil total carbon and total nitrogen had no change. Compared with the monthly N addition, the twice-a-year N addition substantially overestimated the effects of N deposition on decreasing the soil pH and increasing the available phosphorus content, but underestimated the effects of N deposition on increasing the soil available nitrogen content, and the significant difference was found in 0-5 cm soil layer.

The effect of oyster mushroom (Pleurotus ostreatus) powder as prebiotic agent on yoghurt quality

NASA Astrophysics Data System (ADS)

Tupamahu, Ivana Putri Christantia; Budiarso, Tri Yahya

2017-05-01

Mushroom has already been known as a good source of proteins, carbohydrates and some vitamins. It is then the objective of this research to find out the effect of oyster mushroom (Pleurotus ostreatus) powder addition on yoghurt fermentation. The resulting yoghurt product will be monitor by measuring its total lactic acids, acidity (pH), lactic acid bacteria (LAB) count, and the organoleptic properties, including colour, taste, flavour and texture. The mushroom were dried and grinded into powder up to 200 mashes, continued with its addition in yoghurt making process. Mushroom powder concentrations of 0%, 0.5%, 1%, and 1.5% were added on the milk to be fermented. The result showed that mushroom powder addition resulting in increase lactic acid concentration, reduced its acidity, and increased LAB viability. Based on the lactic acid counts, acidity, and LAB viability, a concentration of 1.5% powder addition is the optimal concentration for fermentation, but the product is not preferred by the panelists. The addition of 1% mushroom powder resulting in increased yoghurt quality, and the preferred yoghurt product by most of the panelists. It is then proven that the addition of mushroom powder will increase yoghurt quality and public acceptance.

Influence of Ge addition on the optical properties of As40Se50Ge10 thin film probed by spectroscopy techniques

NASA Astrophysics Data System (ADS)

Naik, Ramakanta; Pradhan, Jagnaseni; Sripan, Chinnaiyah; Ganesan, R.

2018-05-01

The thin films of As40Se60 and As40Se50Ge10 were prepared on glass substrates by thermal evaporation method with thickness 1000 nm. The prepared films were amorphous in nature which was confirmed through X-ray diffraction. The chemical composition and the surface picture were obtained from energy dispersive X-ray analysis and Scanning Electron Microscopy analysis. The transmission data of the two films were collected in the wavelength range 400-1000 nm. The transmission percentage is found to be decreased whereas the absorption coefficient is increased with the Ge addition. The addition of Ge into As40Se60 is found to increase the refractive index and the extinction coefficient of As40Se50Ge10 thin film. The decrease in optical band gap is explained on the basis of increase in density of states and disorderness due to Ge addition. The optical absorption in the film is due to allowed indirect transition, and the homopolar bond density is increased with Ge addition. The Raman shift observed in the two films clearly supports the optical changes due to Ge addition.

Experimental additions of aluminum sulfate and ammonium nitrate to in situ mesocosms to reduce cyanobacterial biovolume and microcystin concentration

USGS Publications Warehouse

Harris, Ted D.; Wilhelm, Frank M.; Graham, Jennifer L.; Loftin, Keith A.

2014-01-01

Recent studies suggest that nitrogen additions to increase the total nitrogen:total phosphorus (TN:TP) ratio may reduce cyanobacterial biovolume and microcystin concentration in reservoirs. In systems where TP is >100 μg/L, however, nitrogen additions to increase the TN:TP ratio could cause ammonia, nitrate, or nitrite toxicity to terrestrial and aquatic organisms. Reducing phosphorus via aluminum sulfate (alum) may be needed prior to nitrogen additions aimed at increasing the TN:TP ratio. We experimentally tested this sequential management approach in large in situ mesocosms (70.7 m3) to examine effects on cyanobacteria and microcystin concentration. Because alum removes nutrients and most seston from the water column, alum treatment reduced both TN and TP, leaving post-treatment TN:TP ratios similar to pre-treatment ratios. Cyanobacterial biovolume was reduced after alum addition, but the percent composition (i.e., relative) cyanobacterial abundance remained unchanged. A single ammonium nitrate (nitrogen) addition increased the TN:TP ratio 7-fold. After the TN:TP ratio was >50 (by weight), cyanobacterial biovolume and abundance were reduced, and chrysophyte and cryptophyte biovolume and abundance increased compared to the alum treatment. Microcystin was not detectable until the TN:TP ratio was <50. Although both treatments reduced cyanobacteria, only the nitrogen treatment seemed to stimulate energy flow from primary producers to zooplankton, which suggests that combining alum and nitrogen treatments may be a viable in-lake management strategy to reduce cyanobacteria and possibly microcystin concentrations in high-phosphorus systems. Additional studies are needed to define best management practices before combined alum and nitrogen additions are implemented as a reservoir management strategy.

Experimental additions of aluminum sulfateand ammonium nitrate to in situ mesocosms toreduce cyanobacterial biovolume and microcystinconcentration

USGS Publications Warehouse

Harris, Theodore D.; Wilhelm, Frank M.; Graham, Jennifer L.; Loftin, Keith A.

2014-01-01

Recent studies suggest that nitrogen additions to increase the total nitrogen:total phosphorus (TN:TP) ratio may reduce cyanobacterial biovolume and microcystin concentration in reservoirs. In systems where TP is >100 μg/L, however, nitrogen additions to increase the TN:TP ratio could cause ammonia, nitrate, or nitrite toxicity to terrestrial and aquatic organisms. Reducing phosphorus via aluminum sulfate (alum) may be needed prior to nitrogen additions aimed at increasing the TN:TP ratio.We experimentally tested this sequential management approach in large in situ mesocosms (70.7 m3) to examine effects on cyanobacteria and microcystin concentration. Because alum removes nutrients and most seston from the water column, alum treatment reduced both TN and TP, leaving post-treatment TN:TP ratios similar to pre-treatment ratios. Cyanobacterial biovolume was reduced after alum addition, but the percent composition (i.e., relative) cyanobacterial abundance remained unchanged. A single ammonium nitrate (nitrogen) addition increased the TN:TP ratio 7-fold. After the TN:TP ratio was >50 (by weight), cyanobacterial biovolume and abundance were reduced, and chrysophyte and cryptophyte biovolume and abundance increased compared to the alum treatment. Microcystin was not detectable until the TN:TP ratio was <50. Although both treatments reduced cyanobacteria, only the nitrogen treatment seemed to stimulate energy flow from primary producers to zooplankton, which suggests that combining alum and nitrogen treatments may be a viable in-lake management strategy to reduce cyanobacteria and possibly microcystin concentrations in high-phosphorus systems. Additional studies are needed to define best management practices before combined alum and nitrogen additions are implemented as a reservoir management strategy.

Perseus A on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

The Perseus A, a remotely-piloted, high-altitude research vehicle, is seen just after landing on Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus A had a unique method of takeoff and landing. To make the aircraft as aerodynamic and lightweight as possible, designers gave it only two very small centerline wheels for landing. These wheels were very close to the fuselage, and therefore produced very little drag. However, since the fuselage sat so close to the ground, it was necessary to keep the large propeller at the rear of the aircraft locked in a horizontal position during takeoff. The aircraft was towed to about 700 feet in the air, where the engine was started and the aircraft began flying under its own power. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST project. The Perseus Proof-Of-Concept aircraft first flew in November 1991 and made three low-altitude flights within a month to validate the Perseus aerodynamic model and flight control systems. Next came the redesigned Perseus A, which incorporated a closed-cycle combustion system that mixed oxygen carried aboard the aircraft with engine exhaust to compensate for the thin air at high altitudes. The Perseus A was towed into the air by a ground vehicle and its engine started after it became airborne. Prior to landing, the engine was stopped, the propeller locked in horizontal position, and the Perseus A glided to a landing on its unique bicycle-type landing gear. Two Perseus A aircraft were built and made 21 flights in 1993-1994. One of the Perseus A aircraft reached over 50,000 feet in altitude on its third test flight. Although one of the Perseus A aircraft was destroyed in a crash after a vertical gyroscope failed in flight, the other aircraft completed its test program and remains on display at Aurora's facility in Manassas. Perseus B first flew Oct. 7, 1994, and made two flights in 1996 before being damaged in a hard landing on the dry lakebed after a propeller shaft failure. After a number of improvements and upgrades-including extending the original 58.5-foot wingspan to 71.5 feet to enhance high-altitude performance--the Perseus B returned to Dryden in the spring of 1998 for a series of four flights. Thereafter, a series of modifications were made including external fuel pods on the wing that more than doubled the fuel capacity to 100 gallons. Engine power was increased by more than 20 percent by boosting the turbocharger output. Fuel consumption was reduced with fuel control modifications and a leaner fuel-air mixture that did not compromise power. The aircraft again crashed on Oct. 1, 1999, near Barstow, California, suffering moderate damage to the aircraft but no property damage, fire, or injuries in the area of the crash. Perseus B is flown remotely by a pilot from a mobile flight control station on the ground. A Global Positioning System (GPS) unit provides navigation data for continuous and precise location during flight. The ground control station features dual independent consoles for aircraft control and systems monitoring. A flight termination system, required for all remotely piloted aircraft being flown in military-restricted airspace, includes a parachute system deployed on command plus a C-Band radar beacon and a Mode-C transponder to aid in location. Dryden has provided hanger and office space for the Perseus B aircraft and for the flight test development team when on site for flight or ground testing. NASA's ERAST project is developing aeronautical technologies for a new generation of remotely piloted and autonomous aircraft for a variety of upper-atmospheric science missions and commercial applications. Dryden is the lead center in NASA for ERAST management and operations. Perseus B is approximately 25 feet long, has a wingspan of 71.5 feet, and stands 12 feet high. Perseus B is powered by a Rotax 914, four-cylinder piston engine mounted in the mid-fuselage area and integrated with an Aurora-designed three-stage turbocharger, connected to a lightweight two-blade propeller.

X-1A in flight over lakebed

NASA Technical Reports Server (NTRS)

1953-01-01

The Bell Aircraft Corporation X-1A (48-1384) returning from an Air Force test flight over Edwards Air Force Base, California in late 1953. A North American F-86A Sabre as chase plane will follow the X-1A to touchdown. The Rogers Dry Lake is the whitish area under the planes with the airfield at the edge of the dry lake. Bell test pilot Jean 'Skip' Ziegler made six flights between 14 February and 25 April 1953. Air Force test pilots Maj. Charles 'Chuck' Yeager and Maj. Arthur 'Kit' Murray made 18 test flights between 21 November 1953 and 26 August 1954. NACA test pilot Joseph Walker made one successful flight on 20 July 1955. During a second flight attempt, on 8 August 1955, an explosion damaged the aircraft shortly before launch. Walker, unhurt, climbed up into the JTB-29A mothership, and the X-1A was jettisoned over the Edwards AFB bombing range. There were five versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Sonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on Jan. 25, 1946. Powered flights began in December 1946. On Oct. 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3 3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed. The X-1A, X-1B, and the X-1D were growth versions of the X-1. They were almost five feet longer, almost 2,500 pounds heavier and had conventional canopies. The X-1A and X-1B were modified to have ejection seats. Their mission was to continue the X-1 studies at higher speeds and altitudes. The X-1A began this research after the X-1D was destroyed in an explosion on a captive flight before it made any research flights. On Dec. 12, 1953, Major Charles Yeager flew the X-1A up to a speed of 1,612 miles per hour (almost two-and-a-half times the speed of sound). Then on Aug. 26, 1954, Major Arthur Murray took the X-1A up to an altitude of 90,440 feet. Those two performances were the records for the X-1 program. Later the X-1A was also destroyed after being jettisoned from the carrier aircraft because of an explosion. The X-1B was fitted with 300 thermocouples for exploratory aerodynamic heating tests. installed on it. It also was the first aircraft to fly with a reaction control system, a prototype of the system used on the X-15. The X-1C was cancelled before production. All three of the Bell Aircraft Company-manufactured planes had 6,000-pound-thrust, XLR-11 four-chambered rocket engines. The XLR-11 was built by Reaction Motors, Inc. The aircraft were all air-launched from a carrier aircraft.

Benefits from additives and xylanase during enzymatic hydrolysis of bamboo shoot and mature bamboo.

PubMed

Li, Kena; Wang, Xiao; Wang, Jingfeng; Zhang, Junhua

2015-09-01

Effects of additives (BSA, PEG 6000, and Tween 80) on enzymatic hydrolysis of bamboo shoot and mature bamboo fractions (bamboo green, bamboo timber, bamboo yellow, bamboo node, and bamboo branches) by cellulases and/or xylanase were evaluated. The addition of additives was comparable to the increase of cellulase loadings in the conversion of cellulose and xylan in bamboo fractions. Supplementation of xylanase (1 mg/g DM) with cellulases (10 FPU/g DM) in the hydrolysis of bamboo fractions was more efficient than addition of additives in the production of glucose and xylose. Moreover, addition of additives could further increase the glucose release from different bamboo fractions by cellulases and xylanase. Bamboo green exhibited the lowest hydrolyzability. Almost all of the polysaccharides in pretreated bamboo shoot fractions were hydrolyzed by cellulases with the addition of additives or xylanase. Additives and xylanase showed great potential for reducing cellulase requirement in the hydrolysis of bamboo. Copyright © 2015 Elsevier Ltd. All rights reserved.

Thermal and mechanical behaviour of sub micron sized fly ash reinforced polyester resin composite

NASA Astrophysics Data System (ADS)

Nantha Kumar, P.; Rajadurai, A.; Muthuramalingam, T.

2018-04-01

The utilization of particles reinforced resin matrix composites is being increased owing to its lower density and high strength to weight ratio. In the present study, an attempt has been made to synthesize fly ash particles reinforced polyester resin composite for engine cowling application. The thermal stability and mechanical behaviours such as hardness and flexural strength of the composite with 2, 3 and 4 weight % of reinforcement is studied and analyzed. The thermo gravimetric analysis indicates that the higher addition of reinforcement increases the decomposition temperature due to its refractory nature. It is also observed that the hardness increases with higher filler addition owing to the resistance of FA particles towards penetration. The flexural strength is found to increase up to the addition of 3% of FA particles, whereas the polyester resin composite prepared with 4% FA particles addition is observed to have low flexural strength owing to agglomeration of particles.

Development of High-Antifouling PPSU Ultrafiltration Membrane by Using Compound Additives: Preparation, Morphologies, and Filtration Resistant Properties

PubMed Central

Liu, Jie; Zhong, Zhencheng; Ma, Rui; Zhang, Weichen; Li, Jiding

2016-01-01

In this study, flat sheet asymmetric polyphenylsulfone (PPSU) ultrafiltration membranes with enhanced antifouling properties were prepared with a non-solvent induced phase separation (NIPS) method through compound additives containing a polymeric pore-forming agent, a small molecular non-solvent and a surfactant. The formation processes of the porous asymmetric membranes with different kinds of additives were studied in detail, and the microstructure controllable preparation of membrane was achieved by establishing a bridge between the membrane preparation parameters and separation performances. All prepared membranes were characterized by using a scanning electron microscope (SEM), contact angle analysis, porosity, maximum pore size, water and BSA solution permeability studies. The performance efficiency of the membrane was evaluated by using BSA as a model foulant in terms of permeability, solute rejection (R), Rm (membrane inherent resistance), Rc (cake layer resistance), and Rp (pore plugging resistance). The results showed that when the compound additives were used, the inter-connected pores were observed, maximum pore size, contact angle and membrane filtration resistance decreased, while the porosity increased. When PVP compound additives were added, the water flux increased from 80.4 to 148.1 L/(m2·h), the BSA rejection increased from 53.2% to 81.5%. A similar trend was observed for membranes with added PEG compound additives; the water flux and BSA rejection simultaneously increased. The filtration resistance decreased as a result of compound additives. The uniformity of membrane and the number of effective pores could be enhanced by adding compound additives through the cooperation of different additives. PMID:27338487

Development of High-Antifouling PPSU Ultrafiltration Membrane by Using Compound Additives: Preparation, Morphologies, and Filtration Resistant Properties.

PubMed

Liu, Jie; Zhong, Zhencheng; Ma, Rui; Zhang, Weichen; Li, Jiding

2016-06-21

In this study, flat sheet asymmetric polyphenylsulfone (PPSU) ultrafiltration membranes with enhanced antifouling properties were prepared with a non-solvent induced phase separation (NIPS) method through compound additives containing a polymeric pore-forming agent, a small molecular non-solvent and a surfactant. The formation processes of the porous asymmetric membranes with different kinds of additives were studied in detail, and the microstructure controllable preparation of membrane was achieved by establishing a bridge between the membrane preparation parameters and separation performances. All prepared membranes were characterized by using a scanning electron microscope (SEM), contact angle analysis, porosity, maximum pore size, water and BSA solution permeability studies. The performance efficiency of the membrane was evaluated by using BSA as a model foulant in terms of permeability, solute rejection (R), Rm (membrane inherent resistance), Rc (cake layer resistance), and Rp (pore plugging resistance). The results showed that when the compound additives were used, the inter-connected pores were observed, maximum pore size, contact angle and membrane filtration resistance decreased, while the porosity increased. When PVP compound additives were added, the water flux increased from 80.4 to 148.1 L/(m²·h), the BSA rejection increased from 53.2% to 81.5%. A similar trend was observed for membranes with added PEG compound additives; the water flux and BSA rejection simultaneously increased. The filtration resistance decreased as a result of compound additives. The uniformity of membrane and the number of effective pores could be enhanced by adding compound additives through the cooperation of different additives.

Implications of variable waste placement conditions for MSW landfills.

PubMed

Cox, Jason T; Yesiller, Nazli; Hanson, James L

2015-12-01

This investigation was conducted to evaluate the influence of waste placement practices on the engineering response of municipal solid waste (MSW) landfills. Waste placement conditions were varied by moisture addition to the wastes at the time of disposal. Tests were conducted at a California landfill in test plots (residential component of incoming wastes) and full-scale active face (all incoming wastes including residential, commercial, and self-delivered components). The short-term effects of moisture addition were assessed by investigating compaction characteristics and moisture distribution and the long-term effects by estimating settlement characteristics of the variably placed wastes. In addition, effects on engineering properties including hydraulic conductivity and shear strength, as well as economic aspects were investigated. The unit weight of the wastes increased with moisture addition to a maximum value and then decreased with further moisture addition. At the optimum moisture conditions, 68% more waste could be placed in the same landfill volume compared to the baseline conditions. Moisture addition raised the volumetric moisture content of the wastes to the range 33-42%, consistent with values at and above field capacity. Moisture transfer occurred between consecutive layers of compacted wastes and a moisture addition schedule of 2 days of as-received conditions and 1 day of moisture addition was recommended. Settlement of wastes was estimated to increase with moisture addition, with a 34% increase at optimum moisture compared to as-received conditions. Overall, moisture addition during compaction increased unit weight, the amount of incoming wastes disposed in a given landfill volume, biological activity potential, and predicted settlement. The combined effects have significant environmental and economic implications for landfill operations. Copyright © 2015 Elsevier Ltd. All rights reserved.

Stabilization of molten salt materials using metal chlorides for solar thermal storage.

PubMed

Dunlop, T O; Jarvis, D J; Voice, W E; Sullivan, J H

2018-05-29

The effect of a variety of metal-chlorides additions on the melting behavior and thermal stability of commercially available salts was investigated. Ternary salts comprised of KNO 3, NaNO 2, and NaNO 3 were produced with additions of a variety of chlorides (KCl, LiCl, CaCl 2 , ZnCl 2 , NaCl and MgCl 2 ). Thermogravimetric analysis and weight loss experiments showed that the quaternary salt containing a 5 wt% addition of LiCl and KCl led to an increase in short term thermal stability compared to the ternary control salts. These additions allowed the salts to remain stable up to a temperature of 630 °C. Long term weight loss experiments showed an upper stability increase of 50 °C. A 5 wt% LiCl addition resulted in a weight loss of only 25% after 30 hours in comparison to a 61% loss for control ternary salts. Calorimetry showed that LiCl additions allow partial melting at 80 °C, in comparison to the 142 °C of ternary salts. This drop in melting point, combined with increased stability, provided a molten working range increase of almost 100 °C in total, in comparison to the control ternary salts. XRD analysis showed the oxidation effect of decomposing salts and the additional phase created with LiCl additions to allow melting point changes to occur.

[Effects of water levels and the additions of different nitrogen forms on soil net nitrogen transformation rate and N2O emission in subtropical forest soils].

PubMed

Ma, Fen; Ma, Hong-liang; Qiu, Hong; Yang, Hong-yu

2015-02-01

An incubation experiment was conducted to investigate the effects of the additions of different nitrogen forms on nitrogen transformation in red soils of subtropical forest under soil moisture conditions with 40%, 70% and 110% of water holding capacity (WHC). The results showed that soil net mineralization and ammonification rates were maximum at 70% WHC and minimum at 40% WHC. Compared with the control, the addition of NO(3-)-N decreased the soil net mineralization and ammonification rates by 56.1% and 43.0% under 70% WHC condition, and decreased by 68.2% and 19.0% under 110% WHC, respectively. However, the proportion of ammonification to mineralization increased at 70% and 110% WHC, which suggested that nitrate addition inhibited the nitrification. With addition of NO(3-)-N at 110% WHC, the net nitrification rate was lowest while N20 emission was highest with the concomitant decrease of nitrate content, indicating that N2O emission was largely derived from denitrification. However, at 40% WHC and 70% WHC, the maximum N20 flux was found at the early stage of incubation. Even with addition of NH(4+)-N and NO(3-)-N, N2O flux did not change much at the latter stage of incubation, indicating that autotrophic nitrification was dominant for N20 production at the early stage of incubation. Under 40% WHC condition, soluble organic carbon increased more and it increased largely with NH(4+)-N addition, which meant NH(4+)-N addition could enhance the mineralization of soil organic matter. Under 40% and 110% WHC conditions, the addition of NH(4+)-N increased significantly the soil soluble organic nitrogen (SON) by 73.6% and 176.6% compared with the control, respectively. A significant increase of 78.7% for SON was only found at 40% WHC under addition of NO(3-)-N compared with the control. These results showed that high soil moisture condition and addition of NH(4+)-N were of benefit to SON formation.

Non-additive genetic variation in growth, carcass and fertility traits of beef cattle.

PubMed

Bolormaa, Sunduimijid; Pryce, Jennie E; Zhang, Yuandan; Reverter, Antonio; Barendse, William; Hayes, Ben J; Goddard, Michael E

2015-04-02

A better understanding of non-additive variance could lead to increased knowledge on the genetic control and physiology of quantitative traits, and to improved prediction of the genetic value and phenotype of individuals. Genome-wide panels of single nucleotide polymorphisms (SNPs) have been mainly used to map additive effects for quantitative traits, but they can also be used to investigate non-additive effects. We estimated dominance and epistatic effects of SNPs on various traits in beef cattle and the variance explained by dominance, and quantified the increase in accuracy of phenotype prediction by including dominance deviations in its estimation. Genotype data (729 068 real or imputed SNPs) and phenotypes on up to 16 traits of 10 191 individuals from Bos taurus, Bos indicus and composite breeds were used. A genome-wide association study was performed by fitting the additive and dominance effects of single SNPs. The dominance variance was estimated by fitting a dominance relationship matrix constructed from the 729 068 SNPs. The accuracy of predicted phenotypic values was evaluated by best linear unbiased prediction using the additive and dominance relationship matrices. Epistatic interactions (additive × additive) were tested between each of the 28 SNPs that are known to have additive effects on multiple traits, and each of the other remaining 729 067 SNPs. The number of significant dominance effects was greater than expected by chance and most of them were in the direction that is presumed to increase fitness and in the opposite direction to inbreeding depression. Estimates of dominance variance explained by SNPs varied widely between traits, but had large standard errors. The median dominance variance across the 16 traits was equal to 5% of the phenotypic variance. Including a dominance deviation in the prediction did not significantly increase its accuracy for any of the phenotypes. The number of additive × additive epistatic effects that were statistically significant was greater than expected by chance. Significant dominance and epistatic effects occur for growth, carcass and fertility traits in beef cattle but they are difficult to estimate precisely and including them in phenotype prediction does not increase its accuracy.

Application of rhamnolipid and surfactin for enhanced diesel biodegradation--effects of pH and ammonium addition.

PubMed

Whang, Liang-Ming; Liu, Pao-Wen G; Ma, Chih-Chung; Cheng, Sheng-Shung

2009-05-30

This study investigated the effects of pH and ammonium concentrations on the potential application of two biosurfactants, surfactin (SF) and rhamnolipid (RL), for enhanced diesel biodegradation with a series of bench-scale experiments. In general, compared to the experiments without biosurfactant addition, adding RL or SF to diesel-water systems at concentrations above their critical micelle concentration (CMC) values benefited diesel emulsification, and therefore enhanced diesel biodegradation. The effects of pH on RL or SF-enhanced biodegradation of diesel were in good agreement with the trends of emulsion index values for RL or SF addition, respectively, under different pH conditions, suggesting that enhanced diesel emulsification by RL or SF addition promoted biodegradation of diesel. In diesel-water systems with 50mg/L of RL addition, an optimum pH condition for microbial growth and diesel biodegradation was found to be at a pH 7.2, while decreasing pH to 5.2 or increasing it to 8.4 reduced those parameters considerably. For the cases where 40 mg/L of SF was added, the enhancing ability shared a general trend with that observed for adding 50mg/L of RL as the pH increased from 5.2 to 7.2. Further increase of pH to 8.4, however, did not seem to negatively influence biodegradation and biomass growth. With respect to the effects of ammonium concentration on diesel biodegradation in diesel-water systems with 50mg/L of RL addition, an optimum ammonium addition for microbial growth and diesel biodegradation was found between 200 and 300 mg-N/L, but a dramatic decrease in growth and biodegradation occurred at ammonium addition up to 450 mg-N/L. For the cases where 40 mg/L of SF was added, an increase of ammonium addition from 50 to 200mg-N/L substantially increased microbial growth and biodegradation of diesel. Further increase of ammonium concentration to 450 mg-N/L, however, did not further improve diesel biodegradation.

Assessment of different dietary fibers (tomato fiber, beet root fiber, and inulin) for the manufacture of chopped cooked chicken products.

PubMed

Cava, Ramón; Ladero, Luis; Cantero, V; Rosario Ramírez, M

2012-04-01

Three dietary fibers (tomato fiber [TF], beet root fiber [BRF], and inulin) at 3 levels of addition (1%, 2%, and 3%) were assessed for the manufacture of chopped, cooked chicken products and compared with a control product without fiber added. The effect of fiber incorporation on (i) batters, (ii) cooked (30 min at 70 °C), and (iii) cooked and stored (for 10 d at 4 °C) chicken products were studied. The addition of the fiber to chicken meat products reduced the pH of chicken batters in proportional to the level of fiber addition. Fiber incorporation increased water-holding capacity but only the addition of TF reduced cook losses. The color of batters and cooked products was significantly modified by the type and level of fiber added. These changes were more noticeable when TF was added. Texture parameters were affected by the incorporation of TF and BRF; they increased the hardness in proportional to the level of addition. The addition of tomato and BRF to chicken meat products reduced lipid oxidation processes. These changes were dependent on the level of fiber added. The reduction of lipid oxidation processes was more marked in TF meat products than in products with other types of fibers. In contrast, the addition level of inulin increased TBA-RS numbers in chicken meat products. Although the addition of TF increased the redness of the meat products, the use of this fiber was more suitable as it reduced the extent of lipid oxidation processes. INDUSTRIAL APPLICATION: Nowadays, the reduction of fat and the increase of fiber content in meat products is one of the main goals of meat industry. Numerous sources of fiber can be added to the meat products; however, before that it is necessary to study their technological effect on raw and cooked meat products in order to evaluate their suitability for meat products manufacture. In addition, some of them could have beneficial effect on meat products conservation that could also increase their shelf life. © 2012 Institute of Food Technologists®

Humic acids as pseudocapacitive electrolyte additive for electrochemical double layer capacitors

NASA Astrophysics Data System (ADS)

Wasiński, Krzysztof; Walkowiak, Mariusz; Lota, Grzegorz

2014-06-01

Novel electrolyte additive for electrochemical capacitors has been reported. It has been demonstrated for the first time that addition of humic acids (HA) to KOH-based electrolyte significantly increases capacitance of symmetrical capacitors with electrodes made of activated carbon. Specific capacitances determined by means of galvanostatic charge/discharge, cyclic voltammetry and electrochemical impedance spectroscopy consistently showed increases for HA concentrations ranging from 2% w/w up to saturated solution with maximum positive effect observed for 5% w/w of the additive. The capacitance increase has been attributed to complex faradaic processes involving oxygen-containing groups of HA molecules. Due to abundant resources, low cost and easy processability the reported solution can find application in electrochemical capacitor technologies.

Effects of protease, phytase and a Bacillus sp. direct-fed microbial on nutrient and energy digestibility, ileal brush border digestive enzyme activity and cecal short-chain fatty acid concentration in broiler chickens.

PubMed

Murugesan, Ganapathi R; Romero, Luis F; Persia, Michael E

2014-01-01

Two experiments were conducted to determine the effects of protease and phytase (PP) and a Bacillus sp. direct-fed microbial (DFM) on dietary energy and nutrient utilization in broiler chickens. In the first experiment, Ross 308 broiler chicks were fed diets supplemented with PP and DFM in a 2×2 factorial arrangement. The 4 diets (control (CON), CON + PP, CON + DFM, and CON + PP + DFM) were fed from 15-21 days of age. In Experiment 1, significant interaction (P≤0.01) between PP and DFM on the apparent ileal digestibility coefficient for starch, crude protein, and amino acid indicated that both additives increased the digestibility. Both additives increased the nitrogen retention coefficient with a significant interaction (P≤0.01). Although no interaction was observed, significant main effects (P≤0.01) for nitrogen-corrected apparent ME (AMEn) for PP or DFM indicated an additive response. In a follow-up experiment, Ross 308 broiler chicks were fed the same experimental diets from 1-21 days of age. Activities of ileal brush border maltase, sucrase, and L-alanine aminopeptidase were increased (P≤0.01) by PP addition, while a trend (P = 0.07) for increased sucrase activity was observed in chickens fed DFM, in Experiment 2. The proportion of cecal butyrate was increased (P≤0.01) by DFM addition. Increased nutrient utilization and nitrogen retention appear to involve separate but complementary mechanisms for PP and DFM, however AMEn responses appear to have separate and additive mechanisms.

Enhanced Biogas Production from Nanoscale Zero Valent Iron-Amended Anaerobic Bioreactors

PubMed Central

Carpenter, Alexis Wells; Laughton, Stephanie N.; Wiesner, Mark R.

2015-01-01

Abstract Addition of nanoscale zero valent iron (NZVI) to anaerobic batch reactors to enhance methanogenic activity is described. Two NZVI systems were tested: a commercially available NZVI (cNZVI) slurry and a freshly synthesized NZVI (sNZVI) suspension that was prepared immediately before addition to the reactors. In both systems, the addition of NZVI increased pH and decreased oxidation/reduction potential compared with unamended control reactors. Biodegradation of a model brewery wastewater was enhanced as indicated by an increase in chemical oxygen demand removal with both sNZVI and cNZVI amendments at all concentrations tested (1.25–5.0 g Fe/L). Methane production increased for all NZVI-amended bioreactors, with a maximum increase of 28% achieved on the addition of 2.5 and 5.0 g/L cNZVI. Addition of bulk zero-valent iron resulted in only a 5% increase in methane, indicating the advantage of using the nanoscale particles. NZVI amendments further improved produced biogas by decreasing the amount of CO2 released from the bioreactor by approximately 58%. Overall, addition of cNZVI proved more beneficial than the sNZVI at equal iron concentrations, due to decreased colloidal stability and larger effective particle size of sNZVI. Although some have reported cytotoxicity of NZVI to anaerobic microorganisms, work presented here suggests that NZVI of a certain particle size and reactivity can serve as an amendment to anaerobic digesters to enhance degradation and increase the value of the produced biogas, yielding a more energy-efficient anaerobic method for wastewater treatment. PMID:26339183

Study and modification of the reactivity of carbon fibers

NASA Technical Reports Server (NTRS)

Walker, P. L., Jr.; Ismail, I. M.; Mahajan, O. P.; Eapen, T. A.

1980-01-01

The reactivity to air of polyactylonitrile-based carbon fiber cloth was enhanced by the addition of metals to the cloth. The cloth was oxidized in 54 wt% nitric acid in order to increase the surface area of the cloth and to add carbonyl groups to the surface. Metal addition was then achieved by soaking the cloth in metal acetate solution to effect exchange between the metal carbon and hydrogen on the carbonyl groups. The addition of potassium, sodium, calcium and barium enhanced fiber cloth reactivity to air at 573 K. Extended studies using potassium addition showed that success in enhancing fiber cloth reactivity to air depends on: extent of cloth oxidation in nitric acid, time of exchange in potassium acetate solution and the thoroughness of removing metal acetate from the fiber pore structure following exchange. Cloth reactivity increases essentially linearly with increase in potassium addition via exchange.

[Separation of PM2.5 from coal combustion with phase change].

PubMed

Yan, Jin-pei; Yang, Lin-jun; Zhang, Xia; Sun, Lu-juan; Zhang, Yu; Shen, Xiang-lin

2008-12-01

The influence of two methods of gas moisture conditioning on removal efficiency of PM2.5 from coal combustion with addition of atomized droplets and steam was investigated. The particles size distribution and number concentration were measured in real time by electrical low pressure impactor (ELPI). The results show that collection efficiency of PM2.5 from coal combustion can be highly improved with steam condensational enlargement. Particle stage collection efficiency increases with the particles, especially for those smaller than 0.3 microm. The separation efficiency can be improved by 60% with the size of particles increasing from 0.03 microm to 0.3 microm for 0.1 kg/m3 of steam addition. The removal efficiency is independent of the gas temperature at the inlet of conditioning chamber for steam addition. But it increases with the gas temperature obviously for atomized droplets addition, which can be improved by 30% with increasing gas temperature from 136 degrees C to 256 degrees C. High removal efficiency of PM2.5 from coal combustion can be obtained with atomized droplets evaporation in hot flue gas except for steam addition.

Microbial strengthening of loose sand.

PubMed

Banagan, B L; Wertheim, B M; Roth, M J S; Caslake, L F

2010-08-01

To test whether the addition of Flavobacterium johnsoniae could increase the strength of saturated Ottawa 30 sand. A box model was built that simulates groundwater-like flow through a main sand compartment. Strength tests were performed at seven locations and at two depths, 10.8 and 20.3 cm below the top of the tank, using a vane shear device before and after the addition of bacteria. After the addition of Fl. johnsoniae, sand samples were obtained from multiple sampling ports on the vertical sides of the box model. The presence of a bacterial biofilm was confirmed by staining these sand samples with SYTO-9 and Alexa Fluor 633 and viewing with a confocal microscope. The average shear strength increases after the addition of Fl. johnsoniae were 15.2-87.5%, depending on the experimental conditions. Flavobacterium johnsoniae caused a statistically significant increase in the strength of saturated Ottawa 30 sand. Biofilm-forming bacteria can increase the shear strength of saturated sand. The addition of biofilm-forming bacteria to a building site may be an alternate method to mitigate the effects of liquefaction.

Effects of Increased Nitrogen Availability on C and N Cycles in Tropical Forests: A Meta-Analysis.

PubMed

Bejarano-Castillo, Marylin; Campo, Julio; Roa-Fuentes, Lilia L

2015-01-01

Atmospheric N deposition is predicted to increase four times over its current status in tropical forests by 2030. Our ability to understand the effects of N enrichment on C and N cycles is being challenged by the large heterogeneity of the tropical forest biome. The specific response will depend on the forest's nutrient status; however, few studies of N addition appear to incorporate the nutrient status in tropical forests, possibly due to difficulties in explaining how this status is maintained. We used a meta-analysis to explore the consequences of the N enrichment on C and N cycles in tropical montane and lowland forests. We tracked changes in aboveground and belowground plant C and N and in mineral soil in response to N addition. We found an increasing trend of plant biomass in montane forests, but not in lowland forests, as well as a greater increase in NO emission in montane forest compared with lowland forest. The N2O and NO emission increase in both forest; however, the N2O increase in lowland forest was significantly even at first time N addition. The NO emission increase showed be greater at first term compared with long term N addition. Moreover, the increase in total soil N, ammonium, microbial N, and dissolved N concentration under N enrichment indicates a rich N status of lowland forests. The available evidence of N addition experiments shows that the lowland forest is richer in N than montane forests. Finally, the greater increase in N leaching and N gas emission highlights the importance of study the N deposition effect on the global climate change.

Effects of Increased Nitrogen Availability on C and N Cycles in Tropical Forests: A Meta-Analysis

PubMed Central

2015-01-01

Atmospheric N deposition is predicted to increase four times over its current status in tropical forests by 2030. Our ability to understand the effects of N enrichment on C and N cycles is being challenged by the large heterogeneity of the tropical forest biome. The specific response will depend on the forest’s nutrient status; however, few studies of N addition appear to incorporate the nutrient status in tropical forests, possibly due to difficulties in explaining how this status is maintained. We used a meta-analysis to explore the consequences of the N enrichment on C and N cycles in tropical montane and lowland forests. We tracked changes in aboveground and belowground plant C and N and in mineral soil in response to N addition. We found an increasing trend of plant biomass in montane forests, but not in lowland forests, as well as a greater increase in NO emission in montane forest compared with lowland forest. The N2O and NO emission increase in both forest; however, the N2O increase in lowland forest was significantly even at first time N addition. The NO emission increase showed be greater at first term compared with long term N addition. Moreover, the increase in total soil N, ammonium, microbial N, and dissolved N concentration under N enrichment indicates a rich N status of lowland forests. The available evidence of N addition experiments shows that the lowland forest is richer in N than montane forests. Finally, the greater increase in N leaching and N gas emission highlights the importance of study the N deposition effect on the global climate change. PMID:26633681

The hardness, microstructure, and pitting resistance of austenitic stainless steel Fe25Ni15Cr with the addition of tungsten, niobium, and vanadium

NASA Astrophysics Data System (ADS)

Prifiharni, Siska; Anwar, Moch. Syaiful; Nikitasari, Arini; Mabruri, Efendi

2018-05-01

In this work, the effect of 2% W, 1%Nb, and 1% V addition on the hardness, microstructure, and pitting resistance to austenitic stainless steel Fe25Ni15Cr was investigated. The specimens were prepared in induction melting furnace, followed by homogenizing at 1100°C for 24 h. Then, the specimens were solution treated at 975°C for 2 h followed by water quenching and aging at 725°C for 15 h. The hardness was measured by using Rockwell hardness B, and metallographic observation was conducted using optical microscope and SEM-EDS. The results show that the increament of W, Nb, and V in the austenitic stainless steel Fe25Ni15Crby increased the hardness. The metal carbide precipitation occurred at grain boundaries in niobium free alloy. The addition of Nb in the alloy promotes the Laves phase transformation, and addition of V increase Nb content in the Laves phase. Laves phase formation in alloys containing niobium during aging heat treatments lead to an increase in hardness. Addition of W, Nb, and V also increase pitting resistance of the Fe25Ni15Cr austenitic stainless steel. This can be attributed to an increasing level of niobium in the matrix.

Electrical properties of carbon nanotubes modified GaSe glassy system

NASA Astrophysics Data System (ADS)

Khan, Hana; Khan, Zubair M. S. H.; Islam, Shama; Rahman, Raja Saifu; Husain, M.; Zulfequar, M.

2018-05-01

In this paper we report the investigation of the effect of Carbon Nanotubes (CNT) addition on the electrical properties of GaSe Glassy system. Dielectric constant and dielectric loss of GaSe glassy system are found to increase on CNT addition. The conductivity of GaSe glasy systems is also found to increase on CNT addition. This behavior is attributed to the excellent conduction properties of Carbon Nanotube.

Response of AM fungi spore population to elevated temperature and nitrogen addition and their influence on the plant community composition and productivity

PubMed Central

Zhang, Tao; Yang, Xue; Guo, Rui; Guo, Jixun

2016-01-01

To examine the influence of elevated temperature and nitrogen (N) addition on species composition and development of arbuscular mycorrhizal fungi (AMF) and the effect of AMF on plant community structure and aboveground productivity, we conducted a 5-year field experiment in a temperate meadow in northeast China and a subsequent greenhouse experiment. In the field experiment, N addition reduced spore population diversity and richness of AMF and suppressed the spore density and the hyphal length density (HLD). Elevated temperature decreased spore density and diameter and increased the HLD, but did not affect AMF spore population composition. In the greenhouse experiment, AMF altered plant community composition and increased total aboveground biomass in both elevated temperature and N addition treatments; additionally, AMF also increased the relative abundance and aboveground biomass of the grasses Leymus chinensis (Poaceae) and Setaria viridis (Gramineae) and significantly reduced the relative abundance and aboveground biomass of the Suaeda corniculata (Chenopodiaceae). Although elevated temperature and N addition can affect species composition or suppress the development of AMF, AMF are likely to play a vital role in increasing plant diversity and productivity. Notably, AMF might reduce the threat of climate change induced degradation of temperate meadow ecosystems. PMID:27098761

Response of AM fungi spore population to elevated temperature and nitrogen addition and their influence on the plant community composition and productivity

NASA Astrophysics Data System (ADS)

Zhang, Tao; Yang, Xue; Guo, Rui; Guo, Jixun

2016-04-01

To examine the influence of elevated temperature and nitrogen (N) addition on species composition and development of arbuscular mycorrhizal fungi (AMF) and the effect of AMF on plant community structure and aboveground productivity, we conducted a 5-year field experiment in a temperate meadow in northeast China and a subsequent greenhouse experiment. In the field experiment, N addition reduced spore population diversity and richness of AMF and suppressed the spore density and the hyphal length density (HLD). Elevated temperature decreased spore density and diameter and increased the HLD, but did not affect AMF spore population composition. In the greenhouse experiment, AMF altered plant community composition and increased total aboveground biomass in both elevated temperature and N addition treatments; additionally, AMF also increased the relative abundance and aboveground biomass of the grasses Leymus chinensis (Poaceae) and Setaria viridis (Gramineae) and significantly reduced the relative abundance and aboveground biomass of the Suaeda corniculata (Chenopodiaceae). Although elevated temperature and N addition can affect species composition or suppress the development of AMF, AMF are likely to play a vital role in increasing plant diversity and productivity. Notably, AMF might reduce the threat of climate change induced degradation of temperate meadow ecosystems.

Nutrient additions in pristine Patagonian Sphagnum bog vegetation: can phosphorus addition alleviate (the effects of) increased nitrogen loads.

PubMed

Fritz, C; van Dijk, G; Smolders, A J P; Pancotto, V A; Elzenga, T J T M; Roelofs, J G M; Grootjans, A P

2012-05-01

Sphagnum-bog ecosystems have a limited capability to retain carbon and nutrients when subjected to increased nitrogen (N) deposition. Although it has been proposed that phosphorus (P) can dilute negative effects of nitrogen by increasing biomass production of Sphagnum mosses, it is still unclear whether P-addition can alleviate physiological N-stress in Sphagnum plants. A 3-year fertilisation experiment was conducted in lawns of a pristine Sphagnum magellanicum bog in Patagonia, where competing vascular plants were practically absent. Background wet deposition of nitrogen was low (≈ 0.1-0.2 g · N · m(-2) · year(-1)). Nitrogen (4 g · N · m(-2) · year(-1)) and phosphorus (1 g · P · m(-2) · year(-1)) were applied, separately and in combination, six times during the growing season. P-addition substantially increased biomass production of Sphagnum. Nitrogen and phosphorus changed the morphology of Sphagnum mosses by enhancing height increment, but lowering moss stem density. In contrast to expectations, phosphorus failed to alleviate physiological stress imposed by excess nitrogen (e.g. amino acid accumulation, N-saturation and decline in photosynthetic rates). We conclude that despite improving growth conditions by P-addition, Sphagnum-bog ecosystems remain highly susceptible to nitrogen additions. Increased susceptibility to desiccation by nutrients may even worsen the negative effects of excess nitrogen especially in windy climates like in Patagonia. © 2011 German Botanical Society and The Royal Botanical Society of the Netherlands.

The effect of iron plaque on lead translocation in soil-Carex cinerascens kukenth. system.

PubMed

Liu, Chunying; Gong, Xiaofeng; Chen, Chunli; Yang, Juyun; Xu, Sheng

2016-01-01

A pot experiment was conducted to investigate the effect of iron plaque on Pb uptake by and translocation in Carex cinerascens Kukenth. grown under open-air conditions. Using Scanning Electron Microscopy and Energy Dispersive X-Ray Spectrometry, iron plaque was present as an amorphous coating on root surfaces with uneven distribution. The amount of iron plaque increased significantly with increasing Fe additions regardless of Pb additions. The presence of iron plaque on the root surface of Carex cinerascens Kukenth. increased the concentrations of Pb adsorbed by iron plaque. The Pb percentage in whole roots increased by 14.52% at 500 mg kg(-1) Fe treatment than at 0 mg kg(-1) Fe, and the distribution coefficient (DC) of Pb and translocation factor (TF) root increased with Fe additions, but translocation factor (TF) shoot decreased with Fe additions. The results suggested that iron plaque could promote the translocation of Pb from soil to roots to some extent, and it played a role to reduce heavy metals pollution of Poyang Lake wetland.

Impact of Phosphorus-Based Food Additives on Bone and Mineral Metabolism.

PubMed

Gutiérrez, Orlando M; Luzuriaga-McPherson, Alexandra; Lin, Yiming; Gilbert, Linda C; Ha, Shin-Woo; Beck, George R

2015-11-01

Phosphorus-based food additives can substantially increase total phosphorus intake per day, but the effect of these additives on endocrine factors regulating bone and mineral metabolism is unclear. This study aimed to examine the effect of phosphorus additives on markers of bone and mineral metabolism. Design and Setting, and Participants: This was a feeding study of 10 healthy individuals fed a diet providing ∼1000 mg of phosphorus/d using foods known to be free of phosphorus additives for 1 week (low-additive diet), immediately followed by a diet containing identical food items; however, the foods contained phosphorus additives (additive-enhanced diet). Parallel studies were conducted in animals fed low- (0.2%) and high- (1.8%) phosphorus diets for 5 or 15 weeks. The changes in markers of mineral metabolism after each diet period were measured. Participants were 32 ± 8 years old, 30% male, and 70% black. The measured phosphorus content of the additive-enhanced diet was 606 ± 125 mg higher than the low-additive diet (P < .001). After 1 week of the low-additive diet, consuming the additive-enhanced diet for 1 week significantly increased circulating fibroblast growth factor 23 (FGF23), osteopontin, and osteocalcin concentrations by 23, 10, and 11%, respectively, and decreased mean sclerostin concentrations (P < .05 for all). Similarly, high-phosphorus diets in mice significantly increased blood FGF23, osteopontin and osteocalcin, lowered sclerostin, and decreased bone mineral density (P < .05 for all). The enhanced phosphorus content of processed foods can disturb bone and mineral metabolism in humans. The results of the animal studies suggest that this may compromise bone health.

Fast microwave-assisted catalytic co-pyrolysis of lignin and low-density polyethylene with HZSM-5 and MgO for improved bio-oil yield and quality.

PubMed

Fan, Liangliang; Chen, Paul; Zhang, Yaning; Liu, Shiyu; Liu, Yuhuan; Wang, Yunpu; Dai, Leilei; Ruan, Roger

2017-02-01

Fast microwave-assisted catalytic co-pyrolysis of lignin and low-density polyethylene (LDPE) with HZSM-5 and MgO was investigated. Effects of pyrolysis temperature, lignin to LDPE ratio, MgO to HZSM-5 ratio, and feedstock to catalyst ratio on the products yields and chemical profiles were examined. 500°C was the optimal co-pyrolysis temperature in terms of the maximum bio-oil yield. The proportion of aromatics increased with increasing LDPE content. In addition, with the addition of LDPE (lignin/LDPE=1/2), methoxyl group in the phenols was completely removed. A synergistic effect was found between lignin and LDPE. The proportion of aromatics increased and alkylated phenols decreased with increasing HZSM-5 to MgO ratio. The bio-oil yield increased with the addition of appropriate amount of catalyst and the proportion of alkylated phenols increased with increasing catalyst to feedstock ratio. Copyright © 2016 Elsevier Ltd. All rights reserved.

Effects of Exhaust Gas Recirculation on Performance and Emission Characteristic of SI Engine using Hydrogen and CNG Blends

NASA Astrophysics Data System (ADS)

Nitnaware, Pravin Tukaram; Suryawanshi, Jiwak G.

2018-01-01

This paper shows exhaust gas recirculation (EGR) effects on multi-cylinder bi-fuel SI engine using blends of 0, 5, 10 and 15% hydrogen by energy with CNG. All trials are performed at a speed of 3000, 3500 and 4000 rpm with EGR rate of 0, 5, 10 and 15%, with equal spark timing and injection pressure of 2.6 bar. At specific hydrogen percentage with increase in EGR rate NOx emission reduces drastically and increases with increase in hydrogen addition. Hydrocarbon (HC) and carbon monoxide (CO) emission decreases with increase in speed and hydrogen addition. There is considerable improvement in brake thermal efficiency (BTE) and brake specific energy consumption (BSEC) at 15% EGR rate. At 3000 rpm, 5% EGR rate with 5% hydrogen had shown maximum cylinder pressure. Brake specific fuel consumption (b.s.f.c) increased with increase in EGR rate and decreased with increase in hydrogen addition for all speeds.

Changes of Properties of Bitumen Binders by Additives Application

NASA Astrophysics Data System (ADS)

Remišová, Eva; Holý, Michal

2017-10-01

Requirements for properties of bituminous binders are determined in the European standards. The physico-chemical behaviour of bitumen depends on its colloidal structure (asphaltenes dispersed into an oily matrix constituted by saturates, aromatics and resins) that depends primarily on its crude source and processing. Bitumen properties are evaluated by group composition, elementary analysis, but more often conventional or functional tests. Bitumen for road uses is assessed according to the physical characteristics. For the purpose of improving the qualitative properties of bitumen and asphalts the additives are applied e.g. to increase elasticity, improving the heat stability, improving adhesion to aggregate, to decrease viscosity, increasing the resistance to aging, to prevent binder drainage from the aggregate surface, etc. The objective of presented paper is to assess and compare effect of additives on properties of bitumen binders. In paper, the results of bitumen properties, penetration, softening point, and dynamic viscosity of two paving grade bitumen 35/50, 50/70 and polymer modified bitumen PmB 45/80-75 are analyzed and also the changes of these properties by the application of selected additives (Sasobit, Licomont BS100, Wetfix BE and CWM) to improve adhesion to aggregate and improve workability. Measurements of properties have been performed according to the relevant European standards. The laboratory tests showed significantly increasing the softening point of paving grade bitumen 50/70 and 35/50 by 13 to 45°C. The effect of various additives on bitumen softening point is different. Penetration varies according to type of bitumen and type of used additive. The penetration values of modified bitumen PmB 45/80-75 with additives Sasobit and Licomont BS100 show increase of bitumen stiffness of 16 0.1mm and a shift in the gradation. The changes in penetration and in softening point significantly shown when calculating on Penetration index as a parameter of temperature susceptibility. The additives changed the viscosity of bitumen to lower values mostly with modified bitumen. In case of the additive Wetfix BE mix in 35/50caused the viscosity increase. The additive changes the properties of original bituminous binders, and that can affect the properties of asphalt mixtures and asphalt layers.

[Effects of straw returning combined with medium and microelements application on soil organic carbon sequestration in cropland.

PubMed

Jiang, Zhen Hui; Shi, Jiang Lan; Jia, Zhou; Ding, Ting Ting; Tian, Xiao Hong

2016-04-22

A 52-day incubation experiment was conducted to investigate the effects of maize straw decomposition with combined medium element (S) and microelements (Fe and Zn) application on arable soil organic carbon sequestration. During the straw decomposition, the soil microbial biomass carbon (MBC) content and CO 2 -C mineralization rate increased with the addition of S, Fe and Zn, respectively. Also, the cumulative CO 2 -C efflux after 52-day laboratory incubation significantly increased in the treatments with S, or Fe, or Zn addition, while there was no significant reduction of soil organic carbon content in the treatments. In addition, Fe or Zn application increased the inert C pools and their proportion, and apparent balance of soil organic carbon, indicating a promoting effect of Fe or Zn addition on soil organic carbon sequestration. In contrast, S addition decreased the proportion of inert C pools and apparent balance of soil organic carbon, indicating an adverse effect of S addition on soil organic carbon sequestration. The results suggested that when nitrogen and phosphorus fertilizers were applied, inclusion of S, or Fe, or Zn in straw incorporation could promote soil organic carbon mineralization process, while organic carbon sequestration was favored by Fe or Zn addition, but not by S addition.

Acute effects of aluminum and acidity upon nine stream insects. Technical completion report

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

Cook, W.; Haney, J.

1984-09-01

The effects of increased aluminum concentrations and decreased pH upon the larval stages of five caddisflies, two mayflies, a stonefly, and a beetle were tested. These insects were removed from two riffle habitats in southern New Hampshire, placed into artificial streams and subjected to additions of aluminum salts and sulfuric acid for a three-day period. Acute mortality and the drifting behavior over the three-day period were then analyzed using multiple linear regression. Aluminum additions caused increased mortality in the stonefly Nemoura nigratta and the caddisfly Macronema spp.; aluminum additions also increased the drift of the caddisfly Potamyia flava, but themore » response was small and likely due to the increased salinities in aluminum treatments.« less

Effect of exogenous phosphorus addition on soil respiration in Calamagrostis angustifolia freshwater marshes of Northeast China

NASA Astrophysics Data System (ADS)

Song, Changchun; Liu, Deyan; Song, Yanyu; Yang, Guisheng; Wan, Zhongmei; Li, Yingchen; Xu, Xiaofeng

2011-03-01

Anthropogenic activities have increased phosphorus (P) inputs to wetland ecosystems. However, little is known about the effect of P enrichment on soil respiration in these ecosystems. To understand the effect of P enrichment on soil respiration, we conducted a field experiment in Calamagrostis angustifolia-dominated freshwater marshes, the Sanjiang Plain, Northeast China. We investigated soil respiration in the first growing season after P addition at four rates (0, 1.2, 4.8 and 9.6 g P m-2 year-1). In addition, we also examined aboveground biomass, soil labile C fractions (dissolved organic C, DOC; microbial biomass C, MBC; easily oxidizable C, EOC) and enzyme activities (invertase, urease and acid phosphatase activities) following one year of P addition. P addition decreased soil respiration during the growing season. Dissolved organic C in soil pore water increased after P addition at both 5 and 15 cm depths. Moreover, increased P input generally inhibited soil MBC and enzyme activities, and had no effects on aboveground biomass and soil EOC. Our results suggest that, in the short-term, soil respiration declines under P enrichment in C. angustifolia-dominated freshwater marshes of Northeast China, and its extent varies with P addition levels.

Restoring Ecological Function to a Submerged Salt Marsh

USGS Publications Warehouse

Stagg, C.L.; Mendelssohn, I.A.

2010-01-01

Impacts of global climate change, such as sea level rise and severe drought, have altered the hydrology of coastal salt marshes resulting in submergence and subsequent degradation of ecosystem function. A potential method of rehabilitating these systems is the addition of sediment-slurries to increase marsh surface elevation, thus ameliorating effects of excessive inundation. Although this technique is growing in popularity, the restoration of ecological function after sediment addition has received little attention. To determine if sediment subsidized salt marshes are functionally equivalent to natural marshes, we examined above- and belowground primary production in replicated restored marshes receiving four levels of sediment addition (29-42 cm North American Vertical Datum of 1988 [NAVD 88]) and in degraded and natural ambient marshes (4-22 cm NAVD 88). Moderate intensities of sediment-slurry addition, resulting in elevations at the mid to high intertidal zone (29-36 cm NAVD 88), restored ecological function to degraded salt marshes. Sediment additions significantly decreased flood duration and frequency and increased bulk density, resulting in greater soil drainage and redox potential and significantly lower phytotoxic sulfide concentrations. However, ecological function in the restored salt marsh showed a sediment addition threshold that was characterized by a decline in primary productivity in areas of excessive sediment addition and high elevation (>36 cm NAVD 88). Hence, the addition of intermediate levels of sediment to submerging salt marshes increased marsh surface elevation, ameliorated impacts of prolonged inundation, and increased primary productivity. However, too much sediment resulted in diminished ecological function that was equivalent to the submerged or degraded system. ?? 2010 Society for Ecological Restoration International.

Effect of Halide Flux on Physicochemical Properties of MgCl2-Based Molten Salts for Accelerating Zirconium Production: Thermodynamic Assessment

NASA Astrophysics Data System (ADS)

Shin, Jae Hong; Park, Joo Hyun

2016-09-01

The effective halide flux additive for increasing the density of MgCl2 mixture and for decreasing the activity of MgCl2 was investigated in order to improve the reaction efficiency between gaseous ZrCl4 and fresh Mg melt to produce zirconium sponge. Thermochemical computation using FactSageTM software was primarily carried out, followed by the experimental confirmation. The addition of CaCl2, BaCl2, MgF2, and CaF2 to the molten MgCl2 increases the density of the melts, indicating that these halide additives can be a candidate to increase the density of the MgCl2-based molten salts. Among them, BaCl2, MgF2, and CaF2 are the useful additives. The activity of MgCl2 can be reduced by the addition of BaCl2, KCl, NaCl, MgF2, and CaF2, among which the CaF2 is the most effective additive to reduce the activity of MgCl2 with the strongest negative deviation from an ideality. Thus, the addition of CaF2 to the MgCl2, forming the MgCl2-CaF2 binary melt, is the most effective way not only to increase the density of the melt but also to decrease the activity of MgCl2, which was experimentally confirmed. Consequently, the production rate of zirconium sponge by magnesiothermic reduction process can be accelerated by the addition of CaF2.

Carbon and nitrogen mineralization and enzyme activities in soil aggregate-size classes: Effects of biochar, oyster shells, and polymers.

PubMed

Awad, Yasser Mahmoud; Lee, Sang Soo; Kim, Ki-Hyun; Ok, Yong Sik; Kuzyakov, Yakov

2018-05-01

Biochar (BC) and polymers are cost-effective additives for soil quality improvement and long-term sustainability. The additional use of the oyster shells (OS) powder in BC- or polymer-treated soils is recommended as a nutrient source, to enhance aggregation and to increase enzyme activities. The effects of soil treatments (i.e., BC (5 Mg ha -1 ) and polymers (biopolymer at 0.4 Mg ha -1 or polyacrylamide at 0.4 Mg ha -1 ) with or without the OS (1%)) on the short-term changes were evaluated based on a 30-day incubation experiment with respect to several variables (e.g., CO 2 release, NH 4 + and NO 3 - concentrations, aggregate-size classes, and enzyme activities in an agricultural Luvisol). The BC and BP with the addition of OS increased the portion of microaggregates (<0.25 mm) relative to the control soil without any additions, while PAM alone increased the portion of large macroaggregates (1-2 mm). Concentrations of NO 3 - also increased in soils treated with OS, OS + BC, and OS + BP as result of the increased chitinase and leucine aminopeptidase activities. The BC and BP when treated with the additional OS had significant short-term impacts on N mineralization without affecting C mineralization in soil. Consequently, the combination of BC or BP with OS was seen to accelerate N turnover without affecting C turnover (and related C losses) from soil. As such, the addition of these additives contributed considerably to the improvement of soil fertility and C sequestration. Copyright © 2018 Elsevier Ltd. All rights reserved.

Antiinflammatory and ROS Suppressive Effects of the Addition of Fiber to a High-Fat High-Calorie Meal.

PubMed

Ghanim, Husam; Batra, Manav; Abuaysheh, Sanaa; Green, Kelly; Makdissi, Antoine; Kuhadiya, Nitesh D; Chaudhuri, Ajay; Dandona, Paresh

2017-03-01

Fiber intake is associated with a reduction in the occurrence of cardiovascular events and diabetes. To investigate whether the addition of fiber to a high-fat, high-calorie (HFHC) meal prevents proinflammatory changes induced by the HFHC meal. Ten normal fasting subjects consumed an HFHC meal with or without an additional 30 g of insoluble dietary fiber on 2 separate visits. Blood samples were collected over 5 hours, and mononuclear cells (MNCs) were isolated. Fiber addition to the HFHC meal significantly lowered glucose excursion in the first 90 minutes and increased insulin and C-peptide secretion throughout the 5-hour follow-up period compared with the meal alone. The HFHC meal induced increases in lipopolysaccharide (LPS) concentrations, MNC reactive oxygen species generation, and the expression of interleukin (IL)-1β, tumor necrosis factor α (TNF-α), Toll-like receptor (TLR)-4, and CD14. The addition of fiber prevented an increase in LPS and significantly reduced the increases in ROS generation and the expression of IL-1β, TNF-α, TLR-4, and CD14. In addition, the meal increased Suppressor of cytokine signaling (SOCS)-3 and protein tyrosine phosphatase 1B (PTP-1B) messenger RNA and protein levels, which were inhibited when fiber was added. The addition of fiber to a proinflammatory HFHC meal had beneficial anti-inflammatory and metabolic effects. Thus, the fiber content of the American Heart Association meal may contribute to its noninflammatory nature. If these actions of dietary fiber are sustained following long-term intake, they may contribute to fiber's known benefits in the prevention of insulin resistance, type 2 diabetes, and atherosclerosis. Copyright © 2017 by the Endocrine Society

Versatility of Cooperative Transcriptional Activation: A Thermodynamical Modeling Analysis for Greater-Than-Additive and Less-Than-Additive Effects

PubMed Central

Frank, Till D.; Carmody, Aimée M.; Kholodenko, Boris N.

2012-01-01

We derive a statistical model of transcriptional activation using equilibrium thermodynamics of chemical reactions. We examine to what extent this statistical model predicts synergy effects of cooperative activation of gene expression. We determine parameter domains in which greater-than-additive and less-than-additive effects are predicted for cooperative regulation by two activators. We show that the statistical approach can be used to identify different causes of synergistic greater-than-additive effects: nonlinearities of the thermostatistical transcriptional machinery and three-body interactions between RNA polymerase and two activators. In particular, our model-based analysis suggests that at low transcription factor concentrations cooperative activation cannot yield synergistic greater-than-additive effects, i.e., DNA transcription can only exhibit less-than-additive effects. Accordingly, transcriptional activity turns from synergistic greater-than-additive responses at relatively high transcription factor concentrations into less-than-additive responses at relatively low concentrations. In addition, two types of re-entrant phenomena are predicted. First, our analysis predicts that under particular circumstances transcriptional activity will feature a sequence of less-than-additive, greater-than-additive, and eventually less-than-additive effects when for fixed activator concentrations the regulatory impact of activators on the binding of RNA polymerase to the promoter increases from weak, to moderate, to strong. Second, for appropriate promoter conditions when activator concentrations are increased then the aforementioned re-entrant sequence of less-than-additive, greater-than-additive, and less-than-additive effects is predicted as well. Finally, our model-based analysis suggests that even for weak activators that individually induce only negligible increases in promoter activity, promoter activity can exhibit greater-than-additive responses when transcription factors and RNA polymerase interact by means of three-body interactions. Overall, we show that versatility of transcriptional activation is brought about by nonlinearities of transcriptional response functions and interactions between transcription factors, RNA polymerase and DNA. PMID:22506020

Influence of a direct-fed microbial and xylanase enzyme on the dietary energy uptake efficiency and performance of broiler chickens.

PubMed

Murugesan, Ganapathi Raj; Persia, Michael E

2015-09-01

Efficacy of a multi-strain direct-fed microbial product (PoultryStar(®) ME; PS) and a xylanase enzyme product on the dietary energy utilization efficiency and resulting performance in broiler chickens was evaluated. Apart from performance parameters, cecal and serum metabolites and activities of hepatic enzymes involved in energy metabolism were also determined. Ross 308 chicks were fed one of four experimental diets [control (CON), CON + PS, CON + xylanase and CON + PS + xylanase] using a 2 × 2 factorial arrangement from 1-21 days of age. Cecal proportions of propionate and butyrate, as well as total short-chain fatty acid concentration were increased (P <0.01) by PS suggesting increased fermentation of dietary fiber. Both additives reduced (P <0.01) serum non-esterified free fatty acids, while PS reduced (P <0.01) serum triglyceride. Hepatic glycogen concentration was increased (P <0.01) by both additives. Changes in these serum metabolites and hepatic glycogen indicate the influence of additives in swiftly transitioning the birds from fasting to feeding metabolism. The activity of hepatic glucose-6-phosphate dehydrogenase (G6PDH) was increased (P <0.01) by PS. Elevated hepatic glycogen and G6PDH activity indicate increased glucose-sparing potential. Feed conversion ratio (FCR) was lowered by both additives, while the magnitude of reduction was higher with the combination. The combination worked synergistically, compared to their individual effects, to increase dietary energy uptake and hepatic energy retention. The combination additively increased the FCR, suggesting involvement of synergistic modes of actions. © 2014 Society of Chemical Industry.

Running economy and energy cost of running with backpacks.

PubMed

Scheer, Volker; Cramer, Leoni; Heitkamp, Hans-Christian

2018-05-02

Running is a popular recreational activity and additional weight is often carried in backpacks on longer runs. Our aim was to examine running economy and other physiological parameters while running with a 1kg and 3 kg backpack at different submaximal running velocities. 10 male recreational runners (age 25 ± 4.2 years, VO2peak 60.5 ± 3.1 ml·kg-1·min-1) performed runs on a motorized treadmill of 5 minutes durations at three different submaximal speeds of 70, 80 and 90% of anaerobic lactate threshold (LT) without additional weight, and carrying a 1kg and 3 kg backpack. Oxygen consumption, heart rate, lactate and RPE were measured and analysed. Oxygen consumption, energy cost of running and heart rate increased significantly while running with a backpack weighing 3kg compared to running without additional weight at 80% of speed at lactate threshold (sLT) (p=0.026, p=0.009 and p=0.003) and at 90% sLT (p<0.001, p=0.001 and p=0.001). Running with a 1kg backpack showed a significant increase in heart rate at 80% sLT (p=0.008) and a significant increase in oxygen consumption and heart rate at 90% sLT (p=0.045 and p=0.007) compared to running without additional weight. While running at 70% sLT running economy and cardiovascular effort increased with weighted backpack running compared to running without additional weight, however these increases did not reach statistical significance. Running economy deteriorates and cardiovascular effort increases while running with additional backpack weight especially at higher submaximal running speeds. Backpack weight should therefore be kept to a minimum.

Effects of Protease, Phytase and a Bacillus sp. Direct-Fed Microbial on Nutrient and Energy Digestibility, Ileal Brush Border Digestive Enzyme Activity and Cecal Short-Chain Fatty Acid Concentration in Broiler Chickens

PubMed Central

Murugesan, Ganapathi R.; Romero, Luis F.; Persia, Michael E.

2014-01-01

Two experiments were conducted to determine the effects of protease and phytase (PP) and a Bacillus sp. direct-fed microbial (DFM) on dietary energy and nutrient utilization in broiler chickens. In the first experiment, Ross 308 broiler chicks were fed diets supplemented with PP and DFM in a 2×2 factorial arrangement. The 4 diets (control (CON), CON + PP, CON + DFM, and CON + PP + DFM) were fed from 15–21 days of age. In Experiment 1, significant interaction (P≤0.01) between PP and DFM on the apparent ileal digestibility coefficient for starch, crude protein, and amino acid indicated that both additives increased the digestibility. Both additives increased the nitrogen retention coefficient with a significant interaction (P≤0.01). Although no interaction was observed, significant main effects (P≤0.01) for nitrogen-corrected apparent ME (AMEn) for PP or DFM indicated an additive response. In a follow-up experiment, Ross 308 broiler chicks were fed the same experimental diets from 1–21 days of age. Activities of ileal brush border maltase, sucrase, and L-alanine aminopeptidase were increased (P≤0.01) by PP addition, while a trend (P = 0.07) for increased sucrase activity was observed in chickens fed DFM, in Experiment 2. The proportion of cecal butyrate was increased (P≤0.01) by DFM addition. Increased nutrient utilization and nitrogen retention appear to involve separate but complementary mechanisms for PP and DFM, however AMEn responses appear to have separate and additive mechanisms. PMID:25013936

[Characteristics of Adsorption Leaching and Influencing Factors of Dimethyl Phthalate in Purple Soil].

PubMed

Wang, Qiang; Song, Jiao-yan; Zeng, Wei; Wang, Fa

2016-02-15

The typical soil-purple soil in Three Gorges Reservoir was the tested soil, the characteristics of adsorption leaching of dimethyl phthalate (DMP) in contaminated water by the soil, and the influencing factors in the process were conducted using soil column leaching experiment. The results showed that the parabolic equation was the best equation describing adsorption kinetics of DMP by soils. The concentration of DMP in the leaching solution had significant effect on the adsorption amounts of DMP. With the increasing concentration of DMP in the leaching solution, the adsorption capacities of DMP by purple soil increased linearly. The ionic strength and pH in leaching solution had significant effects on adsorption of DMP. On the whole, increasing of the ionic strength restrained the adsorption. The adsorption amounts at pH 5.0-7.0 were more than those under other pH condition. The addition of exogenous organic matter (OM) in purple soil increased the adsorption amount of DMP by purple soil. However, the adsorption amount was less than those with other addition amounts of exogenous OM when the addition of exogenous OM was too high (> or = 30 g x kg(-1)). The addition of surfactant sodium dodecylbenzene sulfonic acid (SDBS) in purple soil increased the adsorption amount of DMP by purple soil. The adsorption amount was maximal when the addition amount of SDBS was 50 mg x kg(-1). However, the adsorption amounts decreased with increasing addition amounts of SDBS although the adsorption amounts were still more than that of the control group, and the adsorption amount was almost equal to that of the control group when the addition amount of SDBS was 800 mg x kg(-1). Continuous leaching time affected the vertical distribution of DMP in the soil column. When the leaching time was shorter, the upper soil column adsorbed more DMP, while the DMP concentrations in upper and lower soil columns became similar with the extension of leaching time.

Effects of Molybdenum and Vanadium Addition on Tensile and Charpy Impact Properties of API X70 Linepipe Steels

NASA Astrophysics Data System (ADS)

Kim, Young Min; Shin, Sang Yong; Lee, Hakcheol; Hwang, Byoungchul; Lee, Sunghak; Kim, Nack J.

2007-08-01

This study is concerned with the effects of V and Mo addition on tensile and Charpy impact properties of API X70 linepipe steels. Twelve kinds of steel specimens were produced by varying V and Mo additions and rolling conditions. The addition of V and Mo promoted the formation of acicular ferrite (AF), banitic ferrite (BF), and martensite-austenite (MA) constituents, while suppressing the formation of polygonal ferrite (PF) or pearlite (P). The tensile test results indicated that the tensile strength of the specimens rolled in the two-phase region increased with the addition of V and Mo, while the yield strength did not vary much in these specimens except the water-cooled specimens, which showed the increased yield strength with addition of Mo. The tensile strength of specimens rolled in the single-phase region followed by water cooling increased with increasing V and Mo contents. The yield strength, however, did not vary much with increasing V content or with addition of Mo to the low-V alloy. In these specimens, a substantial increase in the strengths was achieved only when Mo was added to the high-V alloy. The specimens rolled in the single-phase region had higher upper-shelf energy (USE) and lower ductile-brittle transition temperature (DBTT) than the specimens rolled in the two-phase region, because their microstructures were composed of AF and fine PF. According to the electron backscatter diffraction (EBSD) analysis data, the effective grain size in AF was determined by crystallographic packets composed of a few fine grains having similar orientations. Thus, the decreased DBTT in the specimens rolled in the single-phase region could be explained by the decrease in the overall effective grain size due to the presence of AF having smaller effective grain size.

Dielectric properties and microstructure of sintered BaTiO3 fabricated by using mixed 150-nm and 80-nm powders with various additives

NASA Astrophysics Data System (ADS)

Oh, Min Wook; Kang, Jae Won; Yeo, Dong Hun; Shin, Hyo Soon; Jeong, Dae Yong

2015-04-01

Recently, the use of small-sized BaTiO3 particles for ultra-thin MLCC research has increased as a method for minimizing the dielectric layer's thickness in thick film process. However, when particles smaller than 100 nm are used, the reduced particle size leads to a reduced dielectric constant. The use of nanoparticles, therefore, requires an increase in the amount of additive used due to the increase in the specific surface area, thus increasing the production cost. In this study, a novel method of coating 150-nm and 80-nm BaTiO3 powders with additives and mixing them together was employed, taking advantage of the effect obtained through the use of BaTiO3 particles smaller than 100 nm, to conveniently obtain the desired dielectric constant and thermal characteristics. Also, the microstructure and the dielectric properties were evaluated. The additives Dy, Mn, Mg, Si, and Cr were coated on a 150-nm powder, and the additives Dy, Mn, Mg, and Si were coated on 80-nm powder, followed by mixing at a ratio of 1:1. As a result, the microstructure revealed grain formation according to the liquid-phase additive Si; additionally, densification was well realized. However, non-reducibility was not obtained, and the material became a semiconductor. When the amount of added Mn in the 150-nm powder was increased to 0.2 and 0.3 mol%, insignificant changes in the microstructure were observed, and the bulk density after mixing was found to have increased drastically in comparison to that before mixing. Also, non-reducibility was obtained for certain conditions. The dielectric property was found to be consistent with the densification and the grain size. The mixed composition #1-0.3 had a dielectric constant over 2000, and the result somewhat satisfied the dielectric constant temperature dependency for X6S.

Increasing meat product functionality by the addition of milled flaxseed Linum usitatissimum.

PubMed

Zając, Marzena; Kulawik, Piotr; Tkaczewska, Joanna; Migdał, Władysław; Pustkowiak, Henryk

2017-07-01

Functional meat products are still rare on the market because it is difficult to incorporate new ingredients and obtain both a healthy and acceptable product. Flaxseed is known for its beneficial properties and, in the present study, it was used as an ingredient in the production of homogenised and liver sausages (0%, 5% and 10% flaxseed addition). Homogenised and liver sausages with the addition of 5% flaxseed were given the highest scores by the consumers, although the colour changed with the addition of flaxseed. The spreadability and hardness of the liver sausages increased with the addition of flaxseed, whereas the texture of homogenised sausages did not change. Addition of flaxseed improved the fatty acids profile from a health point of view for both products, as a result of increasing n-3 fatty acids and overall polyunsaturated fatty acids content. Values for thiobarbituric acid reactive substances were higher in products with flaxseed and were observed to increase during storage. The results of the present study indicate that it is possible to obtain products that are acceptable by consumers and, at the same time, are more healthy. A high level of α-linolenic acid in the sausages at a level of addition of 5% allows the product to be labelled with information regarding their high omega-3 fatty acid content. However, those products are more susceptible to oxidation. © 2016 Society of Chemical Industry. © 2016 Society of Chemical Industry.

Dynamics of microbial community composition and soil organic carbon mineralization in soil following addition of pyrogenic and fresh organic matter.

PubMed

Whitman, Thea; Pepe-Ranney, Charles; Enders, Akio; Koechli, Chantal; Campbell, Ashley; Buckley, Daniel H; Lehmann, Johannes

2016-12-01

Pyrogenic organic matter (PyOM) additions to soils can have large impacts on soil organic carbon (SOC) cycling. As the soil microbial community drives SOC fluxes, understanding how PyOM additions affect soil microbes is essential to understanding how PyOM affects SOC. We studied SOC dynamics and surveyed soil bacterial communities after OM additions in a field experiment. We produced and mixed in either 350 °C corn stover PyOM or an equivalent initial amount of dried corn stover to a Typic Fragiudept soil. Stover increased SOC-derived and total CO 2 fluxes (up to 6x), and caused rapid and persistent changes in bacterial community composition over 82 days. In contrast, PyOM only temporarily increased total soil CO 2 fluxes (up to 2x) and caused fewer changes in bacterial community composition. Of the operational taxonomic units (OTUs) that increased in response to PyOM additions, 70% also responded to stover additions. These OTUs likely thrive on easily mineralizable carbon (C) that is found both in stover and, to a lesser extent, in PyOM. In contrast, we also identified unique PyOM responders, which may respond to substrates such as polyaromatic C. In particular, members of Gemmatimonadetes tended to increase in relative abundance in response to PyOM but not to fresh organic matter. We identify taxa to target for future investigations of the mechanistic underpinnings of ecological phenomena associated with PyOM additions to soil.

Tailoring the strength and porosity of rapid-hardening magnesia phosphate paste via the pre-foaming method

PubMed Central

Liu, Li-Jie; Li, Jin-Hong; Wang, Xiang; Qian, Ting-Ting; Li, Xiao-Hui

2015-01-01

High-porosity magnesia phosphate paste (HPMPP) was prepared via the pre-foaming method. In the pre-foaming method, sintering treatment was not required. The bulk density and maximum compressive strength of the HPMPP prepared according to the ratio of water to solids (W/So) of 0.32 reached 464.00 ± 5.00 Kg/m3 and 0.30 ± 0.05 MPa, respectively. The compressive strength increased with the increases in the addition amounts of sodium silicate and polypropylene fibers. The bulk density of HPMPP increased with the increase in the addition of sodium silicate and decreased with the increase in the addition of polypropylene fibers. Besides, the porosity of the magnesia phosphate paste increased from 79.85% to 81.27% and from 80.31% to 83.75% after the addition of sodium silicate and polypropylene fibers respectively. The highest porosity (83.75%) of the prepared HPMPP was realized under the addition proportion (sodium silicate: polypropylene fibers: solids = 0.06:0.0025:1). The average pore size of the prepared HPMPP is about 180 μm and the pore distribution range is relatively narrow. The hydration product (struvite) is combined with MgO particle one by one and then coated on the surface of bubbles. With the decrease of the water content, after breaking bubbles, the porous structure can be achieved. PMID:26268675

Effect of additives on the tensile performance and protein solubility of industrial oilseed residual based plastics.

PubMed

Newson, William R; Kuktaite, Ramune; Hedenqvist, Mikael S; Gällstedt, Mikael; Johansson, Eva

2014-07-16

Ten chemical additives were selected from the literature for their proposed modifying activity in protein-protein interactions. These consisted of acids, bases, reducing agents, and denaturants and were added to residual deoiled meals of Crambe abyssinica (crambe) and Brassica carinata (carinata) to modify the properties of plastics produced through hot compression molding at 130 °C. The films produced were examined for tensile properties, protein solubility, molecular weight distribution, and water absorption. Of the additives tested, NaOH had the greatest positive effect on tensile properties, with increases of 105% in maximum stress and 200% in strain at maximum stress for crambe and a 70% increase in strain at maximum stress for carinata. Stiffness was not increased by any of the applied additives. Changes in tensile strength and elongation for crambe and elongation for carinata were related to changes in protein solubility. Increased pH was the most successful in improving the protein aggregation and mechanical properties within the complex chemistry of residual oilseed meals.

Changes in antioxidant activity and phenolic acid composition of tarhana with steel-cut oats.

PubMed

Kilci, A; Gocmen, D

2014-02-15

Steel-cut oats (SCO) was used to replace wheat flour in the tarhana formulation (control) at the levels of 10%, 20%, 30% and 40% (w/w). Control sample included no SCO. Substitution of wheat flour in tarhana formulation with SCO affected the mineral contents positively. SCO additions also increased phenolic acid contents of tarhana samples. The most abundant phenolic acids were ferulic and vanillic acids, followed by syringic acid in the samples with SCO. Tarhana samples with SCO also showed higher antioxidant activities than the control. Compared with the control, the total phenolic content increased when the level of SCO addition was increased. SCO addition did not have a deteriorative effect on sensory properties of tarhana samples and resulted in acceptable soup properties in terms of overall acceptability. SCO addition improved the nutritional and functional properties of tarhana by causing increases in antioxidant activity, phenolic content and phenolic acids. Copyright © 2013 Elsevier Ltd. All rights reserved.

Increase of methane formation by ethanol addition during continuous fermentation of biogas sludge.

PubMed

Refai, Sarah; Wassmann, Kati; van Helmont, Sebastian; Berger, Stefanie; Deppenmeier, Uwe

2014-12-01

Very recently, it was shown that the addition of acetate or ethanol led to enhanced biogas formation rates during an observation period of 24 h. To determine if increased methane production rates due to ethanol addition can be maintained over longer time periods, continuous reactors filled with biogas sludge were developed which were fed with the same substrates as the full-scale reactor from which the sludge was derived. These reactors are well reflected conditions of a full-scale biogas plant during a period of 14 days. When the fermenters were pulsed with 50-100 mM ethanol, biomethanation increased by 50-150 %, depending on the composition of the biogas sludge. It was also possible to increase methane formation significantly when 10-20 mM pure ethanol or ethanolic solutions (e.g. beer) were added daily. In summary, the experiments revealed that "normal" methane production continued to take place, but ethanol led to production of additional methane.

Application of Moldavian dragonhead (Dracocephalum moldavica L.) leaves addition as a functional component of nutritionally valuable corn snacks.

PubMed

Wójtowicz, Agnieszka; Oniszczuk, Anna; Oniszczuk, Tomasz; Kocira, Sławomir; Wojtunik, Karolina; Mitrus, Marcin; Kocira, Anna; Widelski, Jarosław; Skalicka-Woźniak, Krystyna

2017-09-01

Application of Moldavian dragonhead ( Dracocephalum moldavica L.) leaves in extruded snacks was evaluated. Directly expanded corn snacks (crisps) were supplemented with 5-20% of dragonhead leaves. The supplemented snacks were characterized to have improved nutritional value and were a good source of dietary fibre. The presence of phenolic compounds, especially rosmarinic acid, showed a high antioxidant potential and a radical scavenging activity of tested snacks, especially if a high content of additive was used. The increasing amount of additive also had an impact on the physical properties of extrudates lowering the expansion ratio, water absorption and solubility, yet increasing bulk density, cutting force and the breaking index of the enriched snacks. The highest viscosity was observed at 5 and 10% addition level. The increasing amount of dragonhead leaves lowered the brightness of snacks and increased the greenness tint significantly. A sensory evaluation showed good acceptability of snacks enriched with up to 15% of dragonhead dried leaves. Dried leaves of the Moldavian dragonhead seem to be a prospective functional additive for extruded crisps with a high nutritional value, especially because of dietary fibre and rosmarinic acid content, a strong antioxidant potential and acceptable sensory properties.

Effect of Zirconium Addition on Microstructure and Mechanical Property of TiC/Ti6A14V Composites

NASA Astrophysics Data System (ADS)

Ma, Xuliang; Wang, Xiang; Li, Li; Gai, Pengtao; Zhu, Chengwu

TiC/Ti6A14V composites with different Zr additions were prepared successfully in a consumable vacuum arc furnace equipped with a water-cooled copper crucible and the effect of the Zr content on the microstructure and mechanical property of 15 vol.%TiC/Ti6A14V composites was investigated by XRD, SEM and hardness testing. The results show that when the level of Zr addition is less than 4 wt.%, the morphology of the primary TiC in the composites is dendrite, and the petal-shape, piece-shape or palpus-shape eutectic TiC separates out around the primary TiC. The average size of the primary TiC decreases and the amount of eutectic TiC increases gradually with increasing Zr content. The effects of Zr on morphology of the primary TiC weaken with further addition of Zr. And the hardness (HRC) of composites was obviously increased in the whole range of Zr addition. The refinement mechanism of Zr was attributed to the combined effects of increase in nucleation rate at the constitutionally supercooled zone ahead of the solidification front and reduction in growth rate.

[A study of the properties of compacts from a mixed dry binder on the base of alpha-lactose monohydrate and microcrystalline cellulose].

PubMed

Muzíková, J; Páleník, L

2005-05-01

The paper studies the tensile strength and disintegration time of compacts from the mixed dry binder MicroceLac 100. Tensile strength and disintegration time of tablets were tested in connection with the following factors: compression force, compression rate, addition of magnesium stearate, addition of ascorbic acid, the model active principle. The compression forces employed were 5, 6, and 7 kN, compression rates, 20 and 40 mm/min, stearate concentration 0, 0.4, and 0.8%, ascorbic acid concentration, 25 and 50%. With increasing addition of the stearate, the strength of compacts from MicroceLacu 100 was decreased for both compression rates, but with a higher rate, in a concentration of 0.4%, the decrease in strength was more marked. Disintegration time was increased with compression force and the addition of the stearate, but in all cases it was very short. Increased addition of ascorbic acid further intensified the decrease in the strength of compacts and decreased the disintegration time and the effect of the stearate on it. Disintegration time of compacts with ascorbic acid in a concentration of 50% did not increase with compression force.

Shielding gas selection for increased weld penetration and productivity in GTA welding

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

Leinonen, J.I.

1996-12-31

The effects of hydrogen and helium additions to the argon shielding gas on GTA weld pool profiles in the case of two austenitic stainless steel sheets 3 mm thick are investigated here in detail. One of the test steels shows good weldability, with a relatively deep, narrow weld pool profile, but the other is poorly weldable, with a shallow, wide weld pool when argon shielding gas is used. Bead-on-plate test welds were produced with arc shields of argon, argon with hydrogen additions of 2 to 18.2% and argon with helium additions of 20 to 80%. The hydrogen additions increases themore » depth of weld penetration in both test steels, but productivity with respect to maximum welding speed can be improved to an accepted level only with steel sheets of good weldability in terms of a relatively high depth/width (D/W) ratio. The depth of penetration in the test steel of good weldability increased somewhat with helium additions and the D/W ratio remained unchanged, while these parameters increased markedly in the poorly weldable steel when a He-20% Ar shielding gas was used and resembled those of the more weldable steel.« less

Acoustic cavitation studies

NASA Astrophysics Data System (ADS)

Crum, L. A.

1981-09-01

The primary thrust of this study was toward a more complete understanding of general aspects of acoustic cavitation. The effect of long-chain polymer additives on the cavitation threshold was investigated to determine if they reduced the acoustic cavitation threshold in a similar manner to the observed reduction in the cavitation index in hydrodynamic cavitation. Measurements were made of the acoustic cavitation threshold as a function of polymer concentration for additives such as guar gum and polyethelene oxide. The measurements were also made as a function of dissolved gas concentration, surface tension and viscosity. It was determined that there was a significant increase in the acoustic cavitation threshold for increased concentrations of the polymer additives (measurable effects could be obtained for concentrations as low as a few parts per million). One would normally expect that an additive that reduces surface tension to decrease the pressure required to cause a cavity to grow and thus these additives, at first thought, should reduce the threshold. However, even in the hydrodynamic case, the threshold was increased. In both of the hydrodynamic cases considered, the explanation for the increased threshold was given in terms of changed fluid dynamics rather than changed physical properties of the fluid.

Interactive Effects of Nitrogen and Phosphorus on Soil Microbial Communities in a Tropical Forest

PubMed Central

Liu, Lei; Zhang, Tao; Gilliam, Frank S.; Gundersen, Per; Zhang, Wei; Chen, Hao; Mo, Jiangming

2013-01-01

Elevated nitrogen (N) deposition in humid tropical regions may exacerbate phosphorus (P) deficiency in forests on highly weathered soils. However, it is not clear how P availability affects soil microbes and soil carbon (C), or how P processes interact with N deposition in tropical forests. We examined the effects of N and P additions on soil microbes and soil C pools in a N-saturated old-growth tropical forest in southern China to test the hypotheses that (1) N and P addition will have opposing effects on soil microbial biomass and activity, (2) N and P addition will alter the composition of the microbial community, (3) the addition of N and P will have interactive effects on soil microbes and (4) addition-mediated changes in microbial communities would feed back on soil C pools. Phospholipid fatty acid (PLFA) analysis was used to quantify the soil microbial community following four treatments: Control, N addition (15 g N m−2 yr−1), P addition (15 g P m−2 yr−1), and N&P addition (15 g N m−2 yr−1 plus 15 g P m−2 yr−1). These were applied from 2007 to 2011. Whereas additions of P increased soil microbial biomass, additions of N reduced soil microbial biomass. These effects, however, were transient, disappearing over longer periods. Moreover, N additions significantly increased relative abundance of fungal PLFAs and P additions significantly increased relative abundance of arbuscular mycorrhizal (AM) fungi PLFAs. Nitrogen addition had a negative effect on light fraction C, but no effect on heavy fraction C and total soil C. In contrast, P addition significantly decreased both light fraction C and total soil C. However, there were no interactions between N addition and P addition on soil microbes. Our results suggest that these nutrients are not co-limiting, and that P rather than N is limiting in this tropical forest. PMID:23593427

Scaffold architecture and fibrin gels promote meniscal cell proliferation

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

Pawelec, K. M., E-mail: pawelec.km@gmail.com, E-mail: jw626@cam.ac.uk; Best, S. M.; Cameron, R. E.

2015-01-01

Stability of the knee relies on the meniscus, a complex connective tissue with poor healing ability. Current meniscal tissue engineering is inadequate, as the signals for increasing meniscal cell proliferation have not been established. In this study, collagen scaffold structure, isotropic or aligned, and fibrin gel addition were tested. Metabolic activity was promoted by fibrin addition. Cellular proliferation, however, was significantly increased by both aligned architectures and fibrin addition. None of the constructs impaired collagen type I production or triggered adverse inflammatory responses. It was demonstrated that both fibrin gel addition and optimized scaffold architecture effectively promote meniscal cell proliferation.

Effect of additional optical pumping injection into the ground-state ensemble on the gain and the phase recovery acceleration of quantum-dot semiconductor optical amplifiers

NASA Astrophysics Data System (ADS)

Kim, Jungho

2014-02-01

The effect of additional optical pumping injection into the ground-state ensemble on the ultrafast gain and the phase recovery dynamics of electrically-driven quantum-dot semiconductor optical amplifiers is numerically investigated by solving 1088 coupled rate equations. The ultrafast gain and the phase recovery responses are calculated with respect to the additional optical pumping power. Increasing the additional optical pumping power can significantly accelerate the ultrafast phase recovery, which cannot be done by increasing the injection current density.

Analysis of fluorine addition to the vanguard first stage

NASA Technical Reports Server (NTRS)

Tomazic, William A; Schmidt, Harold W; Tischler, Adelbert O

1957-01-01

The effect of adding fluorine to the Vanguard first-stage oxidant was anlyzed. An increase in specific impulse of 5.74 percent may be obtained with 30 percent fluorine. This increase, coupled with increased mass ratio due to greater oxidant density, gave up to 24.6-percent increase in first-stage burnout energy with 30 percent fluorine added. However, a change in tank configuration is required to accommodate the higher oxidant-fuel ratio necessary for peak specific impulse with fluorine addition.

Physico-chemical protection, rather than biochemical composition, governs the responses of soil organic carbon decomposition to nitrogen addition in a temperate agroecosystem.

PubMed

Tan, Wenbing; Wang, Guoan; Huang, Caihong; Gao, Rutai; Xi, Beidou; Zhu, Biao

2017-11-15

The heterogeneous responses of soil organic carbon (SOC) decomposition in different soil fractions to nitrogen (N) addition remain elusive. In this study, turnover rates of SOC in different aggregate fractions were quantified based on changes in δ 13 C following the conversion of C 3 to C 4 vegetation in a temperate agroecosystem. The turnover of both total organic matter and specific organic compound classes within each aggregate fraction was inhibited by N addition. Moreover, the intensity of inhibition increases with decreasing aggregate size and increasing N addition level, but does not vary among chemical compound classes within each aggregate fraction. Overall, the response of SOC decomposition to N addition is dependent on the physico-chemical protection of SOC by aggregates and minerals, rather than the biochemical composition of organic substrates. The results of this study could help to understand the fate of SOC in the context of increasing N deposition. Copyright © 2017 Elsevier B.V. All rights reserved.

Influences of urea and sodium nitrite on surface coating of plasma electrolytic oxidation

NASA Astrophysics Data System (ADS)

Yeh, Shang-Chun; Tsai, Dah-Shyang; Guan, Sheng-Yong; Chou, Chen-Chia

2015-11-01

Urea and sodium nitrite are generally viewed as nitridation additives in the electrolyte for plasma electrolytic oxidation (PEO) of aluminum alloys. We study the influences of these two convenient chemicals in presence of sodium aluminate and find very different effects on film growth. Urea addition enhances the nitrogen content of PEO layer, diminishes the layer thickness, increases the porosity, interferes with the α-alumina formation, and promotes precipitation in the electrolyte. Hence, the electrolytic urea content ought to be maintained less than 45 g dm-3. On the other hand, sodium nitrite behaves like an oxidation additive, more than a nitridation additive. NaNO2 addition effectively introduces nitrogen in the PEO layer at low concentration, yet the nitrogen content of oxide layer decreases with increasing NaNO2 concentration. The effects of NaNO2, such as increasing layer thickness, reducing porosity, promoting α-alumina formation are attributed to oxidation enhancement, not because of nitridation.

DNA damage in human lymphocytes exposed to four food additives in vitro.

PubMed

Yilmaz, Serkan; Unal, Fatma; Yüzbaşıoğlu, Deniz; Celik, Mustafa

2014-11-01

In vitro genotoxic effects of antioxidant additives, such as citric acid (CA) and phosphoric acid (PA) and their combination, as well as antimicrobial additives, such as benzoic acid (BA) and calcium propionate (CP), on human lymphocytes were determined using alkaline single-cell gel electrophoresis. There was a significant increase in the DNA damage in human lymphocytes after 1 h of in vitro exposure to CA, PA, BA and CP (200, 25-200, 50-500, 50-1000 μg/mL, respectively). The combination of CA and PA significantly increased the mean tail intensity at all the concentrations used (25-200 μg/mL) and significantly increased the mean tail length mainly after higher concentrations (100 and 200 μg/mL). Data in this study showed that the concentrations of food additives used induce DNA damage and PA was the most genotoxic and CA was less genotoxic additives among them. © The Author(s) 2012.

SUSTAINABLE AGRICULTURE FOR THE WATER CATCHMENT PROTECTION AREA IN NTISAW, CAMEROON

EPA Science Inventory

We expect that the catchment area will increase food output for the community in addition to preserving the water source. Increased food output will benefit needy residents and allow them to focus more on education and economic development. Additionally, an area of sustainable...

The Toxic Effects of Cigarette Additives. Philip Morris' Project Mix Reconsidered: An Analysis of Documents Released through Litigation

PubMed Central

Wertz, Marcia S.; Kyriss, Thomas; Paranjape, Suman; Glantz, Stanton A.

2011-01-01

Background In 2009, the promulgation of US Food and Drug Administration (FDA) tobacco regulation focused attention on cigarette flavor additives. The tobacco industry had prepared for this eventuality by initiating a research program focusing on additive toxicity. The objective of this study was to analyze Philip Morris' Project MIX as a case study of tobacco industry scientific research being positioned strategically to prevent anticipated tobacco control regulations. Methods and Findings We analyzed previously secret tobacco industry documents to identify internal strategies for research on cigarette additives and reanalyzed tobacco industry peer-reviewed published results of this research. We focused on the key group of studies conducted by Phillip Morris in a coordinated effort known as “Project MIX.” Documents showed that Project MIX subsumed the study of various combinations of 333 cigarette additives. In addition to multiple internal reports, this work also led to four peer-reviewed publications (published in 2001). These papers concluded that there was no evidence of substantial toxicity attributable to the cigarette additives studied. Internal documents revealed post hoc changes in analytical protocols after initial statistical findings indicated an additive-associated increase in cigarette toxicity as well as increased total particulate matter (TPM) concentrations in additive-modified cigarette smoke. By expressing the data adjusted by TPM concentration, the published papers obscured this underlying toxicity and particulate increase. The animal toxicology results were based on a small number of rats in each experiment, raising the possibility that the failure to detect statistically significant changes in the end points was due to underpowering the experiments rather than lack of a real effect. Conclusion The case study of Project MIX shows tobacco industry scientific research on the use of cigarette additives cannot be taken at face value. The results demonstrate that toxins in cigarette smoke increase substantially when additives are put in cigarettes, including the level of TPM. In particular, regulatory authorities, including the FDA and similar agencies elsewhere, could use the Project MIX data to eliminate the use of these 333 additives (including menthol) from cigarettes. Please see later in the article for the Editors' Summary PMID:22205885

Assessment of n-pentanol/Calophyllum inophyllum/diesel blends on the performance, emission, and combustion characteristics of a constant-speed variable compression ratio direct injection diesel engine.

PubMed

Ramakrishnan, Purnachandran; Kasimani, Ramesh; Peer, Mohamed Shameer; Rajamohan, Sakthivel

2018-05-01

Alcohol is used as an additive for a long time with the petroleum-based fuels. In this study, the higher alcohol, n-pentanol, was used as an additive to Calophyllum inophyllum (CI) biodiesel/diesel blends at 10, 15, and 20% by volume. In all blends, the ratio of CI was maintained at 20% by volume. The engine characteristics of the pentanol fuel blends were compared with the diesel and CI20 (Calophyllum inophyllum 20% and diesel 80%) biodiesel blend. The nitrogen oxide (NO) emission of the pentanol fuel blends showed an increased value than CI20 and neat diesel fuel. The carbon dioxide (CO 2 ) also increased with increase in pentanol addition with the fuel blends than CI20 fuel blend and diesel. The carbon monoxide (CO) and hydrocarbon (HC) emissions were decreased with increase in pentanol proportion in the blend than the CI20 fuel and diesel. The smoke emission was reduced and the combustion characteristics of the engine were also improved by using pentanol blended fuels. From this investigation, it is suggested that 20% pentanol addition with the biodiesel/diesel fuel is suitable for improved performance and combustion characteristics of a diesel engine without any engine modifications, whereas CO 2 and NO emissions increased with addition of pentanol due to effective combustion.

Dissimilar welding of nickel-based Alloy 690 to SUS 304L with Ti addition

NASA Astrophysics Data System (ADS)

Lee, H. T.; Jeng, S. L.; Yen, C. H.; Kuo, T. Y.

2004-10-01

This study investigates the effects of Ti addition on the weldability, microstructure and mechanical properties of a dissimilar weldment of Alloy 690 and SUS 304L. Shielding metal arc welding (SMAW) is employed to butt-weld two plates with three welding layers, where each layer is deposited in a single pass. To investigate the effects of Ti addition, the flux coatings of the electrodes used in the welding process are modified by varying additions of either a Ti-Fe compound or a Ti powder. The results indicate that the microstructure of the fusion zone (FZ) is primarily dendritic. With increasing Ti content, it is noted that the microstructure changes from a columnar dendritic to an equiaxed dendritic, in which the primary dendrite arm spacing (PDAS) becomes shorter. Furthermore, it is observed that the amount of Al-Ti oxide phase increases in the inter-dendritic region, while the amount of Nb-rich phase decreases. Moreover, the average hardness of the FZ increases slightly. The results indicate that Ti addition prompts a significant increase in the elongation of the weldment (i.e. 36.5%, Ti: 0.41 wt%), although the tensile strength remains relatively unchanged. However, at an increased Ti content of 0.91 wt%, an obvious reduction in the tensile strength is noted, which can be attributed to a general reduction in the weldability of the joint.

Impacts of half a degree additional warming on the Asian summer monsoon rainfall characteristics

NASA Astrophysics Data System (ADS)

Lee, Donghyun; Min, Seung-Ki; Fischer, Erich; Shiogama, Hideo; Bethke, Ingo; Lierhammer, Ludwig; Scinocca, John F.

2018-04-01

This study investigates the impacts of global warming of 1.5 °C and 2.0 °C above pre-industrial conditions (Paris Agreement target temperatures) on the South Asian and East Asian monsoon rainfall using five atmospheric global climate models participating in the ‘Half a degree Additional warming, Prognosis and Projected Impacts’ (HAPPI) project. Mean and extreme precipitation is projected to increase under warming over the two monsoon regions, more strongly in the 2.0 °C warmer world. Moisture budget analysis shows that increases in evaporation and atmospheric moisture lead to the additional increases in mean precipitation with good inter-model agreement. Analysis of daily precipitation characteristics reveals that more-extreme precipitation will have larger increase in intensity and frequency responding to the half a degree additional warming, which is more clearly seen over the South Asian monsoon region, indicating non-linear scaling of precipitation extremes with temperature. Strong inter-model relationship between temperature and precipitation intensity further demonstrates that the increased moisture with warming (Clausius-Clapeyron relation) plays a critical role in the stronger intensification of more-extreme rainfall with warming. Results from CMIP5 coupled global climate models under a transient warming scenario confirm that half a degree additional warming would bring more frequent and stronger heavy precipitation events, exerting devastating impacts on the human and natural system over the Asian monsoon region.

Advanced Computation Dynamics Simulation of Protective Structures Research

DTIC Science & Technology

2013-02-01

additional load with increased cracking and deflection. Eventually, the walls failed in flexure due to self-weight and did not indicate any signs of shear...overall volume of the FEM block to be 432.2 in3, instead of 415.1 in3; the overall volume increased of area is 1.041%. This additional material is...sections in addition to the summary. Section 2 consists of an introduction, objectives, scope and methodology, and organization of the report. Section 2

Effect of Mg Addition on the Refinement and Homogenized Distribution of Inclusions in Steel with Different Al Contents

NASA Astrophysics Data System (ADS)

Wang, Linzhu; Yang, Shufeng; Li, Jingshe; Zhang, Shuo; Ju, Jiantao

2017-04-01

To investigate the effect of Mg addition on the refinement and homogenized distribution of inclusions, deoxidized experiments with different amounts of aluminum and magnesium addition were carried out at 1873 K (1600 °C) under the condition of no fluid flow. The size distribution of three-dimensional inclusions obtained by applying the modified Schwartz-Saltykov transformation from the observed planar size distribution, and degree of homogeneity in inclusion dispersion quantified by measuring the inter-surface distance of inclusions, were studied as a function of the amount of Mg addition and holding time. The nucleation and growth of inclusions based on homogeneous nucleation theory and Ostwald ripening were discussed with the consideration of supersaturation degree and interfacial energy between molten steel and inclusions. The average attractive force acted on inclusions in experimental steels was estimated according to Paunov's theory. The results showed that in addition to increasing the Mg addition, increasing the oxygen activity at an early stage of deoxidation and lowering the dissolved oxygen content are conductive to the increase of nucleation rate as well as to the refinement of inclusions Moreover, it was found that the degree of homogeneity in inclusion dispersion decreases with an increase of the attractive force acted on inclusions, which is largely dependent on the inclusion composition and volume fraction of inclusions.

Changes in intestinal tight junction permeability associated with industrial food additives explain the rising incidence of autoimmune disease.

PubMed

Lerner, Aaron; Matthias, Torsten

2015-06-01

The incidence of autoimmune diseases is increasing along with the expansion of industrial food processing and food additive consumption. The intestinal epithelial barrier, with its intercellular tight junction, controls the equilibrium between tolerance and immunity to non-self-antigens. As a result, particular attention is being placed on the role of tight junction dysfunction in the pathogenesis of AD. Tight junction leakage is enhanced by many luminal components, commonly used industrial food additives being some of them. Glucose, salt, emulsifiers, organic solvents, gluten, microbial transglutaminase, and nanoparticles are extensively and increasingly used by the food industry, claim the manufacturers, to improve the qualities of food. However, all of the aforementioned additives increase intestinal permeability by breaching the integrity of tight junction paracellular transfer. In fact, tight junction dysfunction is common in multiple autoimmune diseases and the central part played by the tight junction in autoimmune diseases pathogenesis is extensively described. It is hypothesized that commonly used industrial food additives abrogate human epithelial barrier function, thus, increasing intestinal permeability through the opened tight junction, resulting in entry of foreign immunogenic antigens and activation of the autoimmune cascade. Future research on food additives exposure-intestinal permeability-autoimmunity interplay will enhance our knowledge of the common mechanisms associated with autoimmune progression. Copyright © 2015. Published by Elsevier B.V.

Influence of additives on the increase of the heating value of Bayah’s coal with upgrading brown coal (UBC) method

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

Heriyanto, Heri; Widya Ernayati, K.; Umam, Chairul

UBC (upgrading brown coal) is a method of improving the quality of coal by using oil as an additive. Through processing in the oil media, not just the calories that increase, but there is also water repellent properties and a decrease in the tendency of spontaneous combustion of coal products produced. The results showed a decrease in the water levels of natural coal bayah reached 69%, increase in calorific value reached 21.2%. Increased caloric value and reduced water content caused by the water molecules on replacing seal the pores of coal by oil and atoms C on the oil thatmore » is bound to increase the percentage of coal carbon. As a result of this experiment is, the produced coal has better calorific value, the increasing of this new calorific value up to 23.8% with the additive waste lubricant, and the moisture content reduced up to 69.45%.« less

Effect of incorporation of ethylene glycol into PEDOT:PSS on electron phonon coupling and conductivity

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

Lin, Yow-Jon, E-mail: rzr2390@yahoo.com.tw; Ni, Wei-Shih; Lee, Jhe-You

2015-06-07

The effect of incorporation of ethylene glycol (EG) into poly(3,4-ethylenedioxythiophene):poly(styrenesulfonate) (PEDOT:PSS) on electron phonon coupling and conductivity is investigated. It is shown that the carrier density (N{sub C}) increases significantly and the carrier mobility (μ) increases slightly at 300 K. The increased intensity of the Raman spectrum between 1400 and 1450 cm{sup −1}, following EG treatment (that is, the quinoid-dominated structures of the PEDOT chain), leads to an increase in the number of polarons (bipolarons), which leads to an increase in N{sub C}. In addition, μ in PEDOT:PSS samples with or without EG addition exhibits a strong temperature dependence, which demonstrates themore » dominance of tunneling (hopping) at low (high) temperatures. The high conductivity of PEDOT:PSS samples with the addition of EG is attributed to the combined effect of the modification of the electron-phonon coupling and the increase in N{sub C} (μ)« less

Polyamine replacement by magnesium ions in BHK-21/C13 cells

PubMed Central

Melvin, Maureen A. L.; Keir, Hamish M.

1979-01-01

Cultures of BHK-21/C13 cells, whose growth was inhibited by deprivation of serum, were stimulated to grow by addition of serum to the culture medium. Addition of MgCl2 to the medium, to increase the concentration of Mg2+ ions by 15mm, 30min before addition of serum, had no effect on the stimulation of cell growth, but inhibited the accumulation of cellular spermidine, so that the spermidine/spermine molar ratio was lower in these cultures than in cultures that had received no additional cations. The increase in the activity of ornithine decarboxylase that occurs 4–5h after serum `step-up' was substantially diminished by increasing the concentration of Mg2+ ions, but not of Na+ or K+ ions, in the medium by 30mm, 30min before addition of serum, and this inhibition was maintained for at least 24h. Methylglyoxal bis(guanylhydrazone), added to serum-deprived cultures to a concentration of 20μm, 30min before addition of serum, severely inhibited the increase in cell growth. The inhibitory effects of the drug were prevented by simultaneous addition of spermidine to the medium (to 100μm), and were partly prevented by the simultaneous addition of Mg2+ ions (to 30mm). Mg2+ ions were particularly effective in overcoming the inhibitory effect of methylglyoxal bis(guanylhydrazone) on the synthesis of DNA. Thus although a certain lack of specificity for cations exists in BHK-21/C13 cells, in that Mg2+ ions can be substituted for polyamines, particularly spermidine, to some extent, there are cellular processes for which the requirement for polyamines as cations is specific. PMID:444220

Effects of increased soil nitrogen on the dominance of alien annual plants in the Mojave Desert

USGS Publications Warehouse

Brooks, Matthew L.

2003-01-01

1. Deserts are one of the least invaded ecosystems by plants, possibly due to naturally low levels of soil nitrogen. Increased levels of soil nitrogen caused by atmospheric nitrogen deposition may increase the dominance of invasive alien plants and decrease the diversity of plant communities in desert regions, as it has in other ecosystems. Deserts should be particularly susceptible to even small increases in soil nitrogen levels because the ratio of increased nitrogen to plant biomass is higher compared with most other ecosystems.2. The hypothesis that increased soil nitrogen will lead to increased dominance by alien plants and decreased plant species diversity was tested in field experiments using nitrogen additions at three sites in the in the Mojave Desert of western North America.3. Responses of alien and native annual plants to soil nitrogen additions were measured in terms of density, biomass and species richness. Effects of nitrogen additions were evaluated during 2 years of contrasting rainfall and annual plant productivity. The rate of nitrogen addition was similar to published rates of atmospheric nitrogen deposition in urban areas adjacent to the Mojave Desert (3·2 g N m−2 year−1). The dominant alien species included the grasses Bromus madritensis ssp. rubens and Schismus spp. (S. arabicus and S. barbatus) and the forb Erodium cicutarium.4. Soil nitrogen addition increased the density and biomass of alien annual plants during both years, but decreased density, biomass and species richness of native species only during the year of highest annual plant productivity. The negative response of natives may have been due to increased competitive stress for soil water and other nutrients caused by the increased productivity of aliens.5. The effects of nitrogen additions were significant at both ends of a natural nutrient gradient, beneath creosote bush Larrea tridentata canopies and in the interspaces between them, although responses varied among individual alien species. The positive effects of nitrogen addition were highest in the beneath-canopy for B. rubens and in interspaces for Schismus spp. and E. cicutarium.6. The results indicated that increased levels of soil nitrogen from atmospheric nitrogen deposition or from other sources could increase the dominance of alien annual plants and possibly promote the invasion of new species in desert regions. Increased dominance by alien annuals may decrease the diversity of native annual plants, and increased biomass of alien annual grasses may also increase the frequency of fire.7. Although nitrogen deposition cannot be controlled by local land managers, the managers need to understand its potential effects on plant communities and ecosystem properties, in particular how these effects may interact with land-use activities that can be managed at the local scale. These interactions are currently unknown, and hinder the ability of managers to make appropriate land-use decisions related to nitrogen deposition in desert ecosystems.8. Synthesis and applications. The effects of nitrogen deposition on invasive alien plants should be considered when deciding where to locate new conservation areas, and in evaluating the full scope of ecological effects of new projects that would increase nitrogen deposition rates.

Addition of sodium bicarbonate to complete pelleted diets fed to dairy calves.

PubMed

Wheeler, T B; Wangsness, P J; Muller, L D; Griel, L C

1980-11-01

During two trials, 35 and 27 Holstein calves were fed ad libitum complete, pelleted diets containing either 35% alfalfa (Trial 1) or 35% grass (Trial 2) hay from birth to 12 wk of age. Calves in Trial 1 were fed one of the following diets: control, control + 3.5% sodium chloride, or control + 5% sodium bicarbonate. In Trial 2, diets were: control, control + 5% sodium bicarbonate, or control + 5% sodium bicarbonate + loose, chopped grass hay. Intake of dry matter, gain in body weight, ruminal pH, or fecal starch did not differ. Calves fed sodium bicarbonate in Trial 1 but not 2 had a reduced feed efficiency compared with control and supplemented diets. In Trial 1 added sodium bicarbonate did not alter intake or digestible energy. Addition of sodium bicarbonate increased concentration of ruminal acetate and butyrate and decreased propionate in both trials. Fecal pH was elevated in calves fed sodium bicarbonate diets during both trials. Sodium chloride increased water intake in Trial 1, and sodium bicarbonate increased water indigestible energy. Addition of sodium bicarbonate increased concentration of ruminal acetate and butyrate and decreased propionate in both trials. Fecal pH was elevated in calves fed sodium bicarbonate diets during both trials. Sodium chloride increased water intake in Trial 1, and sodium bicarbonate increased water indigestible energy. Addition of sodium bicarbonate increased concentration of ruminal acetate and butyrate and decreased propionate in both trials. Fecal pH was elevated in calves fed sodium bicarbonate diets during both trials. Sodium chloride increased water intake in Trial 1, and sodium bicarbonate increased water intake in Trial 2. Incidence of free-gas bloat was higher in calves fed sodium bicarbonate in both trials. Addition of sodium bicarbonate to complete pelleted diets containing 35% alfalfa or 35% grass hay appeared to have no benefit for young, growing dairy calves in performance and health.

Effects of nitrogen deposition and cattle grazing on productivity, invasion impact, and soil microbial processes in a serpentine grassland

NASA Astrophysics Data System (ADS)

Pasari, J.; Hernandez, D.; Selmants, P. C.; Keck, D.

2010-12-01

In recent decades, human activities have vastly increased the amount of biologically available nitrogen (N) in the biosphere. The resulting increase in N availability has broadly affected ecosystems through increased productivity, changes in species composition, altered nutrient cycles, and increases in invasion by exotic plant species, especially in systems that were historically low in N. California serpentine grasslands are N-limited ecosystems historically dominated by native species including several threatened and endangered plants and animals. Cattle grazing has emerged as the primary tool for controlling the impact of nitrophilic exotic grasses whose increased abundance has paralleled the regional traffic-derived increase in atmospheric N deposition. We examined the interactive effects of cattle grazing and N deposition on plant community composition, productivity, invasion resistance, and microbial processes in the Bay Area's largest serpentine grassland to determine the efficacy of current management strategies as well as the biogeochemical consequences of exotic species invasion. In the first two years of the study, aboveground net primary productivity decreased in response to grazing and increased in response to nitrogen addition. However, contrary to our hypotheses the change in productivity was not due to an increase in exotic species cover as there was little overall effect of grazing or N addition on species composition. Microbial activity was more responsive to grazing and N. Potential net N mineralization rates increased with N addition, but were not affected by grazing. In contrast, soil respiration rates were inhibited by grazing, but were not affected by N addition; suggesting strong carbon-limitation of soil microbial activity, particularly under grazing. Site differences in soil depth and grazing intensity were often more important than treatment effects. We suspect that the unusually dry conditions in the first two growing seasons inhibited the growth of exotic species and minimized the effects of cattle exclusion and N addition on species composition.

Hydrogels Prepared from Cross-Linked Nanofibrillated Cellulose

Treesearch

Sandeep S. Nair; J.Y. Zhu; Yulin Deng; Arthur J. Ragauskas

2014-01-01

Nanocomposite hydrogels were developed by cross-linking nanofibrillated cellulose with poly(methyl vinyl ether-co-maleic acid) and polyethylene glycol. The cross-linked hydrogels showed enhanced water absorption and gel content with the addition of nanocellulose. In addition, the thermal stability, mechanical strength, and modulus increased with an increase in the...

Effects of Blending Alcohols with Poultry Fat Methyl Esters on Cold Flow Properties

USDA-ARS?s Scientific Manuscript database

The low temperature operability, kinematic viscosity, and acid value of poultry fat methyl esters were improved with addition of ethanol, isopropanol, and butanol in a linear fashion with increasing alcohol content. The flash point decreased and moisture content increased upon addition of alcohols t...

Unmanned aerial monitoring of fluvial changes in the vicinity of selected gauges of the Local System for Flood Monitoring in Klodzko County, SW Poland

NASA Astrophysics Data System (ADS)

Jeziorska, Justyna; Witek, Matylda; Niedzielski, Tomasz

2013-04-01

Only high resolution spatial data enable precise measurements of various morphometric characteristics of river channels and ensure meaningful effects of research into fluvial changes. Using ground-based measurement tools is time-consuming and expensive. Traditional photogrammetry often does not reach a desired resolution, and the technology is cost effective only for the large-area coverage. The present research introduces potentials of UAV (Unmanned Aerial Vehicle) for monitoring fluvial changes. Observations were carried out with the ultralight UAV swinglet CAM produced by senseFly. This lightweight (0,5 kg), small (wingspan: 80 cm) aircraft allowed frequent (with approximately monthly sampling resolution) and low-cost missions. Three hydrologic gauges, the surroundings of which were the target of series of photos taken by camera placed in airplane frame, belong to the Local System for Flood Monitoring in Kłodzko County (SW Poland). The only way of obtaining reliable results is an appropriate image rectification, in order to measure morphometric characteristics of terrain, free of geometrical deformations induced by the topographical relief, the tilt of the camera axis and the distortion of the optics. Commercially available software for the production of digital orthophotos and digital surface models (DSMs) from a range of uncalibrated oblique and vertical aerial images was successfully used to achieve this aim. As a result of completing the above procedure 9 orthophotos were generated (one for each of 3 study areas during 3 missions). For extraction of terrain parameters, a DSM was produced as a result of bundle block adjustment. Both products reached ultra-high resolution of 4cm/px. Various fluvial forms were classified and recognized, and a few time series of maps from each study area were compared in order to detect potential changes within the fluvial system. We inferred on the origins of the short-term responses of fluvial systems, and such an inference was feasible due to the analysis of metrological and hydrological data recorded by the Local System for Flood Monitoring in Kłodzko County. Orthophotos and DSMs, generated from imagery obtained by UAV, show high accuracy of results and are suitable for measuring fluvial changes. This approach moves beyond current restrictions of traditional data collecting, due to its unprecedented spatial and temporal resolution and low cost of application.

X-1 aircraft in flight

NASA Technical Reports Server (NTRS)

1949-01-01

The first of the rocket-powered research aircraft, the X-1 (originally designated the XS-1), was a bullet-shaped airplane that was built by the Bell Aircraft Company for the US Air Force and the National Advisory Committee for Aeronautics (NACA). The mission of the X-1 was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier'. The first of the three X-1s was glide-tested at Pinecastle Field, FL, in early 1946. The first powered flight of the X-1 was made on Dec. 9, 1946, at Muroc Army Air Field (later redesignated Edwards Air Force Base) with Chalmers Goodlin, a Bell test pilot,at the controls. On Oct. 14, 1947, with USAF Captain Charles 'Chuck' Yeager as pilot, the aircraft flew faster than the speed of sound for the first time. Captain Yeager ignited the four-chambered XLR-11 rocket engines after being air-launched from under the bomb bay of a B-29 at 21,000 ft. The 6,000-lb thrust ethyl alcohol/liquid oxygen burning rockets, built by Reaction Motors, Inc., pushed him up to a speed of 700 mph in level flight. Captain Yeager was also the pilot when the X-1 reached its maximum speed of 957 mph. Another USAF pilot. Lt. Col. Frank Everest, Jr., was credited with taking the X-1 to its maximum altitude of 71,902 ft. Eighteen pilots in all flew the X-1s. The number three plane was destroyed in a fire before evermaking any powered flights. A single-place monoplane, the X-1 was 31 ft long, 10 ft high, and had a wingspan of 29 ft. It weighed 4,900 lb and carried 8,200 lb of fuel. It had a flush cockpit with a side entrance and no ejection seat. The following movie runs about 20 seconds, and shows several air-to-air views of X-1 Number 2 and its modified B-50 mothership. It begins with different angles of the X-1 in-flight while mated to the B-50's bomb bay, and ends showing the air-launch. The X-1 drops below the B-50, then accelerates away as the rockets ignite.

Stenting for symptomatic intracranial vertebrobasilar artery stenosis: 30-day results in a high-volume stroke center.

PubMed

Liu, Lian; Zhao, Xiaojing; Mo, Dapeng; Ma, Ning; Gao, Feng; Miao, Zhongrong

2016-04-01

Symptomatic intracranial vertebrobasilar artery stenosis (IVBS) carries a high annual risk of recurrent stroke. Endovascular therapy was a promising technique but recent trials suggest it may carry a risk of periprocedual complications especially in inexperienced hands. This prospective study was to evaluate the safety of endovascular therapy for severe symptomatic IVBS in a high volume stroke centre. Patients with symptomatic IVBS caused by 70-99% stenosis despite medical treatment of at least one antiplatelet agent and statin were enrolled. The patients were treated either with balloon-mounted stent or balloon pre-dilation plus self-expanding stent as determined by the operators following a guideline. The primary outcome was 30-day stroke, transient ischemic attack (TIA) and death after stenting. The secondary outcome was successful stent deployment. The baseline characteristics and outcomes of patients with basilar artery (BA) lesions and patients with vertebral artery V4 segment lesions (BA group vs V4 group) were compared. And the outcome of different Mori type lesions was also compared. From September 2013 to September 2014, 105 patients with stroke or TIA due to intracranial IVBS were screened and 97 patients were treated by stenting, including 52 patients with BA stenosis and 45 patients with V4 stenosis. The rate of 30-day stroke, TIA and death was 7.1%. All the three strokes happened in the BA group and were perforator strokes. The successful stent deployment rate was 100%. General anesthesia was more preferred in the BA group than in the V4 groups (96.2% vs 75.6%, p=0.005). The Apollo stent was used more for Mori A lesions (30.5% vs 7.9%, p=0.011) and had lower degree of residual stenosis (8.6% vs 12.6%, p=0.014) than Wingspan stent. Mori C lesions were more likely to have higher degree of residual stenosis than Mori A lesion (15.3% vs 7.4%, p=0.005). The short-term safety of endovascular stenting for patients with severe symptomatic IVBS in a high volume stroke centre was acceptable. Mori A lesions may have lower residual stenosis rate than the Mori C type lesions. Copyright © 2016. Published by Elsevier B.V.

NACA D-558-2 Test Force w/P2B-1S & F-86

NASA Technical Reports Server (NTRS)

1952-01-01

These people and this equipment supported the flight of the NACA D-558-2 Skyrocket at the High-Speed Flight Station at South Base, Edwards AFB. Note the two Sabre chase planes, the P2B-1S launch aircraft, and the profusion of ground support equipment, including communications, tracking, maintenance, and rescue vehicles. Research pilot A. Scott Crossfield stands in front of the Skyrocket. Three D-558-2 'Skyrockets' were built by Douglas Aircraft, Inc. for NACA and the Navy. The mission of the D-558-2 program was to investigate the flight characteristics of a swept-wing aircraft at high supersonic speeds. Particular attention was given to the problem of 'pitch-up,' a phenomenon often encountered with swept-wing configured aircraft. The D-558-2 was a single-place, 35-degree swept-wing aircraft measuring 42 feet in length. It was 12 feet, 8 inches in height and had a wingspan of 25 feet. Fully fueled it weighed from about 10,572 pounds to 15,787 pounds depending on configuration. The first of the three D-558-IIs had a Westinghouse J34-40 jet engine and took off under its own power. The second was equipped with a turbojet engine replaced in 1950 with a Reaction Motors Inc. LR8-RM-6 rocket engine. This aircraft was modified so it could be air-launched from a P2B-1S (Navy designation for the B-29) carrier aircraft. The third Skyrocket had the jet engine and the rocket engine but was also modified so it could be air-launched. The jet engine was for takeoff and climbing to altitude and the four-chambered rocket engine was for reaching supersonic speeds. The rocket engine was rated at 6,000 pounds of thrust. The D-558-2 was first flown on Feb. 4, 1948, by John Martin, a Douglas test pilot. A NACA pilot, Scott Crossfield, became the first person to fly faster than twice the speed of sound when he piloted the D-558-II to its maximum speed of 1,291 miles per hour on Nov. 20, 1953. Its peak altitude, 83,235 feet, a record in its day, was reached with USMC Lt. Col. Marion Carl behind the controls.

UAV-based Radar Sounding of Antarctic Ice

NASA Astrophysics Data System (ADS)

Leuschen, Carl; Yan, Jie-Bang; Mahmood, Ali; Rodriguez-Morales, Fernando; Hale, Rick; Camps-Raga, Bruno; Metz, Lynsey; Wang, Zongbo; Paden, John; Bowman, Alec; Keshmiri, Shahriar; Gogineni, Sivaprasad

2014-05-01

We developed a compact radar for use on a small UAV to conduct measurements over the ice sheets in Greenland and Antarctica. It operates at center frequencies of 14 and 35 MHz with bandwidths of 1 MHz and 4 MHz, respectively. The radar weighs about 2 kgs and is housed in a box with dimensions of 20.3 cm x 15.2 cm x 13.2 cm. It transmits a signal power of 100 W at a pulse repletion frequency of 10 kHz and requires average power of about 20 W. The antennas for operating the radar are integrated into the wings and airframe of a small UAV with a wingspan of 5.3 m. We selected the frequencies of 14 and 35 MHz based on previous successful soundings of temperate ice in Alaska with a 12.5 MHz impulse radar [Arcone, 2002] and temperate glaciers in Patagonia with a 30 MHz monocycle radar [Blindow et al., 2012]. We developed the radar-equipped UAV to perform surveys over a 2-D grid, which allows us to synthesize a large two-dimensional aperture and obtain fine resolution in both the along- and cross-track directions. Low-frequency, high-sensitivity radars with 2-D aperture synthesis capability are needed to overcome the surface and volume scatter that masks weak echoes from the ice-bed interface of fast-flowing glaciers. We collected data with the radar-equipped UAV on sub-glacial ice near Lake Whillans at both 14 and 35 MHz. We acquired data to evaluate the concept of 2-D aperture synthesis and successfully demonstrated the first successful sounding of ice with a radar on an UAV. We are planning to build multiple radar-equipped UAVs for collecting fine-resolution data near the grounding lines of fast-flowing glaciers. In this presentation we will provide a brief overview of the radar and UAV, as well as present results obtained at both 14 and 35 MHz. Arcone, S. 2002. Airborne-radar stratigraphy and electrical structure of temperate firn: Bagley Ice Field, Alaska, U.S.A. Journal of Glaciology, 48, 317-334. Blindow, N., C. Salat, and G. Casassa. 2012. Airborne GPR sounding of deep temperate glaciers—examples from the Northern Patagonian Icefield, 14th International Conference on Ground Penetrating Radar (GPR) June 4-8, 2012, Shanghai, China, ISBN 978-1-4673-2663-6.

The recent and projected public health and economic benefits of cigarette taxation in Greece.

PubMed

Alpert, Hillel R; Vardavas, Constantine I; Chaloupka, Frank J; Vozikis, Athanassios; Athanasakis, Konstantinos; Kyriopoulos, Ioannis; Bertic, Monique; Behrakis, Panagiotis K; Connolly, Gregory N

2014-09-01

Greece is in an economic crisis compounded by the costs caused by smoking. The present investigation estimates the economic and public health benefits ensuing from the recent cigarette excise tax increase in 2011 and projects the potential benefits from an additional €2.00 per pack cigarette tax increase. The effects of the recent cigarette excise tax increase were calculated on outcome measures: total price per pack, including specific excise, ad valorem tax, and value-added tax consumption; tax revenue; and per capita consumption of cigarettes. Additionally, smoking-attributable mortality, years of potential life lost, and productivity losses were estimated. Projected effects of an additional €2.00 per pack tax increase on consumption and tax revenue were also assessed. The cigarette excise tax increase in 2011 created €558 million in new tax revenue. Cigarette consumption reached a recent low of 24.9 billion sticks sold or 2197 sticks per person in 2011, indicating a 16% decrease in per capita cigarette consumption from the previous year. An additional €2.00 per pack increase in Greek cigarette taxes is projected to result in reduced cigarette sales by an additional 20% and lead to an increase in total cigarette tax revenues by nearly €1.2 billion and the prevention of 192,000 premature deaths. Nations such as Greece, should employ taxation as a crucial measure to promote public health and economic development in such dire times. International economic organisations should aggressively pursue programmes and policies that champion the economic benefits of tobacco taxation. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Solutol and cremophor products as new additives in suppository formulation.

PubMed

Berkó, Szilvia; Regdon, Géza; Erös, István

2002-01-01

Our research has a double purpose. On the one hand, doctors have expressed the need to formulate a rectal suppository dosage form from diuretic ethacrynic acid, which would add to the choice of treatment methods and thereby increase the possibilities of individual cure. On the other hand, the liberation and thereby the bioavailability of poorly-soluble ethacrynic acid needs to be enhanced, and for this purpose solubility-increasing additives new to rectal therapy were used. Solutol HS 15, Cremophor RH 40, and Cremophor RH 60 were used as additives in concentrations of 1, 3, 5, and 10%. The quantity of drug released changed as a function of additive concentration. Depending on the acceptor phase, the best results were achieved with an additive concentration of 1-3%, which is related to the optimal additive quantity accumulated on the boundary surface.

Effects of Soil Warming and Nitrogen Addition on Soil Respiration in a New Zealand Tussock Grassland

PubMed Central

Graham, Scott L.; Hunt, John E.; Millard, Peter; McSeveny, Tony; Tylianakis, Jason M.; Whitehead, David

2014-01-01

Soil respiration (R S) represents a large terrestrial source of CO2 to the atmosphere. Global change drivers such as climate warming and nitrogen deposition are expected to alter the terrestrial carbon cycle with likely consequences for R S and its components, autotrophic (R A) and heterotrophic respiration (R H). Here we investigate the impacts of a 3°C soil warming treatment and a 50 kg ha−1 y−1 nitrogen addition treatment on R S, R H and their respective seasonal temperature responses in an experimental tussock grassland. Average respiration in untreated soils was 0.96±0.09 μmol m−2 s−1 over the course of the experiment. Soil warming and nitrogen addition increased R S by 41% and 12% respectively. These treatment effects were additive under combined warming and nitrogen addition. Warming increased R H by 37% while nitrogen addition had no effect. Warming and nitrogen addition affected the seasonal temperature response of R S by increasing the basal rate of respiration (R 10) by 14% and 20% respectively. There was no significant interaction between treatments for R 10. The treatments had no impact on activation energy (E 0). The seasonal temperature response of R H was not affected by either warming or nitrogen addition. These results suggest that the additional CO2 emissions from New Zealand tussock grassland soils as a result of warming-enhanced R S constitute a potential positive feedback to rising atmospheric CO2 concentration. PMID:24621790

Magnetic Force Microscopy Study of Zr 2 Co 11 -Based Nanocrystalline Materials: Effect of Mo Addition

DOE PAGES

Yue, Lanping; Jin, Yunlong; Zhang, Wenyong; ...

2015-01-01

Tmore » he addition of Molybdenum was used to modify the nanostructure and enhance coercivity of rare-earth-free Zr 2Co 11-based nanocrystalline permanent magnets. he effect of Mo addition on magnetic domain structures of melt spun nanocrystalline Zr 16Co 84-xMo x( x = 0 , 0.5, 1, 1.5, and 2.0) ribbons has been investigated. It was found that magnetic properties and local domain structures are strongly influenced by Mo doping. he coercivity of the samples increases with the increase in Mo content ( x ≤ 1.5 ). he maximum energy product ( B H ) max increases with increasing x from 0.5 MGOe for x = 0 to a maximum value of 4.2 MGOe for x = 1.5 . he smallest domain size with a relatively short magnetic correlation length of 128 nm and largest root-mean-square phase shift Φ rms value of 0.66° are observed for the x = 1.5 . he optimal Mo addition promotes magnetic domain structure refinement and thus leads to a significant increase in coercivity and energy product in this sample.« less

Magnetic Force Microscopy Study of Zr 2 Co 11 -Based Nanocrystalline Materials: Effect of Mo Addition

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

Yue, Lanping; Jin, Yunlong; Zhang, Wenyong

Tmore » he addition of Molybdenum was used to modify the nanostructure and enhance coercivity of rare-earth-free Zr 2Co 11-based nanocrystalline permanent magnets. he effect of Mo addition on magnetic domain structures of melt spun nanocrystalline Zr 16Co 84-xMo x( x = 0 , 0.5, 1, 1.5, and 2.0) ribbons has been investigated. It was found that magnetic properties and local domain structures are strongly influenced by Mo doping. he coercivity of the samples increases with the increase in Mo content ( x ≤ 1.5 ). he maximum energy product ( B H ) max increases with increasing x from 0.5 MGOe for x = 0 to a maximum value of 4.2 MGOe for x = 1.5 . he smallest domain size with a relatively short magnetic correlation length of 128 nm and largest root-mean-square phase shift Φ rms value of 0.66° are observed for the x = 1.5 . he optimal Mo addition promotes magnetic domain structure refinement and thus leads to a significant increase in coercivity and energy product in this sample.« less

Assessment of Physical and Mechanical Properties of Cement Panel Influenced by Treated and Untreated Coconut Fiber Addition

NASA Astrophysics Data System (ADS)

Abdullah, Alida; Jamaludin, Shamsul Baharin; Anwar, Mohamed Iylia; Noor, Mazlee Mohd; Hussin, Kamarudin

This project was conducted to produce a cement panel with the addition of treated and untreated coconut fiber in cement panel. Coconut fiber was added to replace coarse aggregate (sand) in this cement panel. In this project, the ratios used to design the mixture were 1:1:0, 1:0.97:0.03, 1:0.94:0.06, 1:0.91:0.09 (cement: sand: coconut fiber). The water cement ratio was constant at 0.55. The sizes of sample tested were, 160 mm x 40 mm x 40 mm for compression test, and 100 mm x 100 mm x 40 mm for density, moisture content and water absorption tests. After curing samples for 28 days, it was found that the addition of coconut fiber, further increase in compressive strength of cement panel with untreated coconut fiber. Moisture content of cement panel with treated coconut fiber increased with increasing content of coconut fiber whereas water absorption of cement panel with untreated coconut fiber increased with increasing content of coconut fiber. The density of cement panel decreased with the addition of untreated and treated coconut fiber.

The use of contextual cues to improve warning symbol comprehension: making the connection for older adults.

PubMed

Lesch, Mary F; Powell, W Ryan; Horrey, William J; Wogalter, Michael S

2013-01-01

This study teased apart the effects of comprehensibility and complexity on older adults' comprehension of warning symbols by manipulating the relevance of additional information in further refining the meaning of the symbol. Symbols were systematically altered such that increased visual complexity (in the form of contextual cues) resulted in increased comprehensibility. One hundred older adults, aged 50-71 years, were tested on their comprehension of these symbols before and after training. High comprehensibility-complexity symbols were found to be better understood than low- or medium-comprehensibility-complexity symbols and the effectiveness of the contextual cues varied as a function of training. Therefore, the nature of additional detail determines whether increased complexity is detrimental or beneficial to older adults' comprehension - if the additional details provide 'cues to knowledge', older adults' comprehension improves as a result of the increased complexity. However, some cues may require training in order to be effective. Research suggests that older adults have greater difficulty in understanding more complex symbols. However, we found that when the complexity of symbols was increased through the addition of contextual cues, older adults' comprehension actually improved. Contextual cues aid older adults in making the connection between the symbol and its referent.

Effects of Added Organic Matter and Water on Soil Carbon Sequestration in an Arid Region

PubMed Central

Tian, Yuan; Jiang, Lianhe; Zhao, Xuechun; Zhu, Linhai; Chen, Xi; Gao, Yong; Wang, Shaoming; Zheng, Yuanrun; Rimmington, Glyn M.

2013-01-01

It is generally predicted that global warming will stimulate primary production and lead to more carbon (C) inputs to soil. However, many studies have found that soil C does not necessarily increase with increased plant litter input. Precipitation has increased in arid central Asia, and is predicted to increase more, so we tested the effects of adding fresh organic matter (FOM) and water on soil C sequestration in an arid region in northwest China. The results suggested that added FOM quickly decomposed and had minor effects on the soil organic carbon (SOC) pool to a depth of 30 cm. Both FOM and water addition had significant effects on the soil microbial biomass. The soil microbial biomass increased with added FOM, reached a maximum, and then declined as the FOM decomposed. The FOM had a more significant stimulating effect on microbial biomass with water addition. Under the soil moisture ranges used in this experiment (21.0%–29.7%), FOM input was more important than water addition in the soil C mineralization process. We concluded that short-term FOM input into the belowground soil and water addition do not affect the SOC pool in shrubland in an arid region. PMID:23875022

Long-Term Simulated Atmospheric Nitrogen Deposition Alters ...

EPA Pesticide Factsheets

Atmospheric nitrogen deposition has been suggested to increase forest carbon sequestration across much of the Northern Hemisphere; slower organic matter decomposition could contribute to this increase. At four sugar maple (Acer saccharum)-dominated northern hardwood forests, we previously observed that 10 years of chronic simulated nitrogen deposition (30 kg N ha-1 yr-1) increased soil organic carbon. Over three years at these sites, we investigated the effects of nitrogen additions on decomposition of two substrates with documented differences in biochemistry: leaf litter (more labile) and fine roots (more recalcitrant). Further, we combined decomposition rates with annual leaf and fine root litter production to estimate how nitrogen additions altered the accumulation of soil organic matter. Nitrogen additions marginally stimulated early-stage decomposition of leaf litter, a substrate with little acid-insoluble material (e.g., lignin). In contrast, nitrogen additions inhibited the late stage decomposition of fine roots, a substrate with high amount of acid insoluble material and a change consistent with observed decreases in lignin-degrading enzyme activities with nitrogen additions at these sites. At the ecosystem scale, the slower fine root decomposition led to additional root mass retention (g m-2), which explained 5, 48, and 52 % of previously-documented soil carbon accumulation due to nitrogen additions. Our results demonstrated that nitrogen deposition ha

Effect of additive oxygen gas on cellular response of lung cancer cells induced by atmospheric pressure helium plasma jet

PubMed Central

Joh, Hea Min; Choi, Ji Ye; Kim, Sun Ja; Chung, T. H.; Kang, Tae-Hong

2014-01-01

The atmospheric pressure helium plasma jet driven by pulsed dc voltage was utilized to treat human lung cancer cells in vitro. The properties of plasma plume were adjusted by the injection type and flow rate of additive oxygen gas in atmospheric pressure helium plasma jet. The plasma characteristics such as plume length, electric current and optical emission spectra (OES) were measured at different flow rates of additive oxygen to helium. The plasma plume length and total current decreased with an increase in the additive oxygen flow rate. The electron excitation temperature estimated by the Boltzmann plot from several excited helium emission lines increased slightly with the additive oxygen flow. The oxygen atom density in the gas phase estimated by actinometry utilizing argon was observed to increase with the additive oxygen flow. The concentration of intracellular reactive oxygen species (ROS) measured by fluorescence assay was found to be not exactly proportional to that of extracellular ROS (measured by OES), but both correlated considerably. It was also observed that the expression levels of p53 and the phospho-p53 were enhanced in the presence of additive oxygen flow compared with those from the pure helium plasma treatment. PMID:25319447

Effect of Ga Addition on Morphology and Recovery of Primary Si During Al-Si Alloy Solidification Refining

NASA Astrophysics Data System (ADS)

Li, Jingwei; Bai, Xiaolong; Li, Yanlei; Ban, Boyuan; Chen, Jian

2015-12-01

The effect of Ga addition on alloy macrostructure, morphology and recovery rate of primary Si during the Al-Si-Ga alloy solvent refining process of silicon was studied in this work. The addition of Ga to Al-Si alloy could change the morphology of the primary Si. The average plate thickness of the primary Si increases with increase of Ga content. With the increase of Ga content, the average plate length of the primary Si crystals becomes larger when the Ga content is less than 5% in the Al-30%Si-xGa alloy, but becomes smaller when the Ga content exceeds 5%. Al-Si-Ga alloys consist of three types, primary Si, GaxAl1-x, (α-Al+Si+β-Ga) eutectic. (111) is the preferred growth surface of the plate-like primary Si. The recovery rate of the primary Si increases with the increase of Ga content. When the Ga content increased to 20% in Al-30%Si-xGa alloy, the relative recovery rate of the primary Si increased to 50.41% than that in Al-30%Si alloy.

Optical and spectroscopic investigation on Calcium Borotellurite glass system

NASA Astrophysics Data System (ADS)

Paz, E. C.; Lodi, T. A.; Gomes, B. R. A.; Melo, G. H. A.; Pedrochi, F.; Steimacher, A.

2016-05-01

In this work, the glass formation in Calcium Borotellurite (CBTx) system and their optical properties were studied. Six glass samples were prepared by melt-quenching technique and the samples obtained are transparent, lightly yellowish, without any visible crystallites. The results showed that TeO2 addition increases the density, the electronic polarizability and, consequently, the refractive index. The increase of electronic polarizability and optical basicity suggest that TeO2 addition increases the non-bridging oxygen (NBO) concentration. The increase of TeO2 shifts the band edge to longer wavelength owing to increase in non-bridging oxygen ions, resulting in a linear decrease of optical energy gap. The addition of TeO2 increases the temperature coefficient of the optical path length (dS/dT) in room temperature, which are comparable to phosphate and lower than Low Silica Calcium Alumino Silicate (LSCAS) glasses. The values of dS/dT present an increase as a function of temperature for all the samples measured. The results suggest that CBTx is a good candidate for rare-earth doping and several optical applications.

Dynamics of microbial community composition and soil organic carbon mineralization in soil following addition of pyrogenic and fresh organic matter

DOE PAGES

Whitman, Thea; Pepe-Ranney, Charles; Enders, Akio; ...

2016-04-29

Pyrogenic organic matter (PyOM) additions to soils can have large impacts on soil organic carbon (SOC) cycling. As the soil microbial community drives SOC fluxes, understanding how PyOM additions affect soil microbes is essential to understanding how PyOM affects SOC. We studied SOC dynamics and surveyed soil bacterial communities after OM additions in a field experiment. We produced and mixed in either 350 °C corn stover PyOM or an equivalent initial amount of dried corn stover to a Typic Fragiudept soil. Stover increased SOC-derived and total CO 2 fluxes (up to 6x), and caused rapid and persistent changes in bacterialmore » community composition over 82 days. In contrast, PyOM only temporarily increased total soil CO 2 fluxes (up to 2x) and caused fewer changes in bacterial community composition. Of the operational taxonomic units (OTUs) that increased in response to PyOM additions, 70% also responded to stover additions. These OTUs likely thrive on easily mineralizable carbon (C) that is found both in stover and, to a lesser extent, in PyOM. In contrast, we also identified unique PyOM responders, which may respond to substrates such as polyaromatic C. In particular, members of Gemmatimonadetes tended to increase in relative abundance in response to PyOM but not to fresh organic matter. As a result, we identify taxa to target for future investigations of the mechanistic underpinnings of ecological phenomena associated with PyOM additions to soil.« less

Effects of alkyl polyglycoside (APG) on composting of agricultural wastes

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

Zhang Fabao; Gu Wenjie, E-mail: guwenjie1982@yahoo.cn; Xu Peizhi

2011-06-15

Composting is the biological degradation and transformation of organic materials under controlled conditions to promote aerobic decomposition. To find effective ways to accelerate composting and improve compost quality, numerous methods including additive addition, inoculation of microorganisms, and the use of biosurfactants have been explored. Studies have shown that biosurfactant addition provides more favorable conditions for microorganism growth, thereby accelerating the composting process. However, biosurfactants have limited applications because they are expensive and their use in composting and microbial fertilizers is prohibited. Meanwhile, alkyl polyglycoside (APG) is considered a 'green' surfactant. This study aims to determine whether APG addition into amore » compost reaction vessel during 28-day composting can enhance the organic matter degradation and composting process of dairy manure. Samples were periodically taken from different reactor depths at 0, 3, 5, 7, 14, 21, and 28 days. pH levels, electrical conductivity (EC), ammonium and nitrate nitrogen, seed germination indices, and microbial population were determined. Organic matter and total nitrogen were also measured. Compared with the untreated control, the sample with APG exhibited slightly increased microbial populations, such as bacteria, fungi, and actinomycetes. APG addition increased temperatures without substantially affecting compost pH and EC throughout the process. After 28 days, APG addition increased nitrate nitrogen concentrations, promoted matter degradation, and increased seed germination indices. The results of this study suggest that the addition of APG provides more favorable conditions for microorganism growth, slightly enhancing organic matter decomposition and accelerating the composting process, improving the compost quality to a certain extent.« less

Effects of alkyl polyglycoside (APG) on composting of agricultural wastes.

PubMed

Zhang, Fabao; Gu, Wenjie; Xu, Peizhi; Tang, Shuanhu; Xie, Kaizhi; Huang, Xu; Huang, Qiaoyi

2011-06-01

Composting is the biological degradation and transformation of organic materials under controlled conditions to promote aerobic decomposition. To find effective ways to accelerate composting and improve compost quality, numerous methods including additive addition, inoculation of microorganisms, and the use of biosurfactants have been explored. Studies have shown that biosurfactant addition provides more favorable conditions for microorganism growth, thereby accelerating the composting process. However, biosurfactants have limited applications because they are expensive and their use in composting and microbial fertilizers is prohibited. Meanwhile, alkyl polyglycoside (APG) is considered a "green" surfactant. This study aims to determine whether APG addition into a compost reaction vessel during 28-day composting can enhance the organic matter degradation and composting process of dairy manure. Samples were periodically taken from different reactor depths at 0, 3, 5, 7, 14, 21, and 28 days. pH levels, electrical conductivity (EC), ammonium and nitrate nitrogen, seed germination indices, and microbial population were determined. Organic matter and total nitrogen were also measured. Compared with the untreated control, the sample with APG exhibited slightly increased microbial populations, such as bacteria, fungi, and actinomycetes. APG addition increased temperatures without substantially affecting compost pH and EC throughout the process. After 28 days, APG addition increased nitrate nitrogen concentrations, promoted matter degradation, and increased seed germination indices. The results of this study suggest that the addition of APG provides more favorable conditions for microorganism growth, slightly enhancing organic matter decomposition and accelerating the composting process, improving the compost quality to a certain extent. Copyright © 2011 Elsevier Ltd. All rights reserved.

Dynamics of microbial community composition and soil organic carbon mineralization in soil following addition of pyrogenic and fresh organic matter

PubMed Central

Whitman, Thea; Pepe-Ranney, Charles; Enders, Akio; Koechli, Chantal; Campbell, Ashley; Buckley, Daniel H; Lehmann, Johannes

2016-01-01

Pyrogenic organic matter (PyOM) additions to soils can have large impacts on soil organic carbon (SOC) cycling. As the soil microbial community drives SOC fluxes, understanding how PyOM additions affect soil microbes is essential to understanding how PyOM affects SOC. We studied SOC dynamics and surveyed soil bacterial communities after OM additions in a field experiment. We produced and mixed in either 350 °C corn stover PyOM or an equivalent initial amount of dried corn stover to a Typic Fragiudept soil. Stover increased SOC-derived and total CO2 fluxes (up to 6x), and caused rapid and persistent changes in bacterial community composition over 82 days. In contrast, PyOM only temporarily increased total soil CO2 fluxes (up to 2x) and caused fewer changes in bacterial community composition. Of the operational taxonomic units (OTUs) that increased in response to PyOM additions, 70% also responded to stover additions. These OTUs likely thrive on easily mineralizable carbon (C) that is found both in stover and, to a lesser extent, in PyOM. In contrast, we also identified unique PyOM responders, which may respond to substrates such as polyaromatic C. In particular, members of Gemmatimonadetes tended to increase in relative abundance in response to PyOM but not to fresh organic matter. We identify taxa to target for future investigations of the mechanistic underpinnings of ecological phenomena associated with PyOM additions to soil. PMID:27128990

Dynamics of microbial community composition and soil organic carbon mineralization in soil following addition of pyrogenic and fresh organic matter

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

Whitman, Thea; Pepe-Ranney, Charles; Enders, Akio

Pyrogenic organic matter (PyOM) additions to soils can have large impacts on soil organic carbon (SOC) cycling. As the soil microbial community drives SOC fluxes, understanding how PyOM additions affect soil microbes is essential to understanding how PyOM affects SOC. We studied SOC dynamics and surveyed soil bacterial communities after OM additions in a field experiment. We produced and mixed in either 350 °C corn stover PyOM or an equivalent initial amount of dried corn stover to a Typic Fragiudept soil. Stover increased SOC-derived and total CO 2 fluxes (up to 6x), and caused rapid and persistent changes in bacterialmore » community composition over 82 days. In contrast, PyOM only temporarily increased total soil CO 2 fluxes (up to 2x) and caused fewer changes in bacterial community composition. Of the operational taxonomic units (OTUs) that increased in response to PyOM additions, 70% also responded to stover additions. These OTUs likely thrive on easily mineralizable carbon (C) that is found both in stover and, to a lesser extent, in PyOM. In contrast, we also identified unique PyOM responders, which may respond to substrates such as polyaromatic C. In particular, members of Gemmatimonadetes tended to increase in relative abundance in response to PyOM but not to fresh organic matter. As a result, we identify taxa to target for future investigations of the mechanistic underpinnings of ecological phenomena associated with PyOM additions to soil.« less

Influence of carbon additives on operational properties of the intumescent coatings for the fire protection of building constructions

NASA Astrophysics Data System (ADS)

Zybina, Olga; Gravit, Marina; Stein, Yelena

2017-10-01

In work ability of the intercalated graphite entered into the fireproof intumescent compositions to act as catalytically active additive raising operational characteristics of the classical distending coverings intended for fire protection of building constructions. It is established that thermal expanded graphite, as well as nano-additives, increase frequency rate, durability, elasticity, density and uniformity of a coke layer of a fireproof covering for increase of fire resistance of a building construction.

Assessment of the Effectiveness of Clay Soil Covers as Engineered Barriers in Waste Disposal Facilities with Emphasis on Modeling Cracking Behavior

DTIC Science & Technology

2008-06-01

escaping the clay and keeping its compacted conditions constant. Other stabilizing additives such as surfactants or cement and applications such as foamed ...not a local phenomenon. Once a crack is formed, increasing the width of the crack at the surface by additional shrinkage will also extend the depth...at the surface, increasing the width of the crack by additional shrinkage will drive the crack deeper into the soil mass, expos- ing new surfaces to

Reducing Communication in Algebraic Multigrid Using Additive Variants

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

Vassilevski, Panayot S.; Yang, Ulrike Meier

Algebraic multigrid (AMG) has proven to be an effective scalable solver on many high performance computers. However, its increasing communication complexity on coarser levels has shown to seriously impact its performance on computers with high communication cost. Moreover, additive AMG variants provide not only increased parallelism as well as decreased numbers of messages per cycle but also generally exhibit slower convergence. Here we present various new additive variants with convergence rates that are significantly improved compared to the classical additive algebraic multigrid method and investigate their potential for decreased communication, and improved communication-computation overlap, features that are essential for goodmore » performance on future exascale architectures.« less

Reducing Communication in Algebraic Multigrid Using Additive Variants

DOE PAGES

Vassilevski, Panayot S.; Yang, Ulrike Meier

2014-02-12

Algebraic multigrid (AMG) has proven to be an effective scalable solver on many high performance computers. However, its increasing communication complexity on coarser levels has shown to seriously impact its performance on computers with high communication cost. Moreover, additive AMG variants provide not only increased parallelism as well as decreased numbers of messages per cycle but also generally exhibit slower convergence. Here we present various new additive variants with convergence rates that are significantly improved compared to the classical additive algebraic multigrid method and investigate their potential for decreased communication, and improved communication-computation overlap, features that are essential for goodmore » performance on future exascale architectures.« less

Influence of nanodispersed modifications of magnetite powders on spray nozzle efficiency of diesel engine injector

NASA Astrophysics Data System (ADS)

Saidov, M. A.; Perekrestov, A. P.

2017-10-01

The paper presents data on the impact of new environmental requirements relating to the quality of diesel fuel on the anti-wear properties of fuel. Anti-wear additive is proposed as a material for increasing the tribotechnical characteristics of diesel fuel. This additive consists of diesel fuel with micelles contained in it, formed on the basis of molecules of solid plasticity lubrication of iron oxide (Fe3O4) - magnetite, and with surrounding molecules of oleic acid (C18H34O2). The additive has low shear resistance and increased lubricity of diesel fuel when this additive is introduced into it.

Applications of Metal Additive Manufacturing in Veterinary Orthopedic Surgery

NASA Astrophysics Data System (ADS)

Harrysson, Ola L. A.; Marcellin-Little, Denis J.; Horn, Timothy J.

2015-03-01

Veterinary medicine has undergone a rapid increase in specialization over the last three decades. Veterinarians now routinely perform joint replacement, neurosurgery, limb-sparing surgery, interventional radiology, radiation therapy, and other complex medical procedures. Many procedures involve advanced imaging and surgical planning. Evidence-based medicine has also become part of the modus operandi of veterinary clinicians. Modeling and additive manufacturing can provide individualized or customized therapeutic solutions to support the management of companion animals with complex medical problems. The use of metal additive manufacturing is increasing in veterinary orthopedic surgery. This review describes and discusses current and potential applications of metal additive manufacturing in veterinary orthopedic surgery.

Laser-based sensors on UAVs for quantifying local emissions of greenhouse gases

NASA Astrophysics Data System (ADS)

Zondlo, Mark; Tao, Lei; O'Brien, Anthony; Ross, Kevin; Khan, Amir; Pan, Da; Golston, Levi; Sun, Kang; DiGangi, Josh

2015-04-01

Small unmanned aerial systems (UAS) provide an ideal platform to sample both locally near an emission source as well as within the atmospheric boundary layer. However, small UAS (those with wingspans or rotors on the order of a meter) place severe constraints on sensor size (~ liter volume), mass (~ kg), and power (10s W). Laser-based sensors employing absorption techniques are ideally suited for such platforms due to their high sensitivity, high selectivity, and compact footprint. We have developed and flown compact sensors for water vapor, carbon dioxide and methane using new advances in open-path, laser-based spectroscopy on a variety of platforms ranging from remote control helicopters to long-duration UAS. Open-path spectroscopy allows for high frequency sampling (10-25 Hz) while avoiding the size/mass/power of sample delays, inlet lines, and pumps. To address the challenges of in-flight stability in changing environmental conditions and any associated flight artifacts on the measurement itself (e.g. vibrations), we use an in-line reference cell at a reduced pressure (10 hPa) to account for systematic drift continuously while in flight. Wavelength modulation spectroscopy is used at different harmonics to isolate the narrow linewidth of the in-line reference signal from the ambient, pressure-broadened absorption lineshape of the trace gas of interest. As a result, a metric of in-flight performance is achieved in real-time on the same optical pathlength as the ambient signal. To demonstrate the great potential of laser-based sensors on UAS, we deployed a 1.65 micron-based methane sensor (4 kg, 50 W, 100 ppbv precision at 10 Hz) on a UT-Dallas remote control aircraft for two weeks around gas/oil extraction activities as part of the EDF Barnett Coordinated Campaign in October 2013. We conducted thirty-four flights around a compressor station to examine the spatial and temporal characteristics of its emissions. Leaks of methane were typically lofted to altitudes well above the surface (up to 100 m). In addition, plumes were very narrow horizontally (10-30 m width) within 200 m of the emission origin. By using a mass balance approach of upwind versus downwind CH4 concentrations, coupled to meteorological wind data, the CH4 emission rate from the compressor station averaged 13 ± 5 g CH4 s-1, consistent with individual, leak surveys measured within the compressor station itself. More recently, we developed a mid-infrared version of the same sensor using an antimonide laser at 3.3 microns. This sensor has a precision of 2 ppbv CH4 at 10 Hz, a mass of 1.3 kg, and consumes 10 W of power. Flight tests show the improved precision is capable of detecting methane leaks from landfills and cattle feedlots at higher altitudes (500 m) and greater distances downwind (several km) than the near infrared CH4 sensor. Sampling strategy is particularly important for not only UAS-based flight patterns but also sensor design. Many tradeoffs exist between the sampling density of the flight pattern, sensor precision, accuracy of wind data, and geographic isolation of the source of interest, and these will be discussed in the context of airborne-based CH4 measurements in the field. The development of compact yet robust trace gas sensors to be deployed on small UAS opens new capabilities for atmospheric sensing such as quantifying local source emissions (e.g. farms, well pads), vertical profiling of trace gases in a forest canopy, and trace gas distributions in complex areas (mountains, urban canyons).

U.S. Coast Guard -- Locally Based, Nationally Deployed, Globally Connected; Internationally Prepared

DTIC Science & Technology

2012-05-17

consequences. The National Marine Fisheries determined that 46 U.S. fish stocks are overfished . 120 Additionally, the Food and Agriculture division of the...limits with the intent to end and prevent overfishing . 124 As the regulations increase, the need for at-sea enforcement will increase accordingly...to be overfished increased from 46 stocks to 48 stocks between 2009 and 2010. Additionally the number of stocks determined to be subject to

Effects of Surfactants on the Preparation of Nanocellulose-PLA Composites

PubMed Central

Immonen, Kirsi; Lahtinen, Panu; Pere, Jaakko

2017-01-01

Thermoplastic composite materials containing wood fibers are gaining increasing interest in the manufacturing industry. One approach is to use nano- or micro-size cellulosic fibrils as additives and to improve the mechanical properties obtainable with only small fibril loadings by exploiting the high aspect ratio and surface area of nanocellulose. In this study, we used four different wood cellulose-based materials in a thermoplastic polylactide (PLA) matrix: cellulose nanofibrils produced from softwood kraft pulp (CNF) and dissolving pulp (CNFSD), enzymatically prepared high-consistency nanocellulose (HefCel) and microcellulose (MC) together with long alkyl chain dispersion-improving agents. We observed increased impact strength with HefCel and MC addition of 5% and increased tensile strength with CNF addition of 3%. The addition of a reactive dispersion agent, epoxy-modified linseed oil, was found to be favorable in combination with HefCel and MC. PMID:29149057

Pre-fermentation addition of grape tannin increases the varietal thiols content in wine.

PubMed

Larcher, Roberto; Tonidandel, Loris; Román Villegas, Tomás; Nardin, Tiziana; Fedrizzi, Bruno; Nicolini, Giorgio

2015-01-01

The recent finding that grape tannin may contain significant amount of S-glutathionylated (GSH-3MH) and S-cysteinylated (Cys-3MH) precursors of the varietal thiols 3-mercapto-1-hexanol and 3-mercaptohexyl acetate, characteristic of Sauvignon blanc wines, offers new opportunities for enhancing the tropical aroma in fermented beverages. In this study this new hypothesis was investigated: Müller Thurgau (17 samples) and Sauvignon blanc (15 samples) grapes were fermented with and without addition of a selected grape tannin. As expected, the tannin-added juices were higher in precursors, and they produced wines with increased free thiols. Preliminary informal sensory tests confirmed that in particular the Sauvignon wines produced with the tannin addition were often richer with increased "fruity/green" notes than the corresponding reference wines. This outcome confirms that grape tannin addition prior to fermentation can fortify the level of these compounds. Copyright © 2014 Elsevier Ltd. All rights reserved.

Study of the oxidized and non- oxidized bitumen modified with additive «Adgezolin» by using electron paramagnetic resonance

NASA Astrophysics Data System (ADS)

Mukhamatdinov, I.; Gafurov, M.; Kemalov, A.; Rodionov, A.; Mamin, G.; Fakhretdinov, P.

2018-05-01

Cationic surfactant (adhesion additive) «Adgezolin» has been developed. It is shown that introduction of «Adgezolin» into the oxidized bitumen increases the relative amount of asphaltenes and monocyclearomatic hydrocarbons. By means of electron paramagnetic resonance (EPR) it is demonstrated that the introduction of additive «Adgezolin» increases the number of paramagnetic «free» carbon radicals (FR) in the oxidized bitumen and decreases that in the unoxidized species. In both types of bitumen shift from the Lorentzian to Gaussian EPR lineshape of FR is obtained that could be connected with as an increase of the samples homogeneity. It is supposed that while in the oxygenated bitumens introduction of additives leads to the disaggregation of asphaltene-resins compounds, in the unoxidized samples the balance is shifted towards formation of di-radicals.

Corona Discharge Suppression in Negative Ion Mode Nanoelectrospray Ionization via Trifluoroethanol Addition.

PubMed

McClory, Phillip J; Håkansson, Kristina

2017-10-03

Negative ion mode nanoelectrospray ionization (nESI) is often utilized to analyze acidic compounds, from small molecules to proteins, with mass spectrometry (MS). Under high aqueous solvent conditions, corona discharge is commonly observed at emitter tips, resulting in low ion abundances and reduced nESI needle lifetimes. We have successfully reduced corona discharge in negative ion mode by trace addition of trifluoroethanol (TFE) to aqueous samples. The addition of as little as 0.2% TFE increases aqueous spray stability not only in nESI direct infusion, but also in nanoflow liquid chromatography (nLC)/MS experiments. Negative ion mode spray stability with 0.2% TFE is approximately 6× higher than for strictly aqueous samples. Upon addition of 0.2% TFE to the mobile phase of nLC/MS experiments, tryptic peptide identifications increased from 93 to 111 peptides, resulting in an average protein sequence coverage increase of 18%.

Effect of Lime on Mechanical and Durability Properties of Blended Cement Based Concrete

NASA Astrophysics Data System (ADS)

Acharya, Prasanna Kumar; Patro, Sanjaya Kumar; Moharana, Narayana C.

2016-06-01

This work presents the results of experimental investigations performed to evaluate the effect of lime on mechanical and durability properties of concrete mixtures made with blended cement like Portland Slag Cement (PSC) and Portland Pozzolana Cement (PPC) with lime content of 0, 5, 7 and 10 %. Test result indicated that inclusion of hydraulic lime on replacement of cement up to 7 % increases compressive strength of concrete made with both PSC and PPC. Flexural strength increased with lime content. Highest flexural strength is reported at 7 % lime content for both PSC and PPC. Workability is observed to decrease with lime addition which could be compensated with introduction of super plasticizer. Acid and sulphate resistance increase slightly up to 7 % of lime addition and is found to decrease with further addition of lime. Lime addition up to 10 % does not affect the soundness of blended cements like PSC and PPC.

Alumosilicate ceramic proppants based on natural refractory raw materials

NASA Astrophysics Data System (ADS)

Vakalova, T. V.; Devyashina, L. P.; Burihina, M. A.; Kisner, A. S.; Pashenko, N. V.

2017-12-01

The sintering-strengthening effect of the additions of the highly ferrous bauxite (with Fe2O3 content of 20-25 % in the calcined state) in the compositions with refractory clays was established. It was found that in the temperature range 1350-1500°C the additions of bauxite in amounts of 10-40% have a fluxing effect due to the iron oxide introduced with bauxite in compositions with clay. An increasing the bauxite additive in the amount of 50-70% ensures its strengthening effect by increasing the total content of the mullite of the prismatic habit in the firing products of composites with clay. Preliminary clay and bauxite calcination at 900 °C and an increase in the content of bauxite additive up to 50-70% in compositions with clay allow to produce aluminosilicate proppants with a bulk density of 1.62-1.65 g/cm3 and compressive strength up to 52 MPa.

Computational Process Modeling for Additive Manufacturing

NASA Technical Reports Server (NTRS)

Bagg, Stacey; Zhang, Wei

2014-01-01

Computational Process and Material Modeling of Powder Bed additive manufacturing of IN 718. Optimize material build parameters with reduced time and cost through modeling. Increase understanding of build properties. Increase reliability of builds. Decrease time to adoption of process for critical hardware. Potential to decrease post-build heat treatments. Conduct single-track and coupon builds at various build parameters. Record build parameter information and QM Meltpool data. Refine Applied Optimization powder bed AM process model using data. Report thermal modeling results. Conduct metallography of build samples. Calibrate STK models using metallography findings. Run STK models using AO thermal profiles and report STK modeling results. Validate modeling with additional build. Photodiode Intensity measurements highly linear with power input. Melt Pool Intensity highly correlated to Melt Pool Size. Melt Pool size and intensity increase with power. Applied Optimization will use data to develop powder bed additive manufacturing process model.

Fungal-mediated mortality explains the different effects of dung leachates on the germination response of grazing increaser and decreaser species

NASA Astrophysics Data System (ADS)

Carmona, Carlos P.; Navarro, Elena; Peco, Begoña

2016-01-01

Depending on their response to grazing, grassland species can be categorized as grazing increasers or decreasers. Grazing by livestock includes several different activities that can impact species differently. Recent evidence suggest that one of these actions, dung deposition, can reduce the germinative performance of decreaser species, thus favouring increasers. The present study tested the hypothesis that decreased germinative success of decreaser species is caused by a greater activity of fungal pathogens under the influence of dung leachates. We performed a phytotron experiment analysing the germination and fungal infections of fourteen species from Mediterranean grasslands. Species were grouped into phylogenetically-related pairs, composed of an increaser and a decreaser species. Seeds of each species were germinated under four different treatments (control, dung leachate addition, fungicide addition and dung leachate and fungicide addition), and the differences in germination percentage, germination speed and infection rate between each increaser species and its decreaser counterpart were analysed. Decreaser species were more affected by mortality than increaser ones, and these differences were higher under the presence of dung leachates. The differences in germinative performance after excluding the effect of seed mortality did not differ between treatments, showing that the main mechanism by which dung leachates favour increaser species is through increased mortality of the seeds of decreaser species. Drastic reductions in the number of dead seeds in the treatments including fungicide addition further revealed that fungal pathogens are responsible for these differences between species with different grazing response. The different vulnerabilities of increaser and decreaser species to the increased activity of fungal pathogens under the presence of dung leachates seems the main reason behind the differential effect of these leachates on species with different grazing response.

Evaluating the Environmental Performance of the U.S. Next Generation Air Transportation System

NASA Technical Reports Server (NTRS)

Graham, Michael; Augustine, Stephen; Ermatinger, Christopher; Difelici, John; Thompson, Terence R.; Marcolini, Michael A.; Creedon, Jeremiah F.

2009-01-01

The environmental impacts of several possible U.S. Next Generation Air Transportation scenarios have been quantitatively evaluated for noise, air-quality, fuel-efficiency, and CO2 impacts. Three principal findings have emerged. (1) 2025 traffic levels about 30% higher than 2006 are obtained by increasing traffic according to FAA projections while also limiting traffic at each airport using reasonable ratios of demand to capacity. NextGen operational capabilities alone enable attainment of an additional 10-15% more flights beyond that 2025 baseline level with negligible additional noise, air-quality, and fuel-efficiency impacts. (2) The addition of advanced engine and airframe technologies provides substantial additional reductions in noise and air-quality impacts, and further improves fuel efficiency. 2025 environmental goals based on projected system-wide improvement rates of about 1% per year for noise and fuel-efficiency (an air-quality goal is not yet formulated) are achieved using this new vehicle technology. (3) Overall air-transport "product", as measured by total flown distance or total payload distance, increases by about 50% relative to 2006, but total fuel consumption and CO2 production increase by only about 40% using NextGen operational capabilities. With the addition of advanced engine/airframe technologies, the increase in total fuel consumption and CO2 production can be reduced to about 30%.

The rural health care workforce implications of practice guideline implementation.

PubMed

Yawn, B P; Casey, M; Hebert, P

1999-03-01

Rural health care workforce forecasting has not included adjustments for predictable changes in practice patterns, such as the introduction of practice guidelines. To estimate the impact of a practice guideline for a single health condition on the needs of a rural health professional workforce. The current care of a cohort of rural Medicare recipients with diabetes mellitus was compared with the care recommended by a diabetes practice guideline. The additional tests and visits that were needed to comply with the guideline were translated into additional hours of physician services and total physician full-time equivalents. The implementation of a practice guideline for Medicare recipients with diabetes in rural Minnesota would require over 30,000 additional hours of primary care physician services and over 5,000 additional hours of eye care professionals' time per year. This additional need represents a 1.3% to 2.4% increase in the number of primary care physicians and a 1.0% to 6.6% increase in the number of eye-care clinicians in a state in which the rural medical provider to population ratios already meet some recommended workforce projections. The implementation of practice guidelines could result in an increased need for rural health care physicians or other providers. That increase, caused by guideline implementation, should be accounted for in future rural health care workforce predictions.

Resilient modulus characteristics of soil subgrade with geopolymer additive in peat

NASA Astrophysics Data System (ADS)

Zain, Nasuhi; Hadiwardoyo, Sigit Pranowo; Rahayu, Wiwik

2017-06-01

Resilient modulus characteristics of peat soil are generally very low with high potential of deformation and low bearing capacity. The efforts to improve the peat subgrade resilient modulus characteristics is required, one among them is by adding the geopolymer additive. Geopolymer was made as an alternative to replace portland cement binder in the concrete mix in order to promote environmentally friendly, low shrinkage value, low creep value, and fire resistant material. The use of geopolymer to improve the mechanical properties of peat as a road construction subgrade, hence it becomes important to identify the effect of geopolymer addition on the resilient modulus characteristics of peat soil. This study investigated the addition of 0% - 20% geopolymer content on peat soil derived from Ogan Komering Ilir, South Sumatera Province. Resilient modulus measurement was performed by using cyclic triaxial test to determine the resilience modulus model as a function of deviator stresses and radial stresses. The test results showed that an increase in radial stresses did not necessarily lead to an increase in modulus resilient, and on the contrary, an increase in deviator stresses led to a decrease in modulus resilient. The addition of geopolymer in peat soil provided an insignificant effect on the increase of resilient modulus value.

Potential for increased use of cereal grain forages on dairy operations

USDA-ARS?s Scientific Manuscript database

Farmers are increasingly using cereal grain cover crops, which allows them to take advantage of additional growing days in early spring and late fall. The use of cereal grain forages, such as rye, wheat, or triticale as cover crops helps to reduce soil and nutrient losses, and also allows for addit...

How the ICCOC Uses Analytics to Increase Student Success

ERIC Educational Resources Information Center

Leavy, Matt; Rheinschmidt, Steve

2010-01-01

With unemployment still high in many areas of the country, many job seekers are returning to school for additional training. The increase in numbers of students puts additional strain on community colleges, which is where many adult learners choose to further their education. Nevertheless, even among this population, only about half earn degrees.…

The Efficiency of Increasing the Capacity of Physiotherapy Screening Clinics or Traditional Medical Services to Address Unmet Demand in Orthopaedic Outpatients: A Practical Application of Discrete Event Simulation with Dynamic Queuing.

PubMed

Standfield, L; Comans, T; Raymer, M; O'Leary, S; Moretto, N; Scuffham, P

2016-08-01

Hospital outpatient orthopaedic services traditionally rely on medical specialists to assess all new patients to determine appropriate care. This has resulted in significant delays in service provision. In response, Orthopaedic Physiotherapy Screening Clinics and Multidisciplinary Services (OPSC) have been introduced to assess and co-ordinate care for semi- and non-urgent patients. To compare the efficiency of delivering increased semi- and non-urgent orthopaedic outpatient services through: (1) additional OPSC services; (2) additional traditional orthopaedic medical services with added surgical resources (TOMS + Surg); or (3) additional TOMS without added surgical resources (TOMS - Surg). A cost-utility analysis using discrete event simulation (DES) with dynamic queuing (DQ) was used to predict the cost effectiveness, throughput, queuing times, and resource utilisation, associated with introducing additional OPSC or TOMS ± Surg versus usual care. The introduction of additional OPSC or TOMS (±surgery) would be considered cost effective in Australia. However, OPSC was the most cost-effective option. Increasing the capacity of current OPSC services is an efficient way to improve patient throughput and waiting times without exceeding current surgical resources. An OPSC capacity increase of ~100 patients per month appears cost effective (A$8546 per quality-adjusted life-year) and results in a high level of OPSC utilisation (98 %). Increasing OPSC capacity to manage semi- and non-urgent patients would be cost effective, improve throughput, and reduce waiting times without exceeding current surgical resources. Unlike Markov cohort modelling, microsimulation, or DES without DQ, employing DES-DQ in situations where capacity constraints predominate provides valuable additional information beyond cost effectiveness to guide resource allocation decisions.

Effects of apple branch biochar on soil C mineralization and nutrient cycling under two levels of N.

PubMed

Li, Shuailin; Liang, Chutao; Shangguan, Zhouping

2017-12-31

The incorporation of biochar into soil has been proposed as a strategy for enhancing soil fertility and crop productivity. However, there is limited information regarding the responses of soil respiration and the C, N and P cycles to the addition of apple branch biochar at different rates to soil with different levels of N. A 108-day incubation experiment was conducted to investigate the effects of the rate of biochar addition (0, 1, 2 and 4% by mass) on soil respiration and nutrients and the activities of enzymes involved in C, N and P cycling under two levels of N. Our results showed that the application of apple branch biochar at rates of 2% and 4% increased the C-mineralization rate, while biochar amendment at 1% decreased the C-mineralization rate, regardless of the N level. The soil organic C and microbial biomass C and P contents increased as the rate of biochar addition was increased to 2%. The biochar had negative effects on β-glucosidase, N-acetyl-β-glucosaminidase and urease activity in N-poor soil but exerted a positive effect on all of these factors in N-rich soil. Alkaline phosphatase activity increased with an increase in the rate of biochar addition, but the available P contents after all biochar addition treatments were lower than those obtained in the treatments without biochar. Biochar application at rates of 2% and 4% reduced the soil nitrate content, particularly in N-rich soil. Thus, apple branch biochar has the potential to sequester C and improve soil fertility, but the responses of soil C mineralization and nutrient cycling depend on the rate of addition and soil N levels. Copyright © 2017 Elsevier B.V. All rights reserved.

Addition of sodium caseinate to skim milk increases nonsedimentable casein and causes significant changes in rennet-induced gelation, heat stability, and ethanol stability.

PubMed

Lin, Yingchen; Kelly, Alan L; O'Mahony, James A; Guinee, Timothy P

2017-02-01

The protein content of skim milk was increased from 3.3 to 4.1% (wt/wt) by the addition of a blend of skim milk powder and sodium caseinate (NaCas), in which the weight ratio of skim milk powder to NaCas was varied from 0.8:0.0 to 0.0:0.8. Addition of NaCas increased the levels of nonsedimentable casein (from ∼6 to 18% of total casein) and calcium (from ∼36 to 43% of total calcium) and reduced the turbidity of the fortified milk, to a degree depending on level of NaCas added. Rennet gelation was adversely affected by the addition of NaCas at 0.2% (wt/wt) and completely inhibited at NaCas ≥0.4% (wt/wt). Rennet-induced hydrolysis was not affected by added NaCas. The proportion of total casein that was nonsedimentable on centrifugation (3,000 × g, 1 h, 25°C) of the rennet-treated milk after incubation for 1 h at 31°C increased significantly on addition of NaCas at ≥0.4% (wt/wt). Heat stability in the pH range 6.7 to 7.2 and ethanol stability at pH 6.4 were enhanced by the addition of NaCas. It is suggested that the negative effect of NaCas on rennet gelation is due to the increase in nonsedimentable casein, which upon hydrolysis by chymosin forms into small nonsedimentable particles that physically come between, and impede the aggregation of, rennet-altered para-casein micelles, and thereby inhibit the development of a gel network. Copyright © 2017 American Dairy Science Association. Published by Elsevier Inc. All rights reserved.

The xylooligosaccharide addition and sodium reduction in requeijão cremoso processed cheese.

PubMed

Ferrão, Luana L; Ferreira, Marcus Vinícius S; Cavalcanti, Rodrigo N; Carvalho, Ana Flávia A; Pimentel, Tatiana C; Silva, Hugo L A; Silva, Ramon; Esmerino, Erick A; Neto, Roberto P C; Tavares, Maria Inês B; Freitas, Mônica Q; Menezes, Jaqueline C V; Cabral, Lúcio M; Moraes, Jeremias; Silva, Márcia C; Mathias, Simone P; Raices, Renata S L; Pastore, Gláucia M; Cruz, Adriano G

2018-05-01

The addition of xylooligosaccharide (XOS), sodium reduction and flavor enhancers (arginine and yeast extract) on the manufacture of requeijão cremoso processed cheese was investigated. The addition of XOS resulted in a denser and compact structure, with increased apparent viscosity, elasticity (G') and firmness (G*). The addition of XOS and yeast extract improved the rheological and physicochemical properties (decrease in viscosity and particle size and increase in melting rate) and sensory characteristics (improvement in salty and acid taste, greater homogeneity, and lower bitter taste). In addition, a positive effect of arginine was observed in the sensory characteristics of the requeijão cremoso processed cheese, but without improvements in the physicochemical and rheological characteristics. Overall, the XOS addition and sodium reduction proportionated the development of a healthier processed cheese formulation. Copyright © 2018 Elsevier Ltd. All rights reserved.

Evaluating the effects of phytoremediation with biochar additions on soil nitrogen mineralization enzymes and fungi.

PubMed

Zhang, Manyun; Wang, Jun; Bai, Shahla Hosseini; Teng, Ying; Xu, Zhihong

2018-06-02

Phytoremediation with biochar addition might alleviate pollutant toxicity to soil microorganism. It is uncertain to what extent biochar addition rate could affect activities of enzymes related to soil nitrogen (N) mineralization and alter fungal community under the phytoremediation. This study aimed to reveal the effects of Medicago sativa L. (alfalfa) phytoremediation, alone or with biochar additions, on soil protease and chitinase and fungal community and link the responses of microbial parameters with biochar addition rates. The alfalfa phytoremediation enhanced soil protease activities, and relative to the phytoremediation alone, biochar additions had inconsistent impacts on the corresponding functional gene abundances. Compared with the blank control, alfalfa phytoremediation, alone or with biochar additions, increased fungal biomass and community richness estimators. Moreover, relative to the phytoremediation alone, the relative abundances of phylum Zygomycota were also increased by biochar additions. The whole soil fungal community was not significantly changed by the alfalfa phytoremediation alone, but was indeed changed by alfalfa phytoremediation with 3.0% (w/w) or 6.0% biochar addition. This study suggested that alfalfa phytoremediation could enhance N mineralization enzyme activities and that biochar addition rates affected the responses of fungal community to the alfalfa phytoremediation.

Increased reach and effectiveness of a statewide tobacco quitline after the addition of access to free nicotine replacement therapy

PubMed Central

An, Lawrence C; Schillo, Barbara A; Kavanaugh, Annette M; Lachter, Randi B; Luxenberg, Michael G; Wendling, Ann H; Joseph, Anne M

2006-01-01

Background Tobacco users receiving behavioural and pharmacological assistance are more likely to quit. Although telephone quitlines provide population access to counselling, few offer pharmacotherapy. Objective To assess change in cessation rates and programme impact after the addition of free nicotine replacement therapy (NRT) to statewide quitline services. Design, setting, participants An observational study of cohorts of callers to the Minnesota QUITPLANSM Helpline before (n  =  380) and after (n  =  373) the addition of access to free NRT. Intervention Mailing of NRT (patch or gum) to callers enrolling in multi‐session counselling. Main outcome measure Thirty‐day abstinence six months after programme registration. Results The number of callers increased from 155 (SD 75) to 679 (180) per month pre‐NRT to post‐NRT (difference 524, 95% confidence interval (CI) 323 to 725). Post‐NRT, the proportion of callers enrolling in multi‐session counselling (23.4% v 90.1%, difference 66.6%, 95% CI 60.8% to 71.6%) and using pharmacotherapy (46.8% v 86.8%, difference 40.0%, 95% CI 31.3% to 47.9%) increased. Thirty‐day abstinence at six months increased from 10.0% pre‐NRT to 18.2% post‐NRT (difference 8.2%, 95% CI 3.1% to 13.4%). Post‐NRT the average number of new ex‐smokers per month among registrants increased from 15.5 to 123.6 (difference 108.1, 95% CI 61.1 to 155.0). The cost per quit pre‐NRT was $1362 (SD $207). The cost per quit post‐NRT was $1934 ($215) suggesting a possible increase in cost per quit (difference $572, 95% CI −$12 to $1157). Conclusion The addition of free NRT to a state quitline is followed by increases in participation and abstinence rates resulting in an eightfold increase in programme impact. These findings support the addition of access to pharmacological therapy as part of state quitline services. PMID:16885577

Formulation and Testing of Paraffin-Based Solid Fuels Containing Energetic Additives for Hybrid Rockets

NASA Technical Reports Server (NTRS)

Larson, Daniel B.; Boyer, Eric; Wachs,Trevor; Kuo, Kenneth K.; Story, George

2012-01-01

Many approaches have been considered in an effort to improve the regression rate of solid fuels for hybrid rocket applications. One promising method is to use a fuel with a fast burning rate such as paraffin wax; however, additional performance increases to the fuel regression rate are necessary to make the fuel a viable candidate to replace current launch propulsion systems. The addition of energetic and/or nano-sized particles is one way to increase mass-burning rates of the solid fuels and increase the overall performance of the hybrid rocket motor.1,2 Several paraffin-based fuel grains with various energetic additives (e.g., lithium aluminum hydride (LiAlH4) have been cast in an attempt to improve regression rates. There are two major advantages to introducing LiAlH4 additive into the solid fuel matrix: 1) the increased characteristic velocity, 2) decreased dependency of Isp on oxidizer-to-fuel ratio. The testing and characterization of these solid-fuel grains have shown that continued work is necessary to eliminate unburned/unreacted fuel in downstream sections of the test apparatus.3 Changes to the fuel matrix include higher melting point wax and smaller energetic additive particles. The reduction in particle size through various methods can result in more homogeneous grain structure. The higher melting point wax can serve to reduce the melt-layer thickness, allowing the LiAlH4 particles to react closer to the burning surface, thus increasing the heat feedback rate and fuel regression rate. In addition to the formulation of LiAlH4 and paraffin wax solid-fuel grains, liquid additives of triethylaluminum and diisobutylaluminum hydride will be included in this study. Another promising fuel formulation consideration is to incorporate a small percentage of RDX as an additive to paraffin. A novel casting technique will be used by dissolving RDX in a solvent to crystallize the energetic additive. After dissolving the RDX in a solvent chosen for its compatibility with both paraffin and RDX, the mixture will be combined with the melted paraffin. With the melting point of the paraffin far below the decomposition temperature of the RDX, the solvent will be boiled off, leaving the crystallized RDX embedded in the paraffin. At low percentages of RDX additive and with crystallized RDX surrounded by paraffin, the fuel grains will remain inert, maintaining a key benefit of hybrids in the safety of the solid fuel.

Performance ‘S’ Type Savonius Wind Turbine with Variation of Fin Addition on Blade

NASA Astrophysics Data System (ADS)

Pamungkas, S. F.; Wijayanto, D. S.; Saputro, H.; Widiastuti, I.

2018-01-01

Wind power has been receiving attention as the new energy resource in addressing the ecological problems of burning fossil fuels. Savonius wind rotor is a vertical axis wind turbines (VAWT) which has relatively simple structure and low operating speed. These characteristics make it suitable for areas with low average wind speed as in Indonesia. To identify the performance of Savonius rotor in generating electrical energy, this research experimentally studied the effect of fin addition for the ‘S’ shape of Savonius VAWT. The fin is added to fill the space in the blade in directing the wind flow. This rotor has two turbine blades, a rotor diameter of 1.1 m and rotor height of 1.4 m, used pulley transmission system with 1:4.2 multiplication ratio, and used a generator type PMG 200 W. The research was conducted during dry season by measuring the wind speed in the afternoon. The average wind speed in the area is 2.3 m/s with the maximum of 4.5 m/s. It was found that additional fin significantly increase the ability of Savonius rotor VAWT to generate electrical energy shown by increasing of electrical power. The highest power generated is 13.40 Watt at a wind speed of 4.5 m/s by adding 1 (one) fin in the blade. It increased by 22.71% from the rotor blade with no additional fin. However, increasing number of fins in the blade was not linearly increase the electrical power generated. The wind rotor blade with 4 additional fins is indicated has the lowest performance, generating only 10.80 Watt electrical power, accounted lower than the one generated by no fin-rotor blade. By knowing the effect of the rotor shape, the rotor dimension, the addition of fin, transmission, and generator used, it is possible to determine alternative geometry design in increasing the electrical power generated by Savonius wind turbine.

Media additives to promote spheroid circularity and compactness in hanging drop platform.

PubMed

Leung, Brendan M; Lesher-Perez, Sasha Cai; Matsuoka, Toshiki; Moraes, Christopher; Takayama, Shuichi

2015-02-01

Three-dimensional spheroid cultures have become increasingly popular as drug screening platforms, especially with the advent of different high throughput spheroid forming technologies. However, comparing drug efficacy across different cell types in spheroid culture can be difficult due to variations in spheroid morphologies and transport characteristics. Improving the reproducibility of compact, circular spheroids contributes to standardizing and increasing the fidelity of the desired gradient profiles in these drug screening three-dimensional tissue cultures. In this study we discuss the role that circularity and compaction has on spheroids, and demonstrate the impact methylcellulose (MethoCel) and collagen additives in the culture media can contribute to more compact and circular spheroid morphology. We demonstrate that improved spheroid formation is not a simple function of increased viscosity of the different macromolecule additives, suggesting that other macromolecular characteristics contribute to improved spheroid formation. Of the various macromolecular additives tested for hanging drop culture, MethoCel provided the most desirable spheroid formation. Additionally, the higher viscosity of MethoCel-containing media improved the ease of imaging of cellular spheroids within hanging drop cultures by reducing motion-induced image blur.

Influences of Na2O and K2O Additions on Electrical Conductivity of CaO-MgO-Al2O3-SiO2 Melts

NASA Astrophysics Data System (ADS)

Zhang, Guo-Hua; Zheng, Wei-Wei; Chou, Kuo-Chih

2017-04-01

The present study investigated the influences of Na2O and K2O additions on electrical conductivity of blast furnace type CaO-MgO-Al2O3-SiO2 melts by the four-electrode method. Both the single addition of Na2O or K2O and the double additions of Na2O and K2O were studied. It was found that electrical conductivity monotonously increased as the amount of Na2O addition was gradually increased, whereas, when K2O was added, there was a continuous decrease of electrical conductivity. With melts containing both Na2O and K2O, electrical conductivity first decreased but then increased when Na2O was gradually substituted for K2O while keeping the molar fractions of other components constant. In other words, the mixed-alkali effect took place in CaO-Mg-Al2O3-SiO2-ΣR2O melts.

Layer growth kinetics and wear resistance of martensitic precipitation hardening stainless steel plasma nitrocarburized at 460°C with rare earth addition

NASA Astrophysics Data System (ADS)

Liu, R. L.; Qiao, Y. J.; Yan, M. F.; Fu, Y. D.

2013-09-01

To study the effect of rare earth (RE) addition on low temperature plasma nitrocarburizing of martensitic precipitation hardening stainless steel, 17-4PH stainless steel was plasma nitrocarburized at 460 °C for different times with RE addition. The modified layers were tested by optical microscope, scanning electron microscope, X-ray diffraction, microhardness tester and pin-on-disc tribometer. The experimental results show that the layer depth of plasma RE nitrocarburized layer can be increased up to 56% compared with plasma nitrocarburizing without RE addition. Incorporation of RE element is beneficial to the formation of nitrogen and carbon expanded martensite (α'N). The surface microhardness of plasma RE nitrocarburized layer can be increased to 1286 HV and higher up to 80 HV than that obtained from the conventional treated one. The friction coefficient of martensitic stainless steel can be dramatically decreased by low temperature plasma nitrocarburizing with RE addition, and the friction coefficient of the modified specimens decrease gradually with increasing process time in the present test condition.

Self-organization processes in polysiloxane block copolymers, initiated by modifying fullerene additives

NASA Astrophysics Data System (ADS)

Voznyakovskii, A. P.; Kudoyarova, V. Kh.; Kudoyarov, M. F.; Patrova, M. Ya.

2017-08-01

Thin films of a polyblock polysiloxane copolymer and their composites with a modifying fullerene C60 additive are studied by atomic force microscopy, Rutherford backscattering, and neutron scattering. The data of atomic force microscopy show that with the addition of fullerene to the bulk of the polymer matrix, the initial relief of the film surface is leveled more, the larger the additive. This trend is associated with the processes of self-organization of rigid block sequences, which are initiated by the field effect of the surface of fullerene aggregates and lead to an increase in the number of their domains in the bulk of the polymer matrix. The data of Rutherford backscattering and neutron scattering indicate the formation of additional structures with a radius of 60 nm only in films containing fullerene, and their fraction increases with increasing fullerene concentration. A comparative analysis of the data of these methods has shown that such structures are, namely, the domains of a rigid block and are not formed by individual fullerene aggregates. The interrelation of the structure and mechanical properties of polymer films is considered.

Effects of fragmentation, supplementation and the addition of phase II compost to 2nd break compost on mushroom (Agaricus bisporus) yield.

PubMed

Royse, Daniel J

2010-01-01

Double-cropping offers growers an opportunity to increase production efficiency while reducing costs. We evaluated degree of fragmentation, supplementation, and addition of phase II compost (PIIC) to 2nd break compost (2BkC) on mushroom yield and biological efficiency (BE%). One crop was extended as a triple crop in which we evaluated effect of compost type, and addition of phase II compost and supplement. All crops involved removing the casing layer after 2nd break and then using 2BkC for the various treatments. Simple fragmentation of the compost increased mushroom yield by 30% compared to non-fragmented compost. Addition of a commercial supplement to fragmented compost increased mushroom yield by 53-56% over non-supplemented, fragmented 2BkC. Fragmented, supplemented 2BkC resulted in a 99% and 108% yield increase over the non-fragmented control depending on degree of fragmentation (3x, 1x, respectively). A 3rd crop of mushrooms was produced from 2BkC, but yields were about one-half that of the 1st and 2nd crops. Double-cropping (and even triple-cropping) offers growers an opportunity to increase bio-efficiency, reduce production costs, and increase profitability. The cost of producing Agaricus bisporus continues to rise due to increasing expenses including materials, energy, and labor. Optimizing production practices, through double- or triple-cropping, could help growers become more efficient and competitive, and ensure the availability of mushrooms for consumers.

Modeling the Potential Impact of a Prescription Drug Copayment Increase on the Adult Asthmatic Medicaid Population

PubMed Central

Bae, Seung Jin; Paltiel, A. David; Fuhlbrigge, Anne L.; Weiss, Scott T.; Kuntz, Karen M.

2012-01-01

Objectives The Commonwealth of Massachusetts increased the copayment for prescription drugs by $1.50 for Medicaid (MassHealth) beneficiaries in 2003. We sought to determine the likely health outcomes and cost shifts attributable to this copayment increase using the example of inhaled corticosteroids (ICS) use among adult asthmatic Medicaid beneficiaries. Method We compared the predicted costs and health outcomes projected over a 1-year time horizon with and without the increase in copayment from the perspective of MassHealth, providers, pharmacies, and MassHealth beneficiaries by employing decision analysis simulation model. Results In a target population of 17,500 adult asthmatics, increased copayments from 50¢ to $2.00 would result in an additional 646 acute events per year, caused by increased drug nonadherence. Annual combined net savings for the state and federal governments would be $2.10 million. Projected MassHealth savings are attributable to both decreased drug utilization and lower pharmacy reimbursement rates; these more than offset the additional costs of more frequent acute exacerbations. Pharmacies would lose $1.98 million in net revenues, MassHealth beneficiaries would pay an additional $0.28 million, and providers would receive additional $0.16 million. Conclusion Over its first year of implementation, increase in the prescription drug copayment is expected to produce more frequent acute exacerbations among asthmatic MassHealth beneficiaries who use ICS and to shift the financial burden from government to other stakeholders. PMID:18237365

Additively manufactured 3D porous Ti-6Al-4V constructs mimic trabecular bone structure and regulate osteoblast proliferation, differentiation and local factor production in a porosity and surface roughness dependent manner.

PubMed

Cheng, Alice; Humayun, Aiza; Cohen, David J; Boyan, Barbara D; Schwartz, Zvi

2014-10-07

Additive manufacturing by laser sintering is able to produce high resolution metal constructs for orthopedic and dental implants. In this study, we used a human trabecular bone template to design and manufacture Ti-6Al-4V constructs with varying porosity via laser sintering. Characterization of constructs revealed interconnected porosities ranging from 15-70% with compressive moduli of 2579-3693 MPa. These constructs with macro porosity were further surface-treated to create a desirable multi-scale micro-/nano-roughness, which has been shown to enhance the osseointegration process. Osteoblasts (MG63 cells) exhibited high viability when grown on the constructs. Proliferation (DNA) and alkaline phosphatase specific activity, an early differentiation marker, decreased as porosity increased, while osteocalcin, a late differentiation marker, as well as osteoprotegerin, vascular endothelial growth factor and bone morphogenetic proteins 2 and 4 increased with increasing porosity. Three-dimensional (3D) constructs with the highest porosity and surface modification supported the greatest osteoblast differentiation and local factor production. These results indicate that additively manufactured 3D porous constructs mimicking human trabecular bone and produced with additional surface treatment can be customized for increased osteoblast response. Increased factors for osteoblast maturation and differentiation on high porosity constructs suggest the enhanced performance of these surfaces for increasing osseointegration in vivo.

Aggregation of Cricket Activity in Response to Resource Addition Increases Local Diversity.

PubMed

Szinwelski, Neucir; Rosa, Cassiano Sousa; Solar, Ricardo Ribeiro de Castro; Sperber, Carlos Frankl

2015-01-01

Crickets are often found feeding on fallen fruits among forest litter. Fruits and other sugar-rich resources are not homogeneously distributed, nor are they always available. We therefore expect that crickets dwelling in forest litter have a limited supply of sugar-rich resource, and will perceive this and displace towards resource-supplemented sites. Here we evaluate how sugar availability affects cricket species richness and abundance in old-growth Atlantic forest by spraying sugarcane syrup on leaf litter, simulating increasing availability, and collecting crickets via pitfall trapping. We found an asymptotic positive association between resource addition and species richness, and an interaction between resource addition and species identity on cricket abundance, which indicates differential effects of resource addition among cricket species. Our results indicate that 12 of the 13 cricket species present in forest litter are maintained at low densities by resource scarcity; this highlights sugar-rich resource as a short-term driver of litter cricket community structure in tropical forests. When resource was experimentally increased, species richness increased due to behavioral displacement. We present evidence that the density of many species is limited by resource scarcity and, when resources are added, behavioral displacement promotes increased species packing and alters species composition. Further, our findings have technical applicability for increasing sampling efficiency of local cricket diversity in studies aiming to estimate species richness, but with no regard to local environmental drivers or species-abundance characteristics.

Effect Of Coir Fibres On The Compaction And Unconfined Compressive Strength Of Bentonite-Lime-Gypsum Mixture

NASA Astrophysics Data System (ADS)

Tilak B., Vidya; Dutta, Rakesh Kumar; Mohanty, Bijayananda

2015-06-01

This paper presents the effect of coir fibres on the compaction and unconfined compressive strength of a bentonite-lime-gypsum mixture. The coir fiber content varied from 0.5 to 2 %. The results indicated that the dry unit weight and the optimum moisture content of a bentonite - lime mix increased with the addition of gypsum. The unconfined compressive strength of the bentonite increased with the increase in the lime content up to 8 %. Beyond 8 %, the unconfined compressive strength decreased. The dry unit weight of the reference mix decreased, and the optimum moisture content increased with the addition of coir fibre. The unconfined compressive strength of the bentonite + 8 % lime mix increased up to 4 % with the gypsum. Beyond 4 %, the unconfined compressive strength decreased. The unconfined compressive strength of the reference mix increased with the addition of coir fibre up to a fibre content of 1.5 %. The unconfined compressive strength of the reference mix-coir fibre composite was less in comparison to the reference mix. The unconfined compressive strength of the bentonite increased with the addition of lime and gypsum and with the increase in the curing period. The improvement in the post-peak region was better for the reference mix with reinforced coir fibres as compared to the unreinforced reference mix. The improved post-peak behaviour of the bentonite-lime-gypsum-coir fibre mixture could boost the construction of temporary roads on such problematic soils. Further, its use will also provide an environmental motivation for providing a means of consuming large quantities of coir fibres.

The role of macrophages in the regulation of erythroid colony growth in vitro.

PubMed

Wang, C Q; Udupa, K B; Lipschitz, D A

1992-10-01

Depletion of macrophages from murine marrow by the use of a monoclonal anti-macrophage antibody resulted in a significant increase in the number of erythroid burst forming units (BFU-E). This increase could be neutralized by the addition back to culture of macrophages or macrophage conditioned medium indicating that the suppression was mediated by soluble factors. To further characterize this effect, the addition to culture, either alone or in combination, of interleukin-1 alpha (IL-1 alpha), tumor necrosis factor alpha (TNF alpha), and granulocyte-macrophage colony-stimulating factor (GM-CSF) on the growth of BFU-E and the colony-forming unit granulocyte-macrophage (CFU-GM) was examined in macrophage-containing and macrophage-depleted cultures. The addition of IL-1 alpha to culture stimulated the release of both TNF alpha and GM-CSF and acted synergistically with both cytokines, resulting in a dose-dependent suppression of BFU-E and stimulation of CFU-GM growth. The increase in CFU-GM caused by the addition of IL-1 alpha was mediated by GM-CSF but not by TNF alpha as the increase was prevented by the addition of a monoclonal anti-GM-CSF antibody but not by anti-TNF alpha. When either TNF alpha or GM-CSF was neutralized by monoclonal antibodies the addition of IL-1 alpha resulted in a significant increase in BFU-E growth. The addition of GM-CSF to culture caused a dose-dependent suppression of BFU-E that was mediated by TNF alpha, as colony number was not reduced when GM-CSF and a monoclonal anti-TNF alpha antibody were simultaneously added to culture. TNF alpha-induced suppression of BFU-E only occurred in the presence of macrophages. In macrophage-depleted cultures, a dose-dependent suppression of BFU-E could be induced if subinhibitory concentrations of IL-1 alpha or GM-CSF were simultaneously added with increasing concentrations of TNF alpha. The effects of IL-1 alpha or GM-CSF and TNF alpha were markedly synergistic so that the doses required to induce suppression when added simultaneously was only 10% of that required when either were added to culture alone. Suppression of BFU-E by GM-CSF or the combined addition of GM-CSF and TNF alpha did not require IL-1 alpha because inhibition was not neutralized by the addition of anti-IL-1 alpha antibody.(ABSTRACT TRUNCATED AT 400 WORDS)

Effect of nitrogen fertilizer and/or rice straw amendment on methanogenic archaeal communities and methane production from a rice paddy soil.

PubMed

Bao, Qiongli; Huang, Yizong; Wang, Fenghua; Nie, Sanan; Nicol, Graeme W; Yao, Huaiying; Ding, Longjun

2016-07-01

Nitrogen fertilization and returning straw to paddy soil are important factors that regulate CH4 production. To evaluate the effect of rice straw and/or nitrate amendment on methanogens, a paddy soil was anaerobically incubated for 40 days. The results indicated that while straw addition increased CH4 production and the abundances of mcrA genes and their transcripts, nitrate amendment showed inhibitory effects on them. The terminal restriction fragment length polymorphism (T-RFLP) analysis based on mcrA gene revealed that straw addition obviously changed methanogenic community structure. Based on mcrA gene level, straw-alone addition stimulated Methanosarcinaceaes at the early stage of incubation (first 11 days), but nitrate showed inhibitory effect. The relative abundance of Methanobacteriaceae was also stimulated by straw addition during the first 11 days. Furthermore, Methanosaetaceae were enriched by nitrate-alone addition after 11 days, while Methanocellaceae were enriched by nitrate addition especially within the first 5 days. The transcriptional methanogenic community indicated more dynamic and complicated responses to straw and/or nitrate addition. Based on mcrA transcript level, nitrate addition alone resulted in the increase of Methanocellaceae and the shift from Methanosarcinaceae to Methanosaetaceae during the first 5 days of incubation. Straw treatments increased the relative abundance of Methanobacteriaceae after 11 days. These results demonstrate that nitrate addition influences methanogens which are transcriptionally and functionally active and can alleviate CH4 production associated with straw amendment in paddy soil incubations, presumably through competition for common substrates between nitrate-utilizing organisms and methanogens.

Effects of Dietary Copper and Zinc Supplementation on Growth Performance, Tissue Mineral Retention, Antioxidant Status, and Fur Quality in Growing-Furring Blue Foxes (Alopex lagopus).

PubMed

Liu, Zhi; Wu, Xuezhuang; Zhang, Tietao; Guo, Jungang; Gao, Xiuhua; Yang, Fuhe; Xing, Xiumei

2015-12-01

A 4×2 factorial experiment with four supplemental levels of copper (0, 20, 40, or 60 mg copper per kg dry matter) from copper sulfate and two supplemental levels of zinc (40 or 200 mg zinc per kg dry matter) from zinc sulfate was conducted to investigate the effects of dietary copper and zinc supplementation on growth performance, tissue mineral retention, antioxidant status, and fur quality in growing-furring blue foxes. One hundred and twenty healthy 15-week-old male blue foxes were randomly allocated to eight dietary treatments with 15 replicates per treatment for a 70-day trial from mid-September to pelting in December. The average daily gain and feed conversion ratio were increased with copper supplementation in the first 35 days as well as the overall period (P<0.05). In addition, copper supplementation tended to increase feed intake during the first 35 days (P<0.10). Diets supplemented with 200 mg/kg zinc did not affect body gain (P>0.10) and feed intake (P>0.10) but improved feed conversion (P<0.05) compared with those supplemented 40 mg/kg zinc throughout the experiment. No copper×zinc interaction was observed for growth performance except that a tendency (P=0.09) was found for feed intake in the first 35 days. Supplementation of copper or zinc improved crude fat digestibility (P<0.01) but had no effects on the digestibility of other nutrients. Fecal copper was increased with both copper (P<0.01) and zinc addition (P<0.05). However, fecal zinc was affected only by dietary zinc addition (P<0.01). Mineral contents in serum and kidney were not affected by dietary treatments (P>0.05). However, the level of copper in the liver was increased with copper supplementation (P<0.05) and tended to decrease with zinc supplementation (P=0.08). Dietary zinc addition tended to increase the activity of alkaline phosphatase (P=0.07). The activities of copper-zinc superoxide dismutase and catalase tended to increase by copper (P=0.08) and zinc addition (P=0.05). Moreover, a copper×zinc interaction was observed for catalase in the experiment (P<0.05). Serum malondialdehyde concentration decreased with the increasing of dietary copper and zinc levels (P<0.05). The activity of glutathione peroxidase tended to increase by copper addition (P=0.09). For fur quality, foxes fed diets supplemented with high copper had larger skin length and darker pelts than those fed the basal diet without copper addition (P<0.05). In conclusion, this study demonstrated that dietary copper and zinc supplementation can improve growth by increasing feed intake and improving fat digestibility. Additionally, copper and zinc can enhance the antioxidant capacity of blue foxes. This study also indicates that additional zinc up to 200 mg/kg did not exert significant adverse effects on the copper metabolism of growing-furring blue foxes.

Electrospray-assisted drying of live probiotics in acacia gum microparticles matrix.

PubMed

Zaeim, Davood; Sarabi-Jamab, Mahboobe; Ghorani, Behrouz; Kadkhodaee, Rassoul; Tromp, R Hans

2018-03-01

Acacia gum solution was employed as a carrier for electrospray-assisted drying of probiotic cells. To optimize the process, effect of gum concentration, thermal sterilization as a prerequisite for microbial studies, and surfactant addition on physical properties of feed solution was investigated. Increasing gum concentration from 20 to 40 wt.% led to a viscosity increase, whilst surface tension did not change meaningfully and electrical conductivity declined after an increasing trend up to 30 wt.% of the gum. Thermal sterilization increased the viscosity without any significant effect on the conductivity and surface tension. Surfactant addition reduced the surface tension and conductivity but the viscosity increased. Highly uniform particles were formed by electrospray-assisted drying of autoclaved 35 wt.% acacia gum solution containing 1 wt.% Tween 80. Thermal sterilization and surfactant addition improved electrospray-ability of acacia gum solution. Bacterial count showed that more than 96 percent of probiotic cells passed the process viably. Copyright © 2017 Elsevier Ltd. All rights reserved.

Development and characterisation of composite films made of kefiran and starch.

PubMed

Motedayen, Ali Akbar; Khodaiyan, Faramarz; Salehi, Esmail Atai

2013-02-15

In this study, new edible composite films were prepared by blending kefiran with corn starch. Film-forming solutions of different ratios of kefiran to corn starch (100/0, 70/30, 50/50, 30/70) were cast at room temperature. The effects of starch addition on the resulting films' physical, mechanical and water-vapor permeability (WVP) properties were investigated. Increasing starch content from 0% to 50% (v/v) decreased the WVP of films; however, with further starch addition the WVP increased. Also, this increase in starch content increased the tensile strength and extensibility of the composite films. However, these mechanical properties decreased at higher starch contents. Dynamic mechanical thermal analysis (DMTA) curves showed that addition of starch at all levels increased the glass transition temperature of films. The electron scanning micrograph for the composite film was homogeneous, without signs of phase separation between the components. Thus, it was observed that these two film-forming components were compatible, and that an interaction existed between them. Copyright © 2012 Elsevier Ltd. All rights reserved.

Interactive effects of soil acidity and fluoride on soil solution aluminium chemistry and barley (Hordeum vulgare L.) root growth.

PubMed

Manoharan, V; Loganathan, P; Tillman, R W; Parfitt, R L

2007-02-01

A greenhouse study was conducted to determine if concentrations of fluoride (F), which would be added to acid soils via P fertilisers, were detrimental to barley root growth. Increasing rates of F additions to soil significantly increased the soil solution concentrations of aluminium (Al) and F irrespective of the initial adjusted soil pH, which ranged from 4.25 to 5.48. High rates of F addition severely restricted root growth; the effect was more pronounced in the strongly acidic soil. Speciation calculations demonstrated that increasing rates of F additions substantially increased the concentrations of Al-F complexes in the soil. Stepwise regression analysis showed that it was the combination of the activities of AlF2(1+) and AlF(2+) complexes that primarily controlled barley root growth. The results suggested that continuous input of F to soils, and increased soil acidification, may become an F risk issue in the future.

Approaches to Dispute Resolution in Additional Support Needs in Scotland

ERIC Educational Resources Information Center

Riddell, Sheila; Weedon, Elisabet

2009-01-01

The Education (Additional Support for Learning) (Scotland) Act 2004 aimed, among other things, to increase parents' rights in relation to the education of their children. In addition to the creation of the Additional Supports Needs Tribunals for Scotland, parents were given new rights to challenge local authority decisions through mediation and…

Field application of nitrogen and phenylacetylene to mitigate greenhouse gas emissions from landfill cover soils: effects on microbial community structure.

PubMed

Im, Jeongdae; Lee, Sung-Woo; Bodrossy, Levente; Barcelona, Michael J; Semrau, Jeremy D

2011-01-01

Landfills are large sources of CH(4), but a considerable amount of CH(4) can be removed in situ by methanotrophs if their activity can be stimulated through the addition of nitrogen. Nitrogen can, however, lead to increased N(2)O production. To examine the effects of nitrogen and a selective inhibitor on CH(4) oxidation and N(2)O production in situ, 0.5 M of NH(4)Cl and 0.25 M of KNO(3), with and without 0.01% (w/v) phenylacetylene, were applied to test plots at a landfill in Kalamazoo, MI from 2007 November to 2009 July. Nitrogen amendments stimulated N(2)O production but had no effect on CH(4) oxidation. The addition of phenylacetylene stimulated CH(4) oxidation while reducing N(2)O production. Methanotrophs possessing particulate methane monooxygenase and archaeal ammonia-oxidizers (AOAs) were abundant. The addition of nitrogen reduced methanotrophic diversity, particularly for type I methanotrophs. The simultaneous addition of phenylacetylene increased methanotrophic diversity and the presence of type I methanotrophs. Clone libraries of the archaeal amoA gene showed that the addition of nitrogen increased AOAs affiliated with Crenarchaeal group 1.1b, while they decreased with the simultaneous addition of phenylacetylene. These results suggest that the addition of phenylacetylene with nitrogen reduces N(2)O production by selectively inhibiting AOAs and/or type II methanotrophs.

Impacts of a Nanosized Ceria Additive on Diesel Engine Emissions of Particulate and Gaseous Pollutants

PubMed Central

Zhang, Junfeng; Nazarenko, Yevgen; Zhang, Lin; Calderon, Leonardo; Lee, Ki-Bum; Garfunkel, Eric; Schwander, Stephan; Tetley, Teresa D.; Chung, Kian Fan; Porter, Alexandra E.; Ryan, Mary; Kipen, Howard; Lioy, Paul J.; Mainelis, Gediminas

2014-01-01

Fuel additives incorporating nanosized ceria have been increasingly used in diesel engines as combustion promoters. However, few studies have assessed the impact of these nanotechnology-based additives on pollutant emissions. Here, we systematically compare emission rates of particulate and gaseous pollutants from a single-cylinder, four-cycle diesel engine using fuel mixes containing nanoceria of varying concentrations. The test fuels were made by adding different amounts of a commercial fuel additive Envirox into an ultralow-sulfur diesel fuel at 0 (base fuel), 0.1-, 1-, and 10-fold the manufacturer-recommended concentration of 0.5 mL Envirox per liter of fuel. The addition of Envirox resulted in ceria-concentration-dependent emission reductions of CO2, CO, total particulate mass, formaldehyde, acetaldehyde, acrolein, and several polycyclic aromatic hydrocarbons. These reductions at the manufacturer-recommended doping concentration, however, were accompanied by a substantial increase of certain other air pollutants, specifically the number of ultrafine particles (+32%), NOx (+9.3%), and the particle-phase benzo[a]pyrene toxic equivalence quotient (+35%). Increasing fuel ceria concentrations also led to decreases in the size of emitted particles. Given health concerns related to ultrafine particles and NOx, our findings call for additional studies to further evaluate health risks associated with the use of nanoceria additives in various engines under various operating conditions. PMID:24144266

Effects of aluminum and iron nanoparticle additives on composite AP/HTPB solid propellant regression rate

NASA Astrophysics Data System (ADS)

Styborski, Jeremy A.

This project was started in the interest of supplementing existing data on additives to composite solid propellants. The study on the addition of iron and aluminum nanoparticles to composite AP/HTPB propellants was conducted at the Combustion and Energy Systems Laboratory at RPI in the new strand-burner experiment setup. For this study, a large literature review was conducted on history of solid propellant combustion modeling and the empirical results of tests on binders, plasticizers, AP particle size, and additives. The study focused on the addition of nano-scale aluminum and iron in small concentrations to AP/HTPB solid propellants with an average AP particle size of 200 microns. Replacing 1% of the propellant's AP with 40-60 nm aluminum particles produced no change in combustive behavior. The addition of 1% 60-80 nm iron particles produced a significant increase in burn rate, although the increase was lesser at higher pressures. These results are summarized in Table 2. The increase in the burn rate at all pressures due to the addition of iron nanoparticles warranted further study on the effect of concentration of iron. Tests conducted at 10 atm showed that the mean regression rate varied with iron concentration, peaking at 1% and 3%. Regardless of the iron concentration, the regression rate was higher than the baseline AP/HTPB propellants. These results are summarized in Table 3.

Use of an Additional 19-G EBUS-TBNA Needle Increases the Diagnostic Yield of EBUS-TBNA.

PubMed

Garrison, Garth; Leclair, Timothy; Balla, Agnes; Wagner, Sarah; Butnor, Kelly; Anderson, Scott R; Kinsey, C Matthew

2018-06-12

Although endobronchial ultrasound-guided transbronchial needle aspiration (EBUS-TBNA) has an excellent diagnostic yield, there remain cases where the diagnosis is not obtained. We hypothesized that additional sampling with a 19-G EBUS-TBNA needle may increase diagnostic yield in a subset of cases where additional tissue sampling was required. Indications for use of the 19-G needle following 22-G sampling with rapid on-site cytologic examination were: (1) diagnostic uncertainty of the on-site cytopathologist (eg, nondiagnostic, probable lymphoma, etc.), (2) non-small cell lung cancer with probable need for molecular genetic and/or PD-L1 testing, or (3) need for a larger tissue sample for consideration of inclusion in a research protocol. A 19-G EBUS-TBNA needle was utilized following standard sampling with a 22-G needle in 48 patients (50 sites) during the same procedure. Although the diagnostic yield between the needles was equivalent, the concordance rate was only 83%. The 19-G determined a diagnosis in 4 additional patients (8%) and provided additional histopathologic information in 6 other cases (12%). Conversely, in 3 cases (6%) diagnostic information was provided only by the 22-G needle. Compared with 22-G EBUS-TBNA alone, sampling with both the 22- and 19-G EBUS needles resulted in an increase in diagnostic yield from 92% to 99% (P=0.045) and a number needed to sample of 13 patients to provide one additional diagnosis. There were no significant complications. In select cases where additional tissue may be needed, sampling with a 19-G EBUS needle following standard aspiration with a 22-G needle results in an increase in diagnostic yield.

Phytoplankton growth response to Asian dust addition in the northwest Pacific Ocean versus the Yellow Sea

NASA Astrophysics Data System (ADS)

Zhang, Chao; Gao, Huiwang; Yao, Xiaohong; Shi, Zongbo; Shi, Jinhui; Yu, Yang; Meng, Ling; Guo, Xinyu

2018-02-01

In this study, five on-board microcosm experiments were performed in the subtropical gyre, the Kuroshio Extension region of the northwest Pacific Ocean (NWPO), and the Yellow Sea (YS) in order to investigate phytoplankton growth following the addition of artificially modified mineral dust (AM dust) and various nutrients (nitrogen (N), phosphorus (P), iron (Fe), N + P, and N + P + Fe). The two experiments carried out with AM-dust addition in the subtropical gyre showed a maximum chlorophyll a (Chl a) concentration increase of 1.7- and 2.8-fold, while the cell abundance of large-sized phytoplankton ( > 5 µm) showed a 1.8- and 3.9-fold increase, respectively, relative to the controls. However, in the Kuroshio Extension region and the YS, the increases in maximum Chl a and cell abundance of large-sized phytoplankton following AM-dust addition were at most 1.3-fold and 1.7-fold larger than those in the controls, respectively. A net conversion efficiency index (NCEI) newly proposed in this study, size-fractionated Chl a, and the abundance of large-sized phytoplankton were analysed to determine which nutrients contribute to supporting phytoplankton growth. Our results demonstrate that a combination of nutrients, N-P or N + P + Fe, is responsible for phytoplankton growth in the subtropical gyre following AM-dust addition. Single nutrient addition, i.e., N in the Kuroshio Extension region and P or N in the YS, controls the phytoplankton growth following AM-dust addition. In the AM-dust-addition experiments, in which the increased N-P or P was identified to determine phytoplankton growth, the dissolved inorganic P from AM dust (8.6 nmol L-1) was much lower than the theoretically estimated minimum P demand (˜ 20 nmol L-1) for phytoplankton growth. These observations suggest that additional supply augments the bioavailable P stock in incubated seawater with AM-dust addition, most likely due to an enhanced solubility of P from AM dust or the remineralization of the dissolved organic P.

The positive effects of different platelet-rich plasma methods on human muscle, bone, and tendon cells.

PubMed

Mazzocca, Augustus D; McCarthy, Mary Beth R; Chowaniec, David M; Dugdale, Evan M; Hansen, Derek; Cote, Mark P; Bradley, James P; Romeo, Anthony A; Arciero, Robert A; Beitzel, Knut

2012-08-01

Clinical application of platelet-rich plasma (PRP) in the realm of orthopaedic sports medicine has yielded variable results. Differences in separation methods and variability of the individual may contribute to these variable results. To compare the effects of different PRP separation methods on human bone, muscle, and tendon cells in an in vitro model. Controlled laboratory study. Blood collected from 8 participants (mean ± SD age 31.6 ± 10.9 years) was used to obtain PRP preparations. Three different PRP separation methods were used: a single-spin process yielding a lower platelet concentration (PRP(LP)), a single-spin process yielding high platelet and white blood cell concentrations (PRP(HP)), and a double-spin that produces a higher platelet concentration and lower white blood cell concentration (PRP(DS)). Human bone, muscle, and tendon cells obtained from discarded tissue samples during shoulder surgery were placed into culture and treated with the 3 PRP preparations, control media (2% fetal bovine serum [FBS] and 10% FBS), and native blood. Radioactive thymidine assays were obtained to examine cell proliferation, and testing with enzyme-linked immunosorbent assay was used to determine growth factor concentrations. Addition of PRP(LP) to osteocytes, myocytes, and tenocytes significantly increased cell proliferation (P ≤ .05) compared with the controls. Adding PRP(DS) to osteoblasts and tenocytes increased cell proliferation significantly (P ≤ .05), but no significance was shown for its addition to myocytes. The addition of PRP(HP) significantly increased cell proliferation compared with the controls only when added to tenocytes (P ≤ .05). Osteoblasts: Proliferation was significantly increased by addition of PRP(LP) compared with all controls (2% FBS, 10% FBS, native blood) (P ≤ .05). Addition of PRP(DS) led to significantly increased proliferation compared with all controls, native blood, and PRP(HP) (P ≤ .05). Proliferation was significantly less when PRP(HP) was added compared with PRP(DS) (P ≤ .05). Myocytes: Proliferation was significantly increased by addition of PRP(LP) compared with native blood (P ≤ .05). Adding PRP(HP) or PRP(DS) to myocytes showed no significant increase in proliferation compared with the controls or the other separations. Tenocytes: Proliferation was significantly increased by addition of PRP(LP) compared with all controls (2% FBS, 10% FBS, native blood) (P ≤ .05). Addition of PRP(DS) showed a significant increase compared with the controls and native blood. For tenocytes, there was a significant increase (P ≤ .05) seen when PRP(HP) was added compared with the controls and native blood but not compared with the other separations. The primary findings of this study suggest the application of different PRP separations may result in a potential beneficial effect on the clinically relevant target cells in vitro. However, it is unclear which platelet concentration or PRP preparation may be optimal for the treatment of various cell types. In addition, a "more is better" theory for the use of higher platelet concentrations cannot be supported. This study was not intended to prove efficacy but to provide a platform for future research to be built upon. The utilization of different PRP separations may result in a potentially beneficial effect on the clinically relevant target cells in vitro, but it is unclear which platelet concentration or PRP preparation may be optimal for the treatment of various cell types.

Effects of chromium nanoparticle dosage on growth, body composition, serum hormones and tissue chromium in Sprague-Dawley rats*

PubMed Central

Zha, Long-ying; Xu, Zi-rong; Wang, Min-qi; Gu, Liang-ying

2007-01-01

This 6-week study was conducted to evaluate the effects of seven different levels of dietary chromium (Cr) (0, 75, 150, 300, 450, 600, and 1 200 ppb Cr) in the form of Cr nanoparticle (CrNano) on growth, body composition, serum hormones and tissue Cr in Sprague-Dawley (SD) rats. Seventy male SD rats (average initial body weight of (83.2±4.4) g) were randomly assigned to seven dietary treatments (n=10). At the end of the trial, body composition was assessed via dual energy X-ray absorptiometry (DEXA). All rats were then sacrificed to collect samples of blood, organs and tissues for determination of serum hormones and tissue Cr contents. The results indicated that lean body mass was significantly increased (P<0.05) due to the addition of 300 and 450 ppb Cr from CrNano. Supplementation of 150, 300, 450, and 600 ppb Cr decreased (P<0.05) percent body fat significantly. Average daily gain was increased (P<0.05) by addition of 75, 150, and 300 ppb Cr and feed efficiency was increased (P<0.05) by supplementation of 75, 300, and 450 ppb Cr. Addition of 300 and 450 ppb Cr decreased (P<0.05) the insulin level in serum greatly. Cr contents in liver and kidney were greatly increased (P<0.05) by the addition of Cr as CrNano in the dosage of from 150 ppb to 1 200 ppb. In addition, Supplementation of 300, 450, and 600 ppb Cr significantly increased (P<0.05) Cr content in the hind leg muscle. These results suggest that supplemental CrNano has beneficial effects on growth performance and body composition, and increases tissue Cr concentration in selected muscles. PMID:17542060

Use of nutrient supplements to increase the microbial degradation of PAH in contaminated soils

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

Carmichael, L.M.; Pfaender, F.K.

1994-12-31

The microbial degradation of polycyclic aromatic hydrocarbons (PAH) is often low in soils due to unavailability of PAH and/or to conditions in the soil that are not favorable to microbial activity. As a result, successful bioremediation of PAH contaminated soils may require the addition of supplements to impact PAH availability or soil conditions. This paper reports on the addition of supplements (Triton X-100, Inopol, nutrient buffer, an organic nutrient solution, salicylic acid) on the fate of (9-{sup 14}C) phenanthrene, a model PAH, in creosote contaminated soils. Phenanthrene metabolism was assessed using a mass balance approach that accounts for metabolism ofmore » phenanthrene to CO{sub 2}, relative metabolite production, and uptake of phenanthrene into cells. Most of the supplements did not drastically alter the fate of phenanthrene in the contaminated soils. Additions of Inopol, however, increased phenanthrene mineralization, while salicylic acid decreased phenanthrene mineralization but greatly increased the production of polar and water soluble metabolites. All supplements (excluding salicylic acid and the organic nutrient solution) increased populations of heterotrophic microorganisms, as measured by plate counts. Phenanthrene degrader populations, however, were only slightly increased by additions of the nutrient buffer, as measured by the Most Probable Number assay.« less

The use of contextual cues to improve warning symbol comprehension: making the connection for older adults

PubMed Central

Lesch, Mary F.; Powell, W. Ryan; Horrey, William J.; Wogalter, Michael S.

2013-01-01

This study teased apart the effects of comprehensibility and complexity on older adults' comprehension of warning symbols by manipulating the relevance of additional information in further refining the meaning of the symbol. Symbols were systematically altered such that increased visual complexity (in the form of contextual cues) resulted in increased comprehensibility. One hundred older adults, aged 50–71 years, were tested on their comprehension of these symbols before and after training. High comprehensibility–complexity symbols were found to be better understood than low- or medium-comprehensibility–complexity symbols and the effectiveness of the contextual cues varied as a function of training. Therefore, the nature of additional detail determines whether increased complexity is detrimental or beneficial to older adults' comprehension – if the additional details provide ‘cues to knowledge’, older adults' comprehension improves as a result of the increased complexity. However, some cues may require training in order to be effective. Practitioner Summary: Research suggests that older adults have greater difficulty in understanding more complex symbols. However, we found that when the complexity of symbols was increased through the addition of contextual cues, older adults' comprehension actually improved. Contextual cues aid older adults in making the connection between the symbol and its referent. PMID:23767856

A study on fibre addition to gluten free bread: its effects on bread quality and in vitro digestibility.

PubMed

Sciarini, L S; Bustos, M C; Vignola, M B; Paesani, C; Salinas, C N; Pérez, G T

2017-01-01

The aim of this study was to assess the impact of fibre addition on gluten-free (GF) dough properties and bread technological quality, and on protein and starch in vitro digestibility. Soluble (Inulin, In) and insoluble fibres (oat fibre, OF, and type IV resistant starch, RSIV) were used at 5 and 10% substitution levels. Dough firmness increased when insoluble fibres were added, and decreased when In was used. Incorporation of insoluble fibres resulted into bread with a low specific volume (SBV) since firmer dough were more difficult to expand during proofing and baking. Staling rate was reduced after fibre addition, with the exception being OF 10%, as its lower SBV may have favoured molecule re-association. In general, protein and starch digestibility increased when fibres were added at 5%, and then decreased after further increasing the level. Fibres may have disrupted bread crumb structure, thus increasing digestibility, although the higher addition may have led to a physical and/or chemical impediment to digestion. Inulin has well-known physiological effects, while RS presented the most important effect on in vitro starch digestibility (GI). These results showed the possibility of adding different fibres to GF bread to decrease the GI and increase protein digestibility, while obtaining an overall high quality end-product.

34 CFR 377.22 - What additional factors does the Secretary consider in making grants?

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROJECTS TO INCREASE CLIENT CHOICE PROGRAM How Does the Secretary Make an Award? § 377.22 What additional... strategies to increase client choice, in order to ensure that a variety of approaches are demonstrated by funded projects. (b) The diversity of clients to be served, in order to ensure that a variety of...

1989 Exclusive Economic Zone Symposium: summary and recommendations

USGS Publications Warehouse

Lockwood, M.; Hill, G.W.

1989-01-01

Issues discussed relate to digital seafloor mapping projects, cooperative federal-state programs, and requirements for additional data and information. Symposium recommendations included the need for increased surveying in coastal waters, development of standards for digital data dissemination, increased coordination with coastal states and federal agencies, and additional geophysical measurement systems abroad all mapping ships. -from Authors

Optimization of protein buffer cocktails using Thermofluor.

PubMed

Reinhard, Linda; Mayerhofer, Hubert; Geerlof, Arie; Mueller-Dieckmann, Jochen; Weiss, Manfred S

2013-02-01

The stability and homogeneity of a protein sample is strongly influenced by the composition of the buffer that the protein is in. A quick and easy approach to identify a buffer composition which increases the stability and possibly the conformational homogeneity of a protein sample is the fluorescence-based thermal-shift assay (Thermofluor). Here, a novel 96-condition screen for Thermofluor experiments is presented which consists of buffer and additive parts. The buffer screen comprises 23 different buffers and the additive screen includes small-molecule additives such as salts and nucleotide analogues. The utilization of small-molecule components which increase the thermal stability of a protein sample frequently results in a protein preparation of higher quality and quantity and ultimately also increases the chances of the protein crystallizing.

Sensory, Physico-Chemical and Water Sorption Properties of Corn Extrudates Enriched with Spirulina.

PubMed

Tańska, Małgorzata; Konopka, Iwona; Ruszkowska, Millena

2017-09-01

This study compares the quality of extrudates made from corn grits with the addition of up to 8% of spirulina powder. The sensory properties (shape, color, aroma, taste and crispness), chemicals (content of water, protein, fat, ash, fiber, carbohydrates, carotenoids, chlorophyll and phycocyanin) and physical properties (color, water absorption index, expansion indices, texture and water sorption properties) were determined. It has been found that spirulina-enriched extrudates had slightly lower sensory scores, but the addition of spirulina improved their nutritional value. The contents of protein, ash, fiber and β-carotene increased in extrudates with 8% of spirulina by 34, 36, 140 and 1,260%, respectively. The increasing addition of spirulina caused a decrease in extrudates lightness, an increase in their greenness and yellowness accompanied by a decrease of expansion indices and an increase of softness. Only small differences were found in water sorption properties, suggesting a similar behavior of spirulina-enriched extrudates during storage.

Developing a prebiotic yogurt enriched by red bean powder: Microbiological, physi-cochemical and sensory aspect

NASA Astrophysics Data System (ADS)

Setiyoningrum, Fitri; Priadi, Gunawan; Afiati, Fifi

2017-01-01

Red bean is widely known as a prebiotic, but addition of it into yogurt is rare. The aim of this study was to evaluate the effect of red bean powder addition on microbiological, physicochemical, and sensory of yogurt. Skim milk also added into yogurt formula to optimize the quality of yogurt. The treatment of concentrations, either red bean and skim milk, did not effect on the viability of lactic acid bacteria of yogurt (8.35 - 9.03 log cfu/ml) and the crude fiber content (0.04 - 0.08%). The increasing of red bean concentration induced the increase of protein content significantly. The increasing of level concentration, either red bean or skim milk, induced the increasing of carbohydrate content. Opposite phenomenon was occurred on the moisture content. Based on the sensory test result, the addition of 3% of skim milk and 2%of red bean into yogurt still accepted by panelist.

Influence of amount of oxidizing slag discharged from stainless steelmaking process of electric arc furnace on elution behavior into fresh water

NASA Astrophysics Data System (ADS)

Yokoyama, S.; Shimomura, T.; Hisyamudin, M. N. N.; Takahashi, T.; Izaki, M.

2012-03-01

Fundamental study was carried out for provision for acidification of soil due to acid rain. The influence of weight of the additive slag on elution behavior of the slag into water was studied in this study. Elution experiment was carried out on a basis of JIS K 0058-1. Generally, the pH in the aqueous solution increased with an increase in weight of the additive slag. The pH converged to approximately eight. Calcium, magnesium and manganese, which were essential elements for plants, were eluted from the slag irrespective to elution condition. The eluted concentrations of Ca and Mg increased with an increase in weight of the additive slag. Silicon and zinc were also eluted depending on the conditions. Aluminum that was harmful for plants was not eluted from the used slag.

Fruit quality and olive leaf and stone addition affect Picual virgin olive oil triterpenic content.

PubMed

Allouche, Yosra; Uceda, Marino; Jiménez, Antonio; Aguilera, M Paz; Gaforio, José Juan; Beltrán, Gabriel

2009-10-14

The present research aimed to evaluate whether Picual virgin olive oil triterpenic compounds are affected by the addition of variable quantities of stones and leaves before processing or by fruit resting on the ground during 3 months. Results showed that stone addition did not influence triterpenic dialcohol content (uvaol and erythrodiol), whereas triterpenic acids (oleanolic and maslinic) increased significantly when 20 and 30% stones were added. Leaves added at 2% increased significantly oleanolic acid, maslinic acid, and erythrodiol content by 83, 41, and 36%, respectively. During fruit resting on the ground, olive oils showed no differences in uvaol content, a slight increase in erythrodiol, and a gradual increase in both oleanolic and maslinic acids, obtaining at the end of the experiment contents nearly 10- and 3-fold higher than control oils. These results confirm that olive oil triterpenic composition is modified by the factors analyzed.

Influence of Processing Additives on Charge-Transfer Time Scales and Sound Velocity in Organic Bulk Heterojunction Films.

PubMed

Kaake, Loren G; Welch, Gregory C; Moses, Daniel; Bazan, Guillermo C; Heeger, Alan J

2012-05-17

The role of processing additives in organic bulk heterojunction thin films was investigated by means of transient absorption spectroscopy. The rate of ultrafast charge transfer was found to increase when a small amount of diiodooctane was used during film formation. In addition, coherent acoustic phonons were observed, and their velocity was determined. A strong correlation between the sound velocity and the charge-transfer time scale was observed, both of which could be explained by a subtle increase in thin film density.