Sample records for aircraft sca handled
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First Shuttle/747 Captive Flight
NASA Technical Reports Server (NTRS)
1977-01-01
The Space Shuttle prototype Enterprise rides smoothly atop NASA's first Shuttle Carrier Aircraft (SCA), NASA 905, during the first of the shuttle program's Approach and Landing Tests (ALT) at the Dryden Flight Research Center, Edwards, California, in 1977. During the nearly one year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype. In this photo, the main engine area on the aft end of Enterprise is covered with a tail cone to reduce aerodynamic drag that affects the horizontal tail of the SCA, on which tip fins have been installed to increase stability when the aircraft carries an orbiter. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.
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Enterprise - Free Flight after Separation from 747
NASA Technical Reports Server (NTRS)
1977-01-01
The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) over Rogers Dry Lake during the second of five free flights carried out at the Dryden Flight Research Center, Edwards, California, as part of the Shuttle program's Approach and Landing Tests (ALT) in 1977. The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. A series of test flights during which Enterprise was taken aloft atop the SCA, but was not released, preceded the free flight tests. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.
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Enterprise - Free Flight after Separation from 747
NASA Technical Reports Server (NTRS)
1977-01-01
The Space Shuttle prototype Enterprise flies free of NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Facility, Edwards, California in 1977 as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.
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Enterprise - Free Flight after Separation from 747
NASA Technical Reports Server (NTRS)
1977-01-01
The Space Shuttle prototype Enterprise flies free after being released from NASA's 747 Shuttle Carrier Aircraft (SCA) during one of five free flights carried out at the Dryden Flight Research Center, Edwards, California in 1977, as part of the Shuttle program's Approach and Landing Tests (ALT). The tests were conducted to verify orbiter aerodynamics and handling characteristics in preparation for orbital flights with the Space Shuttle Columbia. A tail cone over the main engine area of Enterprise smoothed out turbulent airflow during flight. It was removed on the two last free flights to accurately check approach and landing characteristics. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.
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Enterprise Separates from 747 SCA for First Tailcone off Free Flight
NASA Technical Reports Server (NTRS)
1977-01-01
The Space Shuttle prototype Enterprise rises from NASA's 747 Shuttle Carrier Aircraft (SCA) to begin a powerless glide flight back to NASA's Dryden Flight Research Center, Edwards, California, on its fourth of the five free flights in the shuttle program's Approach and Landing Tests (ALT), 12 October 1977. The tests were carried out at Dryden to verify the aerodynamic and control characteristics of the orbiters in preparation for the first space mission with the orbiter Columbia in April 1981. The Space Shuttle Approach and Landings Tests (ALT) program allowed pilots and engineers to learn how the Space Shuttle and the modified Boeing 747 Shuttle Carrier Aircraft (SCA) handled during low-speed flight and landing. The Enterprise, a prototype of the Space Shuttles, and the SCA were flown to conduct the approach and landing tests at the NASA Dryden Flight Research Center, Edwards, California, from February to October 1977. The first flight of the program consisted of the Space Shuttle Enterprise attached to the Shuttle Carrier Aircraft. These flights were to determine how well the two vehicles flew together. Five 'captive-inactive' flights were flown during this first phase in which there was no crew in the Enterprise. The next series of captive flights was flown with a flight crew of two on board the prototype Space Shuttle. Only three such flights proved necessary. This led to the free-flight test series. The free-flight phase of the ALT program allowed pilots and engineers to learn how the Space Shuttle handled in low-speed flight and landing attitudes. For these landings, the Enterprise was flown by a crew of two after it was released from the top of the SCA. The vehicle was released at altitudes ranging from 19,000 to 26,000 feet. The Enterprise had no propulsion system, but its first four glides to the Rogers Dry Lake runway provided realistic, in-flight simulations of how subsequent Space Shuttles would be flown at the end of an orbital mission. The fifth approach and landing test, with the Enterprise landing on the Edwards Air Force Base concrete runway, revealed a problem with the Space Shuttle flight control system that made it susceptible to Pilot-Induced Oscillation (PIO), a potentially dangerous control problem during a landing. Further research using other NASA aircraft, especially the F-8 Digital-Fly-By-Wire aircraft, led to correction of the PIO problem before the first orbital flight. The Enterprise's last free-flight was October 26, 1977, after which it was ferried to other NASA centers for ground-based flight simulations that tested Space Shuttle systems and structure.
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Small Aircraft Transportation System Higher Volume Operations Concept
NASA Technical Reports Server (NTRS)
Abbott, Terence S.; Consiglio, Maria C.; Baxley, Brian T.; Williams, Daniel M.; Jones, Kenneth M.; Adams, Catherine A.
2006-01-01
This document defines the Small Aircraft Transportation System (SATS) Higher Volume Operations concept. The general philosophy underlying this concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA). Within the SCA, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. This document also provides details for a number of off-nominal and emergency procedures which address situations that could be expected to occur in a future SCA. The details for this operational concept along with a description of candidate aircraft systems to support this concept are provided.
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Endeavour, Orbiter Vehicle (OV) 105, atop SCA NASA 911 at Ellington Field
NASA Technical Reports Server (NTRS)
1991-01-01
Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, is parked on an Ellington Field runway during a stopover on its way to the Kennedy Space Center (KSC). A crowd gathers around the massive aircraft carrying the newest addition to the Space Shuttle fleet. This view is a good profile of SCA/OV-105 and shows the orbiter/aircraft attach points. The spacecraft and aircraft-tandem left Houston later on this day and headed for another stop in Mississippi before landing in Florida on 05-07-91.
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Approach and Landing Tests Film Documentary
2018-05-09
Documentary of shuttle Enterprise on the Shuttle Carrier Aircraft (SCA), separating from the SCA in flight, and in free-flight. Footage shows SCA pilots Fitzhugh “Fitz” Fulton and Tom McMurtry heading to the aircraft, and Gordon Fullerton and Fred Haise following a flight in the prototype shuttle. During the nearly one-year-long series of tests, Enterprise was taken aloft on the SCA to study the aerodynamics of the mated vehicles and, in a series of five free flights, tested the glide and landing characteristics of the orbiter prototype.
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Small Aircraft Transportation System, Higher Volume Operations Concept: Off-Nominal Operations
NASA Technical Reports Server (NTRS)
Abbott, Terence S.; Consiglio, Maria C.; Baxley, Brian T.; Williams, Daniel M.; Conway, Sheila R.
2005-01-01
This document expands the Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept to include off-nominal conditions. The general philosophy underlying the HVO concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA). During periods of poor weather, a block of airspace would be established around designated non-towered, non-radar airports. Aircraft flying enroute to a SATS airport would be on a standard instrument flight rules flight clearance with Air Traffic Control providing separation services. Within the SCA, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. Previous work developed the procedures for normal HVO operations. This document provides details for off-nominal and emergency procedures for situations that could be expected to occur in a future SCA.
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Endeavour, Orbiter Vehicle (OV) 105, atop SCA NASA 911 at Ellington Field
NASA Technical Reports Server (NTRS)
1991-01-01
Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, is parked on an Ellington Field runway during a stopover on its way to the Kennedy Space Center (KSC). A ground crew member, at the top of a mobile stairway, prepares to open NASA 911's hatch to welcome the flight crew to Houston. Others on the runway look up at the massive aircraft carrying the newest addition to the Space Shuttle fleet. This view is a good profile of SCA/OV-105 and shows the orbiter/ aircraft attach points. The spacecraft and aircraft-tandem left Houston later on this day and headed for another stop in Mississippi before landing in Florida on 05-07-91. Ellington Field is near JSC.
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Endeavour sitting atop NASA's Shuttle Carrier Aircraft (SCA)
2012-09-19
Space Shuttle Endeavour is ferried by NASA's Shuttle Carrier Aircraft (SCA) over the Johnson Space Center in Houston, Texas on September 19, 2012. NASA pilots Jeff Moultrie and Bill Rieke are at the controls of the Shuttle Carrier Aircraft. Photo taken by NASA photographer Sheri Locke in the backseat of a NASA T-38 chase plane with NASA pilot Thomas E. Parent at the controls. Photo Credit: NASA/ Sheri Locke
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NASA Technical Reports Server (NTRS)
Pope, Shelly K.; Valero, Francisco P. J.; Collins, William D.; Minnis, Patrick
2002-01-01
Data obtained by the Scanner for Radiation Budget (ScaRaB) instrument on the Meteor 3 satellite have been analyzed and compared to satellite (GOES 8), aircraft (Radiation Measurement System, RAMS), and surface (Baseline Solar Radiation Network (BSRN), Solar and Infrared Observations System (SIROS), and RAMS) measurements of irradiance obtained during the Atmospheric Radiation Measurements Enhanced Shortwave Experiment (ARESE). It is found that the ScaRaB data covering the period from March 1994 to February 1995 (the instrument's operational lifetime) indicate excess absorption of solar radiation by the cloudy atmosphere in agreement with previous aircraft, surface, and GOES 8 results. The full ScaRaB data set combined with BSRN and SIROS surface observations gives an average all-sky absorptance of 0.28. The GOES 8 data set combined with RAMS surface observations gives an average all-sky absorptance of 0.26. The aircraft data set (RAMS) gives a mean all-sky absorptance of 0.24 (for the column between 0.5 and 13 km).
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2014-04-23
It has been called the world's greatest piggyback ride: a space shuttle, atop a Boeing 747 jet aircraft. But this is no ordinary 747, this is the Shuttle Carrier Aircraft...the SCA. This specially modified jumbo jet was not only a taxi service for the shuttle, but also helped in the development of the shuttle itself. In 30 years of flying, the majestic image of a spacecraft joined to the SCA, became a symbol of American invention and ingenuity.
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2012-09-12
CAPE CANAVERAL, Fla. - Jeff Moultrie, wearing a blue shirt, pilot on the Shuttle Carrier Aircraft, or SCA, speaks with news media inside the SCA at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2012-09-13
CAPE CANAVERAL, Fla. – Reporters look over a model of the Shuttle Carrier Aircraft, or SCA, and a space shuttle during a tour of the real Shuttle Carrier Aircraft. The model is a radio-controlled scale version of the modified 747 that was used to test theories for how the space shuttle would separate from the SCA during approach and landing tests. Photo credit: NASA/Kim Shiflett
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2012-09-13
CAPE CANAVERAL, Fla. – A visitor looks over a model of the Shuttle Carrier Aircraft, or SCA, and a space shuttle during a tour of the real Shuttle Carrier Aircraft. The model is a radio-controlled scale version of the modified 747 that was used to test theories for how the space shuttle would separate from the SCA during approach and landing tests. Photo credit: NASA/Kim Shiflett
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One of NASA's Two Modified Boeing 747 Shuttle Carrier (SCA) Aircraft in Flight over NASA Dryden Flig
NASA Technical Reports Server (NTRS)
1999-01-01
One of NASA's Boeing 747 Shuttle Carrier Aircraft flies over the Dryden Flight Research Center main building at Edwards Air Force Base, Edwards, California, in May 1999. NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing 'jumbo jets' that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights. Features which distinguish the two SCAs from standard 747 jetliners are: o Three struts, with associated interior structural strengthening, protruding from the top of the fuselage (two aft, one forward) on which the orbiter is attached o Two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability o Removal of all interior furnishings and equipment aft of the forward No. 1 doors o Instrumentation used by SCA flight crews and engineers to monitor orbiter electrical loads during the ferry flights and also during pre- and post-ferry flight operations. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Tex. NASA 905 NASA 905 was the first SCA. It was obtained from American Airlines in 1974. Shortly after it was accepted by NASA it was flown in a series of wake vortex research flights at the Dryden Flight Research Center in a study to seek ways of reducing turbulence produced by large aircraft. Pilots flying as much as several miles behind large aircraft have encountered wake turbulence that have caused control problems. The NASA study helped the Federal Aviation Administration modify flight procedures for commercial aircraft during airport approaches and departures. Following the wake vortex studies, NASA 905 was modified by Boeing to its present SCA configuration and the aircraft was returned to Dryden for its role in the 1977 Space Shuttle Approach and Landing Tests (ALT). This series of eight captive and five free flights with the orbiter prototype Enterprise, in addition to ground taxi tests, validated the aircraft's performance as an SCA, in addition to verifying the glide and landing characteristics of the orbiter configuration -- paving the way for orbital flights. A flight crew escape system, consisting of an exit tunnel extending from the flight deck to a hatch in the bottom of the fuselage, was installed during the modifications. The system also included a pyrotechnic system to activate the hatch release and cabin window release mechanisms. The flight crew escape system was removed from the NASA 905 following the successful completion of the ALT program. NASA 905 was the only SCA used by the space shuttle program until November 1990, when NASA 911 was delivered as an SCA. Along with ferrying Enterprise and the flight-rated orbiters between the launch and landing sites and other locations, NASA 905 also ferried Enterprise to Europe for display in England and at the Paris Air Show. NASA 911 The second SCA is designated NASA 911. It was obtained by NASA from Japan Airlines (JAL) in 1989. It was also modified by Boeing Corporation. It was delivered to NASA 20 November 1990.
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2012-04-16
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, no weather constraints to the planned flight plan are detected for departure tomorrow morning of the Shuttle Carrier Aircraft with space shuttle Discovery secured to its back. In the distance, at right, is the mate/demate device used to lift Discovery onto the aircraft. The device, also known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs The aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs
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Air to air view of Endeavour, OV-105, atop SCA approaches Ellington runway
NASA Technical Reports Server (NTRS)
1991-01-01
Air to air view of Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, approaches touchdown for a brief stopover at Ellington Field, near JSC. Visible below the spacecraft/aircraft combination are the NASA T-38 flight line, NASA aircraft hangars and facilities, and a runway. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. The spacecraft and aircraft-tandem left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Science Division (ISD).
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, waits on runway 15 for clearance from Kennedy’s air traffic control tower to begin takeoff at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, takes off from runway 15 at 7 a.m. EDT. The SCA will deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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Air to air view of Endeavour, OV-105, atop SCA approaches Ellington runway
1991-05-06
S91-36097 (6 May 1991) --- Air to air view of Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, approaches touchdown for a brief stopover at Ellington Field, near JSC. Visible below the spacecraft/aircraft combination are the NASA T-38 flight line, NASA aircraft hangars and facilities, and a runway. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. The spacecraft and aircraft-tandem left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Science Division (ISD).
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2012-09-12
CAPE CANAVERAL, Fla. - Jeff Moultrie, pilot of the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2012-04-17
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies out to the runway for a takeoff at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-09-12
CAPE CANAVERAL, Fla. - Henry Taylor, chief flight engineer on the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2012-09-12
CAPE CANAVERAL, Fla. - Henry Taylor, chief flight engineer on the Shuttle Carrier Aircraft, or SCA, speaks with news media at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA will take space shuttle Endeavour from Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2012-09-16
CAPE CANAVERAL, Fla. – An overview of the cockpit of NASA's Shuttle Carrier Aircraft, or SCA, is captured for posterity at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida before the aircraft is decommissioned. The SCA, a modified 747 jetliner, will fly space shuttle Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-09-16
CAPE CANAVERAL, Fla. – An overview of the cockpit of NASA's Shuttle Carrier Aircraft, or SCA, is captured for posterity at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida before the aircraft is decommissioned. The SCA, a modified 747 jetliner, will fly space shuttle Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2009-06-02
CAPE CANAVERAL, Fla. – Against a setting sun, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller
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2009-06-02
CAPE CANAVERAL, Fla. – After a two-day trip from California, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller
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2009-06-02
CAPE CANAVERAL, Fla. – After a two-day trip from California, space shuttle Atlantis, atop a Shuttle Carrier Aircraft, or SCA, is towed from the runway at NASA's Kennedy Space Center in Florida. The SCA is a modified Boeing 747 jetliner. Atlantis returned from California atop the SCA after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller
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2009-06-01
CAPE CANAVERAL, Fla. – At Biggs Army Air Field in El Paso, Texas, the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is ready to take off after an overnight stop at Biggs Army Air Field in El Paso, Texas. The shuttle and SCA left Edwards Air Force Base in California for its return to Florida.Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies along the runway on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff on runway 15 at 7 a.m. EDT. Discovery is on the way to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins to make the turn on runway 15 for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, is in the air after taking off from runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins takeoff from runway 15 at 7 a.m. EDT on its way to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background are the midfield air traffic control tower and the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-16
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, the Shuttle Carrier Aircraft backs away from the mate/demate device with space shuttle Discovery secured to its back. The device, also known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, completes the turn on runway 15 in preparation for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, begins to make the turn on runway 15 for a takeoff at 7 a.m. EDT to deliver Discovery to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, is in the air after taking off from runway 15 at 7 a.m. EDT. Discovery is on the way to its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies down the runway for a takeoff at 7 a.m. EDT. In the background is the midfield air traffic control tower. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Glenn Benson
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Aerial view of Endeavour, OV-105, parked on Ellington Field runway
NASA Technical Reports Server (NTRS)
1991-01-01
This aerial view looks down on Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, parked on an Ellington Field runway. The tail cone added to OV-105 to enhance the aerodynamics of the spacecraft/aircraft transport system is clearly visible. Ground transportation vehicles (cars, trucks) and a crowd surround OV-105 and NASA 911. Ceremonies were held during OV-105's brief stopover at Ellington Field, near JSC. The new space vehicle, sans SCA, was rolled out of Rockwell's Palmdale facility on 04-25-91. This again brings the total of NASA Shuttles available for flight assignment to four. The spacecraft and aircraft-tandem left Houston later on this day headed for a stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a NASA T-38 aircraft by Sheri J. Dunnette of JSC's Image Sciences Division (ISD).
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The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet
NASA Technical Reports Server (NTRS)
2000-01-01
The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing 'jumbo jets' that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.
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The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet
2000-02-03
The NASA Dryden 747 Shuttle Carrier Aircraft crew poses in an engine inlet; Standing L to R - aircraft mechanic John Goleno and SCA Team Leader Pete Seidl; Kneeling L to R - aircraft mechanics Todd Weston and Arvid Knutson, and avionics technician Jim Bedard NASA uses two modified Boeing 747 jetliners, originally manufactured for commercial use, as Space Shuttle Carrier Aircraft (SCA). One is a 747-100 model, while the other is designated a 747-100SR (short range). The two aircraft are identical in appearance and in their performance as Shuttle Carrier Aircraft. The 747 series of aircraft are four-engine intercontinental-range swept-wing "jumbo jets" that entered commercial service in 1969. The SCAs are used to ferry space shuttle orbiters from landing sites back to the launch complex at the Kennedy Space Center, and also to and from other locations too distant for the orbiters to be delivered by ground transportation. The orbiters are placed atop the SCAs by Mate-Demate Devices, large gantry-like structures which hoist the orbiters off the ground for post-flight servicing, and then mate them with the SCAs for ferry flights.
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2012-04-11
CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program. The names of the pilots and flight engineers who have flown the aircraft also are listed. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky
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2009-05-31
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, with space shuttle Atlantis on top, has landed at Biggs Army Air Field in El Paso, Texas, for an overnight stop. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery for its lift onto the top of a Shuttle Carrier Aircraft with the aid of the mate-demate device. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-17
CAPE CANAVERAL, Fla. – In the early morning hours at NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery secured atop, taxies past the midpoint on its way for a takeoff on runway 15 at 7 a.m. EDT. In the background is the 525-foot-tall Vehicle Assembly Building. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Powers and Rick Wetherington
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery to enable the mate-demate device to lift it onto a Shuttle Carrier Aircraft. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery in order to lift it onto the top of a Shuttle Carrier Aircraft with the aid of the mate-demate device. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, workers secure a sling to space shuttle Discovery to enable the mate-demate device to lift it onto a Shuttle Carrier Aircraft. The device, known as the MDD, is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the aircraft, or SCA. The SCA is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2007-07-03
KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, workers supervise the movement of the sling above the orbiter Atlantis. The sling will be attached and lift the orbiter away from the shuttle carrier aircraft (SCA) underneath. The SCA carried the orbiter piggyback from California. Atlantis landed at Edwards Air Force Base in California on June 22 to end mission STS-117. It returned to Kennedy atop the SCA on July 3 after a three-day, cross-country flight due to fuel stops and weather delays. Touchdown was at 8:27 a.m. EDT. Photo credit: NASA/Kim Shiflett
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NASA Technical Reports Server (NTRS)
Williams, Daniel; Consiglio, Maria; Murdoch, Jennifer; Adams, Catherine
2004-01-01
This document provides a preliminary validation of the Small Aircraft Transportation System (SATS) Higher Volume Operations (HVO) concept for normal conditions. Initial results reveal that the concept provides reduced air traffic delays when compared to current operations without increasing pilot workload. Characteristic to the SATS HVO concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA) which would be activated by air traffic control (ATC) around designated non-towered, non-radar airports. During periods of poor visibility, SATS pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft in the SCA. Using onboard equipment and simple instrument flight procedures, they would then be better able to approach and land at the airport or depart from it. This concept would also require a new, ground-based automation system, typically located at the airport that would provide appropriate sequencing information to the arriving aircraft. Further validation of the SATS HVO concept is required and is the subject of ongoing research and subsequent publications.
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2012-04-17
CAPE CANAVERAL, Fla. - The wheels of the Shuttle Carrier Aircraft leave the ground at NASA's Kennedy Space Center in Florida as space shuttle Discovery's ferry flight begins. The duo took off from Kennedy's runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer
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2012-04-17
CAPE CANAVERAL, Fla. - Space shuttle Discovery is secured to the top of the Shuttle Carrier Aircraft in anticipation of an early morning takeoff from NASA's Kennedy Space Center in Florida. The duo departed Kennedy's runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer
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2012-04-17
CAPE CANAVERAL, Fla. - With space shuttle Discovery secured to its back, the Shuttle Carrier Aircraft is positioned for takeoff at the north end of runway 15 at NASA's Kennedy Space Center in Florida. The duo departed Kennedy at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer
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2012-04-17
CAPE CANAVERAL, Fla. - Space shuttle Discovery, mounted atop the Shuttle Carrier Aircraft, taxies down the runway at NASA's Kennedy Space Center in Florida. The duo departed Kennedy' s runway 15 at 7 a.m. EDT. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 carried Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS- 013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www .nasa.gov/transition. Photo credit: NASA/Rusty Backer
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2012-04-16
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, the Shuttle Carrier Aircraft with space shuttle Discovery secured to its back is parked on the tarmac awaiting departure from Kennedy tomorrow morning. The aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, visit with each other after arriving in T-38 jet aircraft. From the left, are Mission Specialists Alvin Drew, Nicole Stott, Michael Barrett and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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Air to air view of Endeavour, OV-105, atop SCA flies over JSC enroute to KSC
NASA Technical Reports Server (NTRS)
1991-01-01
Air to air view shows Endeavour, Orbiter Vehicle (OV) 105, atop a Shuttle Carrier Aircraft (SCA) NASA 911, a modified Boeing 747, flying over the Clear Lake / NASA JSC area prior to a brief stopover at Ellington Field, near JSC. JSC site appears behind and below the orbiter/aircraft combination with Clear Creek and Egret Bay Blvd in the foreground and Clear Lake and Galveston Bay in the background. OV-105 rolled out at Rockwell's Palmdale facility on 04-25-91 to once more bring to four the total of NASA Shuttles available for flight assignment. It left Houston later on this day headed for another stop in Mississippi before landing in Florida on 05-07-91. This photograph was taken from a T-38 aircraft by Sheri J. Dunnette of JSC's Image Sciences Division (ISD).
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2012-04-16
CAPE CANAVERAL, Fla. – It’s a full house on the tarmac at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida with the arrival of astronauts in T-38 jets, the “pathfinder” aircraft for space shuttle Discovery’s ferry flight and the Shuttle Carrier Aircraft with Discovery secured on its back. The astronauts are participating in the festivities related to the final departure of Discovery from Kennedy. The NASA C-9 pathfinder aircraft will fly about 100 miles ahead of Discovery to scout for the safest route between destinations. Its crew includes an SCA flight engineer who studies the weather patterns along the flight path to find a route free of rain and other turbulence. The carrier aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use which was modified by NASA to transport the shuttles between destinations on Earth. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, and is assigned to all remaining ferry missions, delivering the shuttles to their permanent public display sites. After its arrival at Dulles, Discovery will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center on April 19. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Amanda Diller
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2012-04-17
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft transporting space shuttle Discovery shares the sky with a flock of seagulls as it flies over Cocoa Beach just after sunrise, giving Brevard County residents the opportunity to see the shuttle for the last time before it leaves the Space Coast for its new home. The aircraft, known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use which was modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is ferrying Discovery to the Washington Dulles International Airport in Virginia today, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center around April 19. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/R. D. Lee
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft toward the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft coasts down the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft parks near the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-11
CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft parks near the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft touches down at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – This overhead view shows Shuttle Carrier Aircraft parked on the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – The newly arrived Shuttle Carrier Aircraft is seen through the platforms of the mate-demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides onto the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – Preparations are under way at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida for the pilots of the newly arrived Shuttle Carrier Aircraft to disembark. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the mate/demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft along the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-11
CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, is at Kennedy to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Ben Smegelsky
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft makes contact with the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft along the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft prepares to touch down on the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Jim Grossmann
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft glides down the runway of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft comes to a stop on the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-14
CAPE CANAVERAL, Fla. – Painted graphics line the side of NASA 905 depicting the various ferry flights the Shuttle Carrier Aircraft has supported during the Space Shuttle Program, including the tests using the space shuttle prototype Enterprise. The aircraft, known as an SCA, will ferry space shuttle Discovery to the Washington Dulles International Airport in Sterling, Va., on April 17. The SCA is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Tim Jacobs
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft touches down at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-10
CAPE CANAVERAL, Fla. – The Shuttle Carrier Aircraft approaches the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-10
CAPE CANAVERAL, Fla. – The newly arrived Shuttle Carrier Aircraft is framed by a grappling fixture on the mate-demate device at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2012-04-10
CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft onto the apron of the runway at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Kim Shiflett
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2009-05-29
CAPE CANAVERAL, Fla. – This Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is prepared for its ferry flight to Florida, carrying space shuttle Atlantis. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-06-01
CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis is ready for takeoff from El Paso. Atlantis landed at Edwards Air Force Base in California on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-05-28
CAPE CANAVERAL, Fla. – This Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, is fitted with struts on top that will attach to space shuttle Atlantis for a piggyback flight. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2012-04-10
CAPE CANAVERAL, Fla. – NASA pilot Jeff Moultrie guides the Shuttle Carrier Aircraft to a picture-perfect touchdown at the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida with NASA co-pilot Bill Rieke at his side. The aircraft, known as an SCA, arrived at 5:35 p.m. EDT to prepare for shuttle Discovery’s ferry flight to the Washington Dulles International Airport in Sterling, Va., on April 17. This SCA, designated NASA 905, is a modified Boeing 747 jet airliner, originally manufactured for commercial use. One of two SCAs employed over the course of the Space Shuttle Program, NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 911 was decommissioned at the NASA Dryden Flight Research Center in California in February. Discovery will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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STS-92 - Towing of Shuttle Discovery and Boeing 747 Shuttle Carrier Aircraft (SCA)
2000-11-02
The Space Shuttle Discovery sits atop one of NASA’s modified Boeing 747 Shuttle Carrier Aircraft as the unusual piggyback duo is towed along a taxiway at NASA’s Dryden Flight Research Center at Edwards, California. The Discovery was ferried from NASA Dryden to NASA’s Kennedy Space Center in Florida on November 2, 2000, after extensive pre-ferry servicing and preparations.
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Shuttle Enterprise Flight to New York
2011-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over John F. Kennedy Airport, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Paul E. Alers)
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Shuttle Enterprise Flight to New York
2011-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it taxis at John F. Kennedy Airport, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Paul E. Alers)
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STS-68 747 SCA Ferry Flight Takeoff for Delivery to Kennedy Space Center, Florida
1994-10-19
The Space Shuttle Endeavour, atop NASA's 747 Shuttle Carrier Aircraft (SCA), taking off for the Kennedy Space Center shortly after its landing on 11 October 1994, at Edwards, California, to complete mission STS-68. Endeavour was being ferried from the Kennedy Space Center, Florida, to Air Force Plant 42, Palmdale, California, where it will undergo six months of inspections, modifications, and systems upgrades. The STS-68 11-day mission was devoted to radar imaging of Earth's geological features with the Space Radar Laboratory.
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Shuttle Discovery Is Demated From SCA
2012-04-19
Workers monitor the lift of the space shuttle Discovery from the the NASA 747 Shuttle Carrier Aircraft (SCA) at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen off in the distance behind the Statue of Liberty, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Hudson River, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Matt Hedges)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Verrazano Bridge, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Hudson River, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies near the Statue of Liberty, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Bill Ingalls)
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2009-06-01
CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis has arrived at Biggs Armuy Air Field in El Paso, Texas. Atlantis landed at Edwards Air Force Base in California on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-05-28
CAPE CANAVERAL, Fla. – Under the mate/demate device at Edwards Air Force Base in California, Atlantis is fitted with a sling to lift it for attachment to the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-05-29
CAPE CANAVERAL, Fla. – Under the mate/demate device at Edwards Air Force Base in California, Atlantis is fitted with a sling to lift it for attachment to the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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Shuttle Enterprise Flight to New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies near the Empire State Building, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Robert Markowitz)
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2008-12-13
CAPE CANAVERAL, Fla. -- Before dawn, at the Shuttle Landing Facility, or SLF, at NASA's Kennedy Space Center in Florida, space shuttle Endeavour has been lifted away from the shuttle carrier aircraft, or SCA, underneath. The SCA will be rolled back and Endeavour placed on the ground. Visible on Endeavour is the tail cone that covers and protects the main engines during the ferry flight. The SCA carried the shuttle piggyback from California, where Endeavour landed Nov. 30 to end the STS-126 mission. After Endeavour is on the ground, it will be towed via the two-mile tow-way from the SLF by a diesel-powered tractor to the Orbiter Processing Facility where it will begin preparations for its next mission, STS-127, targeted for May 2009. Photo credit: NASA/Jim Grossmann
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2012-09-12
CAPE CANAVERAL, Fla. – Henry Taylor is the chief flight engineer on the Shuttle Carrier Aircraft, or SCA, that will take space shuttle Endeavour from NASA's Kennedy Space Center in Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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IFR Operations at Non-Towered, Non-Radar Airports: Can we do Better Than One-at-a-Time?
NASA Technical Reports Server (NTRS)
Jones, K.; Williams, D.; Consiglio, M.; Adams, C.; Abbott, T.
2003-01-01
This paper describes a new concept for operations in non-radar terminal airspace around small, nontowered airports. Currently, air traffic operations in instrument meteorological conditions (IMC) at airfields without control towers and radar service are severely constrained by what is known as the one-in/one-out paradigm. Under these conditions only one operation (either arrival or departure) is allowed to occur at a time. Since these operations can take over 15 minutes to complete, capacity at these airports is severely restricted in IMC. The proposed concept is an attempt to break this current paradigm by applying emerging airborne and ground-based technologies to enable simultaneous operations by multiple aircraft in nonradar terminal airspace around small non-towered airports in IMC. The general philosophy underlying this concept of operations is the establishment of a newly defined area surrounding these airports called a Self-Controlled Area (SCA). Aircraft operating within the SCA are required to have a specified minimum level of equipage. Within the SCA, pilots are responsible for separating themselves from other similarly equipped aircraft through the use of new onboard systems and procedures. This concept also takes advantage of newly developed automation at the airport, which provides appropriate sequencing information to the pilots for safe and improved operations. Such operations would enhance the opportunity for point-to-point air taxi or charter operations into smaller airfields that are closer to a traveler s origin and destination. A description of this concept of operations and a simulation environment used for evaluation is provided in this paper.
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2012-09-12
CAPE CANAVERAL, Fla. - A row of posters displays some of the history of the Shuttle Carrier Aircraft, or SCA, that will take space shuttle Endeavour from NASA's Kennedy Space Center in Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2012-04-11
CAPE CANAVERAL, Fla. – At NASA’s Kennedy Space Center in Florida, a maintenance technician from NASA’s Dryden Flight Research Center in California checks controls inside NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving at the Shuttle Landing Facility from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-11
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, maintenance technicians from NASA’s Dryden Flight Research Center in California and Kennedy check NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-11
CAPE CANAVERAL, Fla. – At NASA’s Kennedy Space Center in Florida, maintenance technicians from NASA’s Dryden Flight Research Center in California check equipment inside NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving at the Shuttle Landing Facility from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-11
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, maintenance technicians from NASA’s Dryden Flight Research Center in California and Kennedy check NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-04-11
CAPE CANAVERAL, Fla. – At NASA’s Kennedy Space Center in Florida, maintenance technicians from NASA’s Dryden Flight Research Center in California check equipment inside NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving at the Shuttle Landing Facility from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2012-09-19
CAPE CANAVERAL, Fla. – Space shuttle Endeavour, mounted atop NASA's Shuttle Carrier Aircraft or SCA, taxis down the runway at the Shuttle Landing Facility at NASA's Kennedy Space Center in Florida. The SCA, a modified 747 jetliner, will fly Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Rusty Backer The SCA, a modified 747 jetliner, will fly Endeavour to Los Angeles where it will be placed on public display at the California Science Center. This is the final ferry flight scheduled in the Space Shuttle Program era. For more information on the shuttles' transition and retirement, visit http://www.nasa.gov/transition. Photo credit: NASA/Jim Grossmann
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2009-05-28
CAPE CANAVERAL, Fla. – The sun casts diamond-bright light over space shuttle Atlantis under the mate/demate device at Edwards Air Force Base in California. Atlantis is being fitted with a sling to lift it for attachment to the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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Space Shuttle Enterprise Demate
2012-05-12
NASA's 747 Shuttle Carrier Aircraft (SCA), with space shuttle Enterprise latched on its back, is towed from the hangar at John F. Kennedy (JFK) International Airport in New York late in the night on Saturday, May 12, 2012. Early Sunday morning, Enterprise was removed from the SCA. The shuttle will be placed on a barge that will move by tugboat up the Hudson River to Intrepid in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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Shuttle Discovery Is Demated From SCA
2012-04-19
The space shuttle Discovery is suspended from a sling held by two cranes shortly after the NASA 747 Shuttle Carrier Aircraft (SCA) was pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Discovery Is Demated From SCA
2012-04-19
The space shuttle Discovery is suspended from a sling held by two cranes after the NASA 747 Shuttle Carrier Aircraft (SCA) was pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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2009-05-31
CAPE CANAVERAL, Fla. – Bolted onto the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis gets ready for takeoff from Edwards Air Force Base in California, headed for its first stop at Biggs Army Air Field in El Paso, Texas. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-05-30
CAPE CANAVERAL, Fla. – At Edwards Air Force Base in California, a sling in the mate/demate device hoists space shuttle Atlantis from the ground. A Shuttle Carrier Aircraft, or SCA, will be moved underneath and Atlantis bolted to the top of the modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-05-29
CAPE CANAVERAL, Fla. – At Edwards Air Force Base in California, space shuttle Atlantis is fitted with a tail cone, which protects the aft engine area and provides a more efficient aeronautical dimension during its piggyback flight on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747. Atlantis landed at Edwards on May 24, which concluded mission STS-125, after two landing opportunities at Kennedy were waved off due to weather concerns. Atlantis is being returned to Florida on a ferry flight on the SCA. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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Shuttle Discovery Is Demated From SCA
2012-04-19
The space shuttle Discovery is suspended from a sling held by two cranes as the NASA 747 Shuttle Carrier Aircraft (SCA) is pushed back from underneath at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Discovery Is Demated From SCA
2012-04-19
Workers monitor the lift of the space shuttle Discovery from the top of the NASA 747 Shuttle Carrier Aircraft (SCA) at Washington Dulles International Airport, Thursday, April 19, 2012, in Sterling, VA. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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Shuttle Enterprise Flight to New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies over the Manhattan Skyline with Freedom Tower in the background, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Robert Markowitz)
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Shuttle Enterprise Flight to New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies near the Statue of Liberty and the Manhattan skyline, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Robert Markowitz)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it takes off for New York from Washington Dulles International Airport, Friday, April 27, 2012, in Sterling, VA. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Scott Andrews)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it takes off for New York from Washington Dulles International Airport, Friday, April 27, 2012, in Sterling, VA. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Smithsonian Institution/Mark Avino)
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Shuttle Enterprise Flight To New York
2012-04-27
Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen prior to taking off for New York from Washington Dulles International Airport, Friday, April 27, 2012, in Sterling, VA. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Scott Andrews)
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Shuttle Enterprise Flight to New York
2012-04-27
CAPTION: ---------------------------- Space shuttle Enterprise, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), is seen as it flies near the Intrepid Sea, Air and Space Museum, Friday, April 27, 2012, in New York. Enterprise was the first shuttle orbiter built for NASA performing test flights in the atmosphere and was incapable of spaceflight. Originally housed at the Smithsonian's Steven F. Udvar-Hazy Center, Enterprise will be demated from the SCA and placed on a barge that will eventually be moved by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. Photo Credit: (NASA/Robert Markowitz)
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2000-10-29
The early-morning Sun provides a golden backdrop to the Space Shuttle Discovery encased in the Mate-Demate Device (MDD) at NASA’s Dryden Flight Research Center at Edwards, California. The gantry-like MDD structure is used to prepare the shuttle for its ferry flight back to the Kennedy Space Center in Florida, including mounting the shuttle atop NASA’s modified Boeing 747 Shuttle Carrier Aircraft.
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System Certification Procedures and Criteria Manual for Deep Submergence Systems
1973-07-01
Certification Milestone Events. The applicant and SCA interplay and negotiations between milestones is stressed . Effective and frequent communication...a series of events beginning with a single failure, often relatively minor, which may place the DSq Personnel or equipments under additional stresses ...for the particular DSS. p. Support ship handling system components such as cranes , brakes, and cables when the DSS is handled with personnel aboard. q
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2012-04-11
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, maintenance technicians from NASA’s Dryden Flight Research Center in California check attach points on top of NASA’s Shuttle Carrier Aircraft modified 747 jet, or SCA, after arriving from Edwards Air Force Base in California. During the Space Shuttle Program’s transition and retirement processing, Discovery was prepared for display at Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. Discovery is scheduled to be transported atop the SCA, designated NASA 905, to Dulles International Airport in Virginia on April 17 and then moved to the Smithsonian for permanent public display on April 19. The SCA is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. For more information, visit http://www.nasa.gov/shuttle. Photo credit: NASA/Frankie Martin
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2007-07-03
KENNEDY SPACE CENTER, FLA. -- After a three-day trip from California, the shuttle carrier aircraft, or SCA, and its piggyback passenger Atlantis are parked on the KSC Shuttle Landing Facility. Touchdown was at 8:27 a.m. EDT. The SCA is a modified Boeing 747 jetliner. Visible on Atlantis is the tail cone that covers and protects the main engines during the ferry flight. Atlantis landed at Edwards Air Force Base in California to end mission STS-117. The return to KSC began July 1 and took three days after stops across the country for fuel. The last stop was at Ft. Campbell in Kentucky. Weather conditions over the last leg postponed the return trip until July 3. Atlantis will be removed from the back of the SCA via the mate/demate device at the SLF. It will then be towed to the Orbiter Processing Facility to begin processing for its next launch, mission STS-122 in December. Photo credit: NASA/Ken Thornsley
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2012-04-16
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, STS-133 Mission Specialists Nicole Stott and Michael Barratt pose for a photographer in front of a Shuttle Carrier Aircraft on which space shuttle Discovery has been secured for departure. Stott and Barratt were members of the crew to fly on Discovery’s final mission in February and March 2011. Other members of the STS-133 crew were Commander Steve Lindsey, Pilot Eric Boe, and Mission Specialists Alvin Drew and Steve Bowen. Discovery is scheduled to depart from Kennedy for the final time tomorrow morning. Also known as an SCA, the aircraft is a Boeing 747 jet, originally manufactured for commercial use, which was modified by NASA to transport the shuttles between destinations on Earth. The SCA designated NASA 905 is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Tim Jacobs
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2007-07-03
OFFUTT FIELD, NEB. -- The shuttle carrier aircraft, or SCA, and its piggyback passenger Atlantis are captured in the light of a full moon after landing at Offutt Field on the ferry flight from California to Florida. Atlantis landed at Edwards Air Force Base in California to end mission STS-117. Touchdown was at 8:27 a.m. EDT. The SCA is a modified Boeing 747 jetliner. The return to KSC began July 1 and took three days after stops across the country for fuel. The last stop was at Ft. Campbell in Kentucky. Weather conditions over the last leg postponed the return trip until July 3. Photo credit: NASA/Casey Wood
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2012-09-12
CAPE CANAVERAL, Fla. - Henry Taylor, from left to right, chief flight engineer on the Shuttle Carrier Aircraft, or SCA, Gary Ash, flight engineer, and Jeff Moultrie, pilot, look ahead to flying space shuttle Endeavour from NASA's Kennedy Space Center in Florida to Los Angeles for public display. Photo credit: NASA/Kim Shiflett
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2000-10-29
The early-morning Sun bathes the Space Shuttle Discovery in hues of purple, pink and gold as it is encased in the Mate-Demate Device (MDD) at NASA’s Dryden Flight Research Center at Edwards, California. The gantry-like MDD structure is used to prepare the shuttle for its ferry flight back to the Kennedy space Center in Florida, including mounting the shuttle atop NASA’s modified Boeing 747 Shuttle Carrier Aircraft.
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The Small Aircraft Transportation System (SATS), Higher Volume Operations (HVO) Concept and Research
NASA Technical Reports Server (NTRS)
Baxley, B.; Williams, D.; Consiglio, M.; Adams, C.; Abbott, T.
2005-01-01
The ability to conduct concurrent, multiple aircraft operations in poor weather at virtually any airport offers an important opportunity for a significant increase in the rate of flight operations, a major improvement in passenger convenience, and the potential to foster growth of operations at small airports. The Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept is designed to increase capacity at the 3400 non-radar, non-towered airports in the United States where operations are currently restricted to one-in/one-out procedural separation during low visibility or ceilings. The concept s key feature is that pilots maintain their own separation from other aircraft using air-to-air datalink and on-board software within the Self-Controlled Area (SCA), an area of flight operations established during poor visibility and low ceilings around an airport without Air Traffic Control (ATC) services. While pilots self-separate within the SCA, an Airport Management Module (AMM) located at the airport assigns arriving pilots their sequence based on aircraft performance, position, winds, missed approach requirements, and ATC intent. The HVO design uses distributed decision-making, safe procedures, attempts to minimize pilot and controller workload, and integrates with today's ATC environment. The HVO procedures have pilots make their own flight path decisions when flying in Instrument Metrological Conditions (IMC) while meeting these requirements. This paper summarizes the HVO concept and procedures, presents a summary of the research conducted and results, and outlines areas where future HVO research is required. More information about SATS HVO can be found at http://ntrs.nasa.gov.
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. From the left, are Mission Specialists Alvin Drew, Nicole Stott, Michael Barrett and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. From the left, are Mission Specialists Alvin Drew, Nicole Stott, Michael Barrett and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Commander Steve Lindsay visits with the media. Also present, but not in view, are Mission Specialists Nicole Stott, Michael Barrett, Steve Bowen and Alvin Drew, and Pilot Eric Boe. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Pilot Eric Boe visits with the media. Also present, but not in view, are Mission Specialists Nicole Stott, Michael Barrett, Steve Bowen and Alvin Drew, and Commander Steve Lindsay. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. From the left, are Mission Specialists Nicole Stott, Michael Barrett and Alvin Drew facing away, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Commander Steve Lindsay visits with the media. Also present, but not in view, are Mission Specialists Nicole Stott, Michael Barrett, Steve Bowen and Alvin Drew, and Pilot Eric Boe. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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Air to air views of Endeavour, Orbiter Vehicle (OV) 105
1959-01-01
Air to air views of Endeavour, Orbiter Vehicle (OV) 105, transported via the Shuttle Carrier Aircraft (SCA), NASA 911, on its way to KSC, 05-06-91. JSC with Clear Creek and Egret Bay Blvd in the foreground and Clear Lake and Galveston Bay in the background
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NASA's Boeing 747 SCA with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards
NASA Technical Reports Server (NTRS)
2001-01-01
NASA's modified Boeing 747 Shuttle Carrier Aircraft with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center in Florida.
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2001-05-08
NASA's modified Boeing 747 Shuttle Carrier Aircraft with the Space Shuttle Endeavour on top climbs out after takeoff from Edwards Air Force Base on the first leg of its ferry flight back to the Kennedy Space Center in Florida.
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Space Shuttle Enterprise Demate
2012-05-12
NASA and United Space Alliance workers lower a yellow sling onto space shuttle Enterprise, which sits atop NASA's 747 Shuttle Carrier Aircraft (SCA) prior to it being demated a few hours later at John F. Kennedy (JFK) International Airport in New York, Saturday, May 12, 2012. Once the sling was firmly attached early Sunday morning, Enterprise was lifted from the SCA. The shuttle will be placed on a barge that will move by tugboat up the Hudson River to Intrepid in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility, or SLF, at NASA’s Kennedy Space Center in Florida, space shuttle Discovery rolls past the Shuttle Carrier Aircraft with which it will be mated. Discovery will be hoisted onto the SCA with the aid of a mate-demate device. The SCA, a modified Boeing 747 jet airliner, is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Jim Grossmann
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Integrated Aerodynamic and Control System Design of Oblique Wing Aircraft. Ph.D. Thesis
NASA Technical Reports Server (NTRS)
Morris, Stephen James
1990-01-01
An efficient high speed aircraft design must achieve a high lift to drag ratio at transonic and supersonic speeds. In 1952 Dr. R. T. Jones proved that for any flight Mach number minimum drag at a fixed lift is achieved by an elliptic wing planform with an appropriate oblique sweep angle. Since then, wind tunnel tests and numerical flow models have confirmed that the compressibility drag of oblique wing aircraft is lower than similar symmetrical sweep designs. At oblique sweep angles above thirty degrees the highly asymmetric planform gives rise to aerodynamic and inertia couplings which affect stability and degrade the aircraft's handling qualities. In the case of the NASA-Rockwell Oblique Wing Research Aircraft, attempts to improve the handling qualities by implementing a stability augmentation system have produced unsatisfactory results because of an inherent lack of controllability in the proposed design. The present work focuses on improving the handling qualities of oblique wing aircraft by including aerodynamic configuration parameters as variables in the control system synthesis to provide additional degrees of freedom with which to further decouple the aircraft's response. Handling qualities are measured using a quadratic cost function identical to that considered in optimal control problems, but the controller architecture is not restricted to full state feedback. An optimization procedure is used to simultaneously solve for the aircraft configuration and control gains which maximize a handling qualities measure, while meeting imposed constraints on trim. In some designs wing flexibility is also modeled and reduced order controllers are implemented. Oblique wing aircraft synthesized by this integrated design method show significant improvement in handling qualities when compared to the originally proposed closed loop aircraft. The integrated design synthesis method is then extended to show how handling qualities may be traded for other types of mission performance (drag, weight, etc.). Examples are presented which show how performance can be maximized while maintaining a desired level of handling quality.
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2012-09-21
The space shuttle Endeavour, atop the Shuttle Carrier Aircraft, or SCA, lands at Los Angeles International Airport on Tuesday, Sept. 21, 2012 in Los Angeles where it will be placed on public display at the California Science Center. Today's flight marks the final scheduled ferry flight of the Space Shuttle Program. Photo Credit: (NASA/Matt Hedges)
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2012-09-21
The space shuttle Endeavour, atop the Shuttle Carrier Aircraft, or SCA, performs a fly-by of Los Angeles International Airport on Tuesday, Sept. 21, 2012 in Los Angeles where it will be placed on public display at the California Science Center. Today's flight marks the final scheduled ferry flight of the Space Shuttle Program. Photo Credit: (NASA/Joel Kowsky)
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2009-06-01
CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis has landed at Columbus Air Force Base in Mississippi for a fuel stop on its journey back to Florida. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2009-06-01
CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis has landed at Columbus Air Force Base in Mississippi for a fuel stop on its journey back to Florida. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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2012-04-16
CAPE CANAVERAL, Fla. – A T-38 jet parks beside space shuttle Discovery secured atop a Shuttle Carrier Aircraft on the tarmac of the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida. Astronauts are arriving to participate in the festivities related to the final departure of Discovery from Kennedy. The carrier aircraft, also known as an SCA, is a Boeing 747 jet, originally manufactured for commercial use which was modified by NASA to transport the shuttles between destinations on Earth. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, and is assigned to all remaining ferry missions, delivering the shuttles to their permanent public display sites. After its arrival at Dulles, Discovery will be placed on display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center on April 19. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Amanda Diller
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Mission Specialist Nicole Stott visits with the media. Also present, but not in view, are Mission Specialists Michael Barrett, Steve Bowen and Alvin Drew, Pilot Eric Boe and Commander Steve Lindsay. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. From the left, are Mission Specialists Alvin Drew, Nicole Stott, Steve Bowen partially hidden and Michael Barrett, and Pilot Eric Boe. Also present, but not in view, is Commander Steve Lindsay. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Mission Specialists Michael Barrett foreground and Alvin Drew visit with the media. Also present, but not in view, are Mission Specialists Nicole Stott and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. The crew arrived to view the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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2012-04-16
CAPE CANAVERAL, Fla. – At NASA Kennedy Space Center’s Shuttle Landing Facility in Florida, crew members of space shuttle Discovery’s last mission, STS-133, have arrived. Mission Specialist Alvin Drew visits with the media. Also present, but not in view, are Mission Specialists Nicole Stott, Michael Barrett and Steve Bowen, Pilot Eric Boe and Commander Steve Lindsay. In the background is the Shuttle Carrier Aircraft, or SCA, with space shuttle Discovery attached atop after being backed away from the mate/demate device. Known as the MDD, the devise is a large gantry-like steel structure used to hoist a shuttle off the ground and position it onto the back of the SCA. The SCA is a Boeing 747 jet that was originally manufactured for commercial use and modified by NASA to transport the shuttles between destinations on Earth. This SCA, designated NASA 905, is assigned to the remaining ferry missions, delivering the shuttles to their permanent public display sites. NASA 905 is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on display in the Smithsonian’s National Air and Space Museum, Steven F. Udvar-Hazy Center in Chantilly, Va. For more information on the SCA, visit http://www.nasa.gov/centers/dryden/news/FactSheets/FS-013-DFRC.html. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Dimitri Gerondidakis
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA), flies over the Washington skyline as seen from a NASA T-38 aircraft, Tuesday, April 17, 2012. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Robert Markowitz)
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Handling Qualities Prediction of an F-16XL-Based Reduced Sonic Boom Aircraft
NASA Technical Reports Server (NTRS)
Cogan, Bruce; Yoo, Seung
2010-01-01
A major goal of the Supersonics Project under NASA s Fundamental Aeronautics program is sonic boom reduction of supersonic aircraft. An important part of this effort is development and validation of sonic boom prediction tools used in aircraft design. NASA Dryden s F- 16XL was selected as a potential testbed aircraft to provide flight validation. Part of this task was predicting the handling qualities of the modified aircraft. Due to the high cost of modifying the existing F-16XL control laws, it was desirable to find modifications that reduced the aircraft sonic boom but did not degrade baseline aircraft handling qualities allowing for the potential of flight test without changing the current control laws. This was not a requirement for the initial modification design work, but an important consideration for proceeding to the flight test option. The primary objective of this work was to determine an aerodynamic and mass properties envelope of the F-16XL aircraft. The designers could use this envelope to determine the effect of proposed modifications on aircraft handling qualities.
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2009-06-01
CAPE CANAVERAL, Fla. – Hitching a ride on the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, space shuttle Atlantis has arrived in Lackland Air Force Base's Kelly Field Annex in Texas for a fuel stop on its journey back to Florida. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Ben Smegelsky
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NASA Technical Reports Server (NTRS)
Rosenstein, H.; Mcveigh, M. A.; Mollenkof, P. A.
1973-01-01
The results of a real time piloted simulation to investigate the handling qualities and performance of a tilting rotor aircraft design are presented. The aerodynamic configuration of the aircraft is described. The procedures for conducting the simulator evaluation are reported. Pilot comments of the aircraft handling qualities under various simulated flight conditions are included. The time histories of selected pilot maneuvers are shown.
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The effects of aircraft design on STOL ride quality
NASA Technical Reports Server (NTRS)
Jones, C. R.; Jacobson, I. D.
1975-01-01
Effects of aircraft dynamic characteristics on passenger ride quality are investigated to determine ride-quality isocontours similar to aircraft handling-qualities contours. Measurements are made on a moving-base simulator while varying the aircraft short-period and Dutch Roll frequencies and dampings. Both pilot ratings and subjective ride-quality ratings are obtained during flight. Ride and handling qualities were found to be complementary for the Dutch Roll mode, but not for the short-period mode. Regions of optimal ride and handling qualities are defined for the short-period mode, and the effects of turbulence levels studied.
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2008-12-13
CAPE CANAVERAL, Fla. -- Before dawn, at the Shuttle Landing Facility, or SLF, at NASA's Kennedy Space Center in Florida, space shuttle Endeavour is suspended by a sling under the mate/demate device. The shuttle carrier aircraft, or SCA, has rolled away. Endeavour, which retains the tail cone that covers and protects the main engines during the ferry flight, will be lowered onto the ground. The SCA carried the shuttle piggyback from California, where Endeavour landed Nov. 30 to end the STS-126 mission. After Endeavour is on the ground, it will be towed via the two-mile tow-way from the SLF by a diesel-powered tractor to the Orbiter Processing Facility where it will begin preparations for its next mission, STS-127, targeted for May 2009. Photo credit: NASA/Jim Grossmann
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NASA Technical Reports Server (NTRS)
Tseng, Chris; Gupta, Pramod; Schumann, Johann
2006-01-01
The Cooper-Harper rating of Aircraft Handling Qualities has been adopted as a standard for measuring the performance of aircraft since it was introduced in 1966. Aircraft performance, ability to control the aircraft, and the degree of pilot compensation needed are three major key factors used in deciding the aircraft handling qualities in the Cooper- Harper rating. We formulate the Cooper-Harper rating scheme as a fuzzy rule-based system and use it to analyze the effectiveness of the aircraft controller. The automatic estimate of the system-level handling quality provides valuable up-to-date information for diagnostics and vehicle health management. Analyzing the performance of a controller requires a set of concise design requirements and performance criteria. Ir, the case of control systems fm a piloted aircraft, generally applicable quantitative design criteria are difficult to obtain. The reason for this is that the ultimate evaluation of a human-operated control system is necessarily subjective and, with aircraft, the pilot evaluates the aircraft in different ways depending on the type of the aircraft and the phase of flight. In most aerospace applications (e.g., for flight control systems), performance assessment is carried out in terms of handling qualities. Handling qualities may be defined as those dynamic and static properties of a vehicle that permit the pilot to fully exploit its performance in a variety of missions and roles. Traditionally, handling quality is measured using the Cooper-Harper rating and done subjectively by the human pilot. In this work, we have formulated the rules of the Cooper-Harper rating scheme as fuzzy rules with performance, control, and compensation as the antecedents, and pilot rating as the consequent. Appropriate direct measurements on the controller are related to the fuzzy Cooper-Harper rating system: a stability measurement like the rate of change of the cost function can be used as an indicator if the aircraft is under control; the tracking error is a good measurement for performance needed in the rating scheme. Finally, the change of the control amount or the output of a confidence tool, which has been developed by the authors, can be used as an indication of pilot compensation. We use a number of known aircraft flight scenarios with known pilot ratings to calibrate our fuzzy membership functions. These include normal flight conditions and situations in which partial or complete failure of tail, aileron, engine, or throttle occurs.
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Factors influencing aircraft ground handling performance
NASA Technical Reports Server (NTRS)
Yager, T. J.
1983-01-01
Problems associated with aircraft ground handling operations on wet runways are discussed and major factors which influence tire/runway braking and cornering traction capability are identified including runway characteristics, tire hydroplaning, brake system anomalies, and pilot inputs. Research results from tests with instrumented ground vehicles and aircraft, and aircraft wet runway accident investigation are summarized to indicate the effects of different aircraft, tire, and runway parameters. Several promising means are described for improving tire/runway water drainage capability, brake system efficiency, and pilot training to help optimize aircraft traction performance on wet runways.
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NASA Astrophysics Data System (ADS)
Winther, Morten; Kousgaard, Uffe; Ellermann, Thomas; Massling, Andreas; Nøjgaard, Jacob Klenø; Ketzel, Matthias
2015-01-01
This paper presents a detailed emission inventory for NOx, particle mass (PM) and particle numbers (PN) for aircraft main engines, APU's and handling equipment at Copenhagen Airport (CPH) based on time specific activity data and representative emission factors for the airport. The inventory has a high spatial resolution of 5 m × 5 m in order to be suited for further air quality dispersion calculations. Results are shown for the entire airport and for a section of the airport apron area ("inner apron") in focus. The methodology presented in this paper can be used to quantify the emissions from aircraft main engines, APU and handling equipment in other airports. For the entire airport, aircraft main engines is the largest source of fuel consumption (93%), NOx, (87%), PM (61%) and PN (95%). The calculated fuel consumption [NOx, PM, PN] shares for APU's and handling equipment are 5% [4%, 8%, 5%] and 2% [9%, 31%, 0%], respectively. At the inner apron area for handling equipment the share of fuel consumption [NOx, PM, PN] are 24% [63%, 75%, 2%], whereas APU and main engines shares are 43% [25%, 19%, 54%], and 33% [11%, 6%, 43%], respectively. The inner apron NOx and PM emission levels are high for handling equipment due to high emission factors for the diesel fuelled handling equipment and small for aircraft main engines due to small idle-power emission factors. Handling equipment is however a small PN source due to the low number based emission factors. Jet fuel sulphur-PM sensitivity calculations made in this study with the ICAO FOA3.0 method suggest that more than half of the PM emissions from aircraft main engines at CPH originate from the sulphur content of the fuel used at the airport. Aircraft main engine PN emissions are very sensitive to the underlying assumptions. Replacing this study's literature based average emission factors with "high" and "low" emission factors from the literature, the aircraft main engine PN emissions were estimated to change with a factor of 14.
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NASA Technical Reports Server (NTRS)
Lane, J. H.
1976-01-01
Performance tests completed on the Space Shuttle Carrier Aircraft (SCA) transceiver console, verifying its design objectives, were described. These tests included: (1) check of power supply voltages for correct output voltage and energization at the proper point in the turn on sequence, (2) check of cooling system (LRU blower, overload sensors and circuitry, and thermocouple probe), (3) check of control circuits logic, including the provisions for remote control and display, (4) check of the LRU connector for presence of correct voltages and absence of incorrect voltages under both energized and deenergized conditions, and (5) check of the AGC and power output monitor circuits.
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NASA Technical Reports Server (NTRS)
Homan, D. J.
1977-01-01
A computer program written to calculate the proximity aerodynamic force and moment coefficients of the Orbiter/Shuttle Carrier Aircraft (SCA) vehicles based on flight instrumentation is described. The ground reduced aerodynamic coefficients and instrumentation errors (GRACIE) program was developed as a tool to aid in flight test verification of the Orbiter/SCA separation aerodynamic data base. The program calculates the force and moment coefficients of each vehicle in proximity to the other, using the load measurement system data, flight instrumentation data and the vehicle mass properties. The uncertainty in each coefficient is determined, based on the quoted instrumentation accuracies. A subroutine manipulates the Orbiter/747 Carrier Separation Aerodynamic Data Book to calculate a comparable set of predicted coefficients for comparison to the calculated flight test data.
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2012-04-14
CAPE CANAVERAL, Fla. – Preparations are under way to tow space shuttle Discovery to the Shuttle Landing Facility, or SLF, at NASA’s Kennedy Space Center in Florida. Discovery was in storage in the Vehicle Assembly Building’s high bay 4 awaiting departure from Kennedy’s Launch Complex 39 area for the final time. At the SLF, Discovery will be hoisted onto a Shuttle Carrier Aircraft, or SCA, with the aid of a mate-demate device. The SCA, a modified Boeing 747 jet airliner, is scheduled to transport Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Kim Shiflett
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Flight simulator for hypersonic vehicle and a study of NASP handling qualities
NASA Technical Reports Server (NTRS)
Ntuen, Celestine A.; Park, Eui H.; Deeb, Joseph M.; Kim, Jung H.
1992-01-01
The research goal of the Human-Machine Systems Engineering Group was to study the existing handling quality studies in aircraft with sonic to supersonic speeds and power in order to understand information requirements needed for a hypersonic vehicle flight simulator. This goal falls within the NASA task statements: (1) develop flight simulator for hypersonic vehicle; (2) study NASP handling qualities; and (3) study effects of flexibility on handling qualities and on control system performance. Following the above statement of work, the group has developed three research strategies. These are: (1) to study existing handling quality studies and the associated aircraft and develop flight simulation data characterization; (2) to develop a profile for flight simulation data acquisition based on objective statement no. 1 above; and (3) to develop a simulator and an embedded expert system platform which can be used in handling quality experiments for hypersonic aircraft/flight simulation training.
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Recent progress towards predicting aircraft ground handling performance
NASA Technical Reports Server (NTRS)
Yager, T. J.; White, E. J.
1981-01-01
Capability implemented in simulating aircraft ground handling performance is reviewed and areas for further expansion and improvement are identified. Problems associated with providing necessary simulator input data for adequate modeling of aircraft tire/runway friction behavior are discussed and efforts to improve tire/runway friction definition, and simulator fidelity are described. Aircraft braking performance data obtained on several wet runway surfaces are compared to ground vehicle friction measurements. Research to improve methods of predicting tire friction performance are discussed.
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2007-06-28
Technicians attach the tail cone, which helps reduce aerodynamic drag and turbulence during its ferry flight, to the Space Shuttle Atlantis in preparation for its return to NASA's Kennedy Space Center in Florida. After the tail-cone is installed, Discovery will be mounted on NASA's modified Boeing 747 Shuttle Carrier Aircraft, or SCA, for the return flight.
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Link Adaptation for Mitigating Earth-To-Space Propagation Effects on the NASA SCaN Testbed
NASA Technical Reports Server (NTRS)
Kilcoyne, Deirdre K.; Headley, William C.; Leffke, Zach J.; Rowe, Sonya A.; Mortensen, Dale J.; Reinhart, Richard C.; McGwier, Robert W.
2016-01-01
In Earth-to-Space communications, well-known propagation effects such as path loss and atmospheric loss can lead to fluctuations in the strength of the communications link between a satellite and its ground station. Additionally, the typically unconsidered effect of shadowing due to the geometry of the satellite and its solar panels can also lead to link degradation. As a result of these anticipated channel impairments, NASA's communication links have been traditionally designed to handle the worst-case impact of these effects through high link margins and static, lower rate, modulation formats. The work presented in this paper aims to relax these constraints by providing an improved trade-off between data rate and link margin through utilizing link adaptation. More specifically, this work provides a simulation study on the propagation effects impacting NASA's SCaN Testbed flight software-defined radio (SDR) as well as proposes a link adaptation algorithm that varies the modulation format of a communications link as its signal-to-noise ratio fluctuates. Ultimately, the models developed in this work will be utilized to conduct real-time flight experiments on-board the NASA SCaN Testbed.
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Dynamic stability and handling qualities tests on a highly augmented, statically unstable airplane
NASA Technical Reports Server (NTRS)
Gera, Joseph; Bosworth, John T.
1987-01-01
Novel flight test and analysis techniques in the flight dynamics and handling qualities area are described. These techniques were utilized at NASA Ames-Dryden during the initial flight envelope clearance of the X-29A aircraft. It is shown that the open-loop frequency response of an aircraft with highly relaxed static stability can be successfully computed on the ground from telemetry data. Postflight closed-loop frequency response data were obtained from pilot-generated frequency sweeps and it is found that the current handling quality requirements for high-maneuverability aircraft are generally applicable to the X-29A.
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Effects of simulated turbulence on aircraft handling qualities
NASA Technical Reports Server (NTRS)
Jacobson, I. D.; Joshi, D. S.
1977-01-01
The influence of simulated turbulence on aircraft handling qualities is presented. Pilot opinions of the handling qualities of a light general aviation aircraft were evaluated in a motion-base simulator using a simulated turbulence environment. A realistic representation of turbulence disturbances is described in terms of rms intensity and scale length and their random variations with time. The time histories generated by the proposed turbulence models showed characteristics which are more similar to real turbulence than the frequently-used Gaussian turbulence model. The proposed turbulence models flexibly accommodate changes in atmospheric conditions and are easily implemented in flight simulator studies.
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Unified Theory for Aircraft Handling Qualities and Adverse Aircraft-Pilot Coupling
NASA Technical Reports Server (NTRS)
Hess, R. A.
1997-01-01
A unified theory for aircraft handling qualities and adverse aircraft-pilot coupling or pilot-induced oscillations is introduced. The theory is based on a structural model of the human pilot. A methodology is presented for the prediction of (1) handling qualities levels; (2) pilot-induced oscillation rating levels; and (3) a frequency range in which pilot-induced oscillations are likely to occur. Although the dynamics of the force-feel system of the cockpit inceptor is included, the methodology will not account for effects attributable to control sensitivity and is limited to single-axis tasks and, at present, to linear vehicle models. The theory is derived from the feedback topology of the structural model and an examination of flight test results for 32 aircraft configurations simulated by the U.S. Air Force/CALSPAN NT-33A and Total In-Flight Simulator variable stability aircraft. An extension to nonlinear vehicle dynamics such as that encountered with actuator saturation is discussed.
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Compensation for time delay in flight simulator visual-display systems
NASA Technical Reports Server (NTRS)
Crane, D. F.
1983-01-01
A piloted aircraft can be viewed as a closed-loop, man-machine control system. When a simulator pilot is performing a precision maneuver, a delay in the visual display of aircraft response to pilot-control input decreases the stability of the pilot-aircraft system. The less stable system is more difficult to control precisely. Pilot dynamic response and performance change as the pilot attempts to compensate for the decrease in system stability, and these changes bias the simulation results by influencing the pilot's rating of the handling qualities of the simulated aircraft. Delay compensation, designed to restore pilot-aircraft system stability, was evaluated in several studies which are reported here. The studies range from single-axis, tracking-task experiments (with sufficient subjects and trials to establish statistical significance of the results) to a brief evaluation of compensation of a computer-generated-imagery (CGI) visual display system in a full six-degree-of-freedom simulation. The compensation was effective - improvements in pilot performance and workload or aircraft handling-qualities rating (HQR) were observed. Results from recent aircraft handling-qualities research literature which support the compensation design approach are also reviewed.
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F-18 chase craft with NASA test pilots Schneider and Fulton
NASA Technical Reports Server (NTRS)
1992-01-01
Ed Schneider, (left), is the project pilot for the F-18 High Angle of Attack program at NASA's Dryden Flight Research Center, Edwards, California. He has been a NASA research pilot at Dryden since 1983. In addition to his assignment with the F-18 High Angle of Attack program, Schneider is a project pilot for the F-15B aeronautical research aircraft, the NASA NB-52B launch aircraft, and the SR-71 'Blackbird' aircraft. He is a Fellow and was the 1994 President of the Society of Experimental Test Pilots. In 1996 he was awarded the NASA Exceptional Service Medal. Schneider is seen here with Fitzhugh L. Fulton Jr., (right), who was a civilian research pilot at Dryden. from August 1, 1966, until July 3, 1986, following 23 years of service as a pilot in the U.S. Air Force. Fulton was the project pilot on all early tests of the 747 Shuttle Carrier Aircraft (SCA) used to air launch the Space Shuttle prototype Enterprise in the Approach and Landing Tests (ALT) at Dryden in l977. For his work in the ALT program, Fulton received NASA's Exceptional Service Medal. He also received the Exceptional Service Medal again in 1983 for flying the 747 SCA during the European tour of the Space Shuttle Enterprise. During his career at Dryden, Fulton was project pilot on NASA's NB-52B launch aircraft used to air launch a variety of piloted and unpiloted research aircraft, including the X-15s and lifting bodies. He flew the XB-70 prototype supersonic bomber on both NASA-USAF tests and NASA research flights during the late 1960s, attaining speeds exceeding Mach 3. He was also a project pilot on the YF-12A and YF-12C research program from April 14, 1969, until September 25, 1978. The F/A-18 Hornet seen behind them is used primarily as a safety chase and support aircraft at NASA's Dryden Flight Research Center, Edwards, Calif. As support aircraft, the F-18's are used for safety chase, pilot proficiency and aerial photography. As a safety chase aircraft, F-18's, flown by research pilots, accompany research missions as another 'set of eyes' to visually observe the research event, experiment or test to help make sure the flights are carried out safely. The 'chase' pilots are in constant communication with the research pilots and mission control to report abnormalities that may be seen from the support aircraft. Pilots must also stay proficient by flying a certain number of missions per month. F-18's are used for this. A two-seat support aircraft is also used when research missions require an engineer or photographer on the flights.
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A design procedure for the handling qualities optimization of the X-29A aircraft
NASA Technical Reports Server (NTRS)
Bosworth, John T.; Cox, Timothy H.
1989-01-01
A design technique for handling qualities improvement was developed for the X-29A aircraft. As with any new aircraft, the X-29A control law designers were presented with a relatively high degree of uncertainty in their mathematical models. The presence of uncertainties, and the high level of static instability of the X-29A caused the control law designers to stress stability and robustness over handling qualities. During flight test, the mathematical models of the vehicle were validated or corrected to match the vehicle dynamic behavior. The updated models were then used to fine tune the control system to provide fighter-like handling characteristics. A design methodology was developed which works within the existing control system architecture to provide improved handling qualities and acceptable stability with a minimum of cost in both implementation as well as software verification and validation.
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United States Air Force Statistical Digest, Fiscal Year 1979, Thirty-Fourth Edition
1980-06-30
consumables . DEFINITIONS WAR CONSUMABLES Essential support items used in direct support of aircraft and personnel during wartime operation. WAR...FI SCA L YEA R 1979 (CoNT I NUEO) 159 AIR/I,EN KEA KE!? KFC VFC KFS KELC KGL f’Gll [cGN KGX KIlD KIJD LDM LFD l1PK I’EIJ MCE MCF liCK MDF t’DM MOF 11EA
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NASA Technical Reports Server (NTRS)
Waszak, M. R.; Schmidt, D. S.
1985-01-01
As aircraft become larger and lighter due to design requirements for increased payload and improved fuel efficiency, they will also become more flexible. For highly flexible vehicles, the handling qualities may not be accurately predicted by conventional methods. This study applies two analysis methods to a family of flexible aircraft in order to investigate how and when structural (especially dynamic aeroelastic) effects affect the dynamic characteristics of aircraft. The first type of analysis is an open loop model analysis technique. This method considers the effects of modal residue magnitudes on determining vehicle handling qualities. The second method is a pilot in the loop analysis procedure that considers several closed loop system characteristics. Volume 1 consists of the development and application of the two analysis methods described above.
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An Investigation of Large Aircraft Handling Qualities
NASA Astrophysics Data System (ADS)
Joyce, Richard D.
An analytical technique for investigating transport aircraft handling qualities is exercised in a study using models of two such vehicles, a Boeing 747 and Lockheed C-5A. Two flight conditions are employed for climb and directional tasks, and a third included for a flare task. The analysis technique is based upon a "structural model" of the human pilot developed by Hess. The associated analysis procedure has been discussed previously in the literature, but centered almost exclusively on the characteristics of high-performance fighter aircraft. The handling qualities rating level (HQRL) and pilot induced oscillation tendencies rating level (PIORL) are predicted for nominal configurations of the aircraft and for "damaged" configurations where actuator rate limits are introduced as nonlinearites. It is demonstrated that the analysis can accommodate nonlinear pilot/vehicle behavior and do so in the context of specific flight tasks, yielding estimates of handling qualities, pilot-induced oscillation tendencies and upper limits of task performance. A brief human-in-the-loop tracking study was performed to provide a limited validation of the pilot model employed.
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NASA Technical Reports Server (NTRS)
Biezad, Daniel
1997-01-01
Handling qualities analysis and control law design would seem to be naturally complimenting components of aircraft flight control system design, however these two closely coupled disciplines are often not well integrated in practice. Handling qualities engineers and control system engineers may work in separate groups within an aircraft company. Flight control system engineers and handling quality specialists may come from different backgrounds and schooling and are often not aware of the other group's research. Thus while the handling qualities specifications represent desired aircraft response characteristics, these are rarely incorporated directly in the control system design process. Instead modem control system design techniques are based on servo-loop robustness specifications, and simple representations of the desired control response. Comprehensive handling qualities analysis is often left until the end of the design cycle and performed as a check of the completed design for satisfactory performance. This can lead to costly redesign or less than satisfactory aircraft handling qualities when the flight testing phase is reached. The desire to integrate the fields of handling qualities and flight,control systems led to the development of the CONDUIT system. This tool facilitates control system designs that achieve desired handling quality requirements and servo-loop specifications in a single design process. With CONDUIT, the control system engineer is now able to directly design and control systems to meet the complete handling specifications. CONDUIT allows the designer to retain a preferred control law structure, but then tunes the system parameters to meet the handling quality requirements.
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Handling Qualities of Large Flexible Aircraft. Ph.D. Thesis
NASA Technical Reports Server (NTRS)
Poopaka, S.
1980-01-01
The effects on handling qualities of elastic modes interaction with the rigid body dynamics of a large flexible aircraft are studied by a mathematical computer simulation. An analytical method to predict the pilot ratings when there is a severe modes interactions is developed. This is done by extending the optimal control model of the human pilot response to include the mode decomposition mechanism into the model. The handling qualities are determined for a longitudinal tracking task using a large flexible aircraft with parametric variations in the undamped natural frequencies of the two lowest frequency, symmetric elastic modes made to induce varying amounts of mode interaction.
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A Look at Handling Qualities of Canard Configurations
NASA Technical Reports Server (NTRS)
Anderson, Seth B.
1986-01-01
The first human-powered flight was achieved by a canard-configured aircraft (Wright Brothers). Although other canard concepts were flown with varying degrees of success over the years, the tail-aft configuration has dominated the aircraft market for both military and civil use. Reviewed are the development of several canard aircraft with emphasis on stability and control, handling qualities, and operating problems. The results show that early canard concepts suffered adversely in flight behavior because of a lack of understanding of the sensitivities of these concepts to basic stability and control principles. Modern canard designs have been made competitive with tail-aft configurations by using appropriate handling qualities design criteria.
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Handling qualities effects of display latency
NASA Technical Reports Server (NTRS)
King, David W.
1993-01-01
Display latency is the time delay between aircraft response and the corresponding response of the cockpit displays. Currently, there is no explicit specification for allowable display lags to ensure acceptable aircraft handling qualities in instrument flight conditions. This paper examines the handling qualities effects of display latency between 70 and 400 milliseconds for precision instrument flight tasks of the V-22 Tiltrotor aircraft. Display delay effects on the pilot control loop are analytically predicted through a second order pilot crossover model of the V-22 lateral axis, and handling qualities trends are evaluated through a series of fixed-base piloted simulation tests. The results show that the effects of display latency for flight path tracking tasks are driven by the stability characteristics of the attitude control loop. The data indicate that the loss of control damping due to latency can be simply predicted from knowledge of the aircraft's stability margins, control system lags, and required control bandwidths. Based on the relationship between attitude control damping and handling qualities ratings, latency design guidelines are presented. In addition, this paper presents a design philosophy, supported by simulation data, for using flight director display augmentation to suppress the effects of display latency for delays up to 300 milliseconds.
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Investigation of a high speed data handling system for use with multispectral aircraft scanners
NASA Technical Reports Server (NTRS)
Kelly, W. L.; Meredith, B. D.
1978-01-01
A buffer memory data handling technique for use with multispectral aircraft scanners is presented which allows digital data generated at high data rates to be recorded on magnetic tape. A digital memory is used to temporarily store the data for subsequent recording at slower rates during the passive time of the scan line, thereby increasing the maximum data rate recording capability over real-time recording. Three possible implementations are described and the maximum data rate capability is defined in terms of the speed capability of the key hardware components. The maximum data rates can be used to define the maximum ground resolution achievable by a multispectral aircraft scanner using conventional data handling techniques.
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Analysis of aircraft longitudinal handling qualities
NASA Technical Reports Server (NTRS)
Hess, R. A.
1981-01-01
The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion for determining the susceptibility of an aircraft to pilot induced oscillations (PIO) is formulated. Finally, a model-based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.
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Prediction of aircraft handling qualities using analytical models of the human pilot
NASA Technical Reports Server (NTRS)
Hess, R. A.
1982-01-01
The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion for determining the susceptibility of an aircraft to pilot-induced oscillations (PIO) is formulated. Finally, a model-based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.
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Prediction of aircraft handling qualities using analytical models of the human pilot
NASA Technical Reports Server (NTRS)
Hess, R. A.
1982-01-01
The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion for determining the susceptibility of an aircraft to pilot induced oscillations is formulated. Finally, a model based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.
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Handling qualities related to stall/spin accidents of supersonic fighter aircraft
NASA Technical Reports Server (NTRS)
Anderson, S. B.
1984-01-01
This paper reviews the handling qualities which influence the high angle of attack (AOA) behavior of supersonic fighter aircraft in order to obtain a clearer understanding of the causes of stall/spin accidents. The results show that, because modern fighters suffer more serious consequences when control is lost, good handling qualities are essential for safe operation at high AOA. Relaxed static stability used on some fighter aircraft can result in control problems at high AOA owing to inertia coupling and the difficulty of a recovery from a deep stall. Indications are that the use of departure/spin resistance and an automatic spin prevention system will greatly improve the safety record for modern supersonic fighters.
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Historical overview of V/STOL aircraft technology
NASA Technical Reports Server (NTRS)
Anderson, S. B.
1981-01-01
The requirements for satisfactory characteristics in several key technology areas are discussed and a review is made of various V/STOL aircraft for the purpose of assessing the success or failure of each design in meeting design requirements. Special operating techniques were developed to help circumvent deficiencies. For the most part performance and handling qualities limitations restricted operational evaluations. Flight operations emphasized the need for good STOL performance, good handling qualities, and stability and control augmentation. The majority of aircraft suffered adverse ground effects.
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NASA Technical Reports Server (NTRS)
Powers, B. G.
1972-01-01
The magnitude and frequency of occurrence of aircraft responses and control inputs during 27 flights of the XB-70 airplane were measured. Exceedance curves are presented for the airplane responses and control usage. A technique is presented which makes use of these exceedance curves to establish or verify handling qualities criteria. This technique can provide a means of incorporating current operational experience in handling qualities requirements for future aircraft.
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A technique for the assessment of fighter aircraft precision controllability
NASA Technical Reports Server (NTRS)
Sisk, T. R.
1978-01-01
Today's emerging fighter aircraft are maneuvering as well at normal accelerations of 7 to 8 g's as their predecessors did at 4 to 5 g's. This improved maneuvering capability has significantly expanded their operating envelope and made the task of evaluating handling qualities more difficult. This paper describes a technique for assessing the precision controllability of highly maneuverable aircraft, a technique that was developed to evaluate the effects of buffet intensity on gunsight tracking capability and found to be a useful tool for the general assessment of fighter aircraft handling qualities. It has also demonstrated its usefulness for evaluating configuration and advanced flight control system refinements. This technique is believed to have application to future aircraft dynamics and pilot-vehicle interface studies.
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The Space Shuttle Discovery, atop a specially modified Boeing 747
2005-08-21
JSC2005-E-36604 (21 August 2005) --- The Space Shuttle Discovery, atop a specially modified Boeing 747, was photographed following touch down at NASA Kennedy Space Centers (KSC) Shuttle Landing Facility on Aug. 21, 2005 after a ferry flight from Edwards Air Force Base in California, where the shuttle landed Aug. 9. The 747, known as the Shuttle Carrier Aircraft (SCA), brought Discovery home to KSC after completing the historic STS-114 Return to Flight mission.
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2009-06-03
CAPE CANAVERAL, Fla. – With wheels lowered, Atlantis is placed on the ground via the hoist that is suspending it in the mate/demate device. Atlantis was separated from the Shuttle Carrier Aircraft, or SCA, a modified Boeing 747, that returned it from California after its May 24 landing at Edwards Air Force Base, concluding mission STS-125. The ferry flight from Edwards Air Force Base began June 1. Atlantis' next assignment is the STS-129 mission, targeted to launch in November 2009. Photo credit: NASA/Jack Pfaller
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A Flight Investigation of the STOL Characteristics of an Augmented Jet Flap STOL Research Aircraft
NASA Technical Reports Server (NTRS)
Quigley, H. C.; Innis, R. C.; Grossmith, S.
1974-01-01
The flight test program objectives are: (1) To determine the in-flight aerodynamic, performance, and handling qualities of a jet STOL aircraft incorporating the augmented jet flap concept; (2) to compare the results obtained in flight with characteristics predicted from wind tunnel and simulator test results; (3) to contribute to the development of criteria for design and operation of jet STOL transport aircraft; and (4) to provide a jet STOL transport aircraft for STOL systems research and development. Results obtained during the first 8 months of proof-of-concept flight testing of the aircraft in STOL configurations are reported. Included are a brief description of the aircraft, fan-jet engines, and systems; a discussion of the aerodynamic, stability and control, and STOL performance; and pilot opinion of the handling qualities and operational characteristics.
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STS-64 and 747-SCA Ferry Flight Takeoff
1994-09-26
The Space Shuttle Discovery, mated to NASA's 747 Shuttle Carrier Aircraft (SCA), takes to the air for its ferry flight back to the Kennedy Space Center in Florida. The spacecraft, with a crew of six, was launched into a 57-degree high inclination orbit from the Kennedy Space Center, Florida, at 3:23 p.m., 9 September 1994. The mission featured the study of clouds and the atmosphere with a laser beaming system called Lidar In-Space Technology Experiment (LITE), and the first untethered space walk in ten years. A Spartan satellite was also deployed and later retrieved in the study of the sun's corona and solar wind. The mission was scheduled to end Sunday, 18 September, but was extended one day to continue science work. Bad weather at the Kennedy Space Center on 19 September, forced a one-day delay to September 20, with a weather divert that day to Edwards. Mission commander was Richard Richards, the pilot Blaine Hammond, while mission specialists were Jerry Linenger, Susan Helms, Carl Meade, and Mark Lee.
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Kyriakou, Elisavet I; Nguyen, Huu Phuc; Homberg, Judith R; Van der Harst, Johanneke E
2018-04-15
Measuring anxiety in a reliable manner is essential for behavioural phenotyping of rodent models such as the rat model for Spinocerebellar ataxia type 17 (SCA17) where anxiety is reported in patients. An automated tool for assessing anxiety within the home cage can minimize human intervention, stress of handling, transportation and novelty. We applied the anxiety test "light spot" (LS) (white led directed at the food-hopper) to our transgenic SCA17 rat model in the PhenoTyper 4500 ® to extend the knowledge of this automated tool for behavioural phenotyping and to verify an anxiety-like phenotype at three different disease stages for use in future therapeutic studies. Locomotor activity was increased in SCA17 rats at 6 and 9 months during the first 15min of the LS, potentially reflecting increased risk assessment. Both genotypes responded to the test with lower duration in the LS zone and higher time spent inside the shelter compared to baseline. We present the first data of a rat model subjected to the LS. The LS can be considered more biologically relevant than a traditional test as it measures anxiety in a familiar situation. The LS successfully evoked avoidance and shelter-seeking in rats. SCA17 rats showed a stronger approach-avoidance conflict reflected by increased activity in the area outside the LS. This home cage test, continuously monitoring pre- and post-effects, provides the opportunity for in-depth analysis, making it a potentially useful tool for detecting subtle or complex anxiety-related traits in rodents. Copyright © 2017 Elsevier B.V. All rights reserved.
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Flying Quality Analysis of a JAS 39 Gripen Ministick Controller in an F/A-18 Aircraft
NASA Technical Reports Server (NTRS)
Carter, John F.; Stoliker, P. C.
2000-01-01
NASA Dryden conducted a handling qualities experiment using a small displacement centerstick controller that Saab-Scania developed for the JAS 39 Gripen aircraft. The centerstick, or ministick, was mounted in the rear cockpit of an F/A-18 aircraft. Production support flight control computers (PSFCC) provided a pilot-selectable research control system. The objectives for this experiment included determining whether the mechanical characteristics of the centerstick controller had any significant effect on the handling qualities of the F/A-18, and determining the usefulness of the PSFCCs for this kind of experiment. Five pilots evaluated closed-loop tracking tasks, including echelon and column formation flight and target following. Cooper-Harper ratings and pilot comments were collected for each maneuver. This paper describes the test system, including the PSFCCs, the Gripen centerstick, and the flight test experiment. The paper presents results of longitudinal handling qualities maneuvers, including low order equivalent systems, Neal-Smith, and controls anticipation parameter analyses. The experiment showed that, while the centerstick controller provided a different aircraft feel, few handling qualities deficiencies resulted. It also demonstrated that the PSFCCs were useful for this kind of investigation.
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Recent Progress Towards Predicting Aircraft Ground Handling Performance
NASA Technical Reports Server (NTRS)
Yager, T. J.; White, E. J.
1981-01-01
The significant progress which has been achieved in development of aircraft ground handling simulation capability is reviewed and additional improvements in software modeling identified. The problem associated with providing necessary simulator input data for adequate modeling of aircraft tire/runway friction behavior is discussed and efforts to improve this complex model, and hence simulator fidelity, are described. Aircraft braking performance data obtained on several wet runway surfaces is compared to ground vehicle friction measurements and, by use of empirically derived methods, good agreement between actual and estimated aircraft braking friction from ground vehilce data is shown. The performance of a relatively new friction measuring device, the friction tester, showed great promise in providing data applicable to aircraft friction performance. Additional research efforts to improve methods of predicting tire friction performance are discussed including use of an instrumented tire test vehicle to expand the tire friction data bank and a study of surface texture measurement techniques.
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Large-scale assessment of polyglutamine repeat expansions in Parkinson disease
Wang, Lisa; Aasly, Jan O.; Annesi, Grazia; Bardien, Soraya; Bozi, Maria; Brice, Alexis; Carr, Jonathan; Chung, Sun J.; Clarke, Carl; Crosiers, David; Deutschländer, Angela; Eckstein, Gertrud; Farrer, Matthew J.; Goldwurm, Stefano; Garraux, Gaetan; Hadjigeorgiou, Georgios M.; Hicks, Andrew A.; Hattori, Nobutaka; Klein, Christine; Jeon, Beom; Kim, Yun J.; Lesage, Suzanne; Lin, Juei-Jueng; Lynch, Timothy; Lichtner, Peter; Lang, Anthony E.; Mok, Vincent; Jasinska-Myga, Barbara; Mellick, George D.; Morrison, Karen E.; Opala, Grzegorz; Pihlstrøm, Lasse; Pramstaller, Peter P.; Park, Sung S.; Quattrone, Aldo; Rogaeva, Ekaterina; Ross, Owen A.; Stefanis, Leonidas; Stockton, Joanne D.; Silburn, Peter A.; Theuns, Jessie; Tan, Eng K.; Tomiyama, Hiroyuki; Toft, Mathias; Van Broeckhoven, Christine; Uitti, Ryan J.; Wirdefeldt, Karin; Wszolek, Zbigniew; Xiromerisiou, Georgia; Yueh, Kuo-Chu; Zhao, Yi; Gasser, Thomas; Maraganore, Demetrius M.; Krüger, Rejko
2015-01-01
Objectives: We aim to clarify the pathogenic role of intermediate size repeat expansions of SCA2, SCA3, SCA6, and SCA17 as risk factors for idiopathic Parkinson disease (PD). Methods: We invited researchers from the Genetic Epidemiology of Parkinson's Disease Consortium to participate in the study. There were 12,346 cases and 8,164 controls genotyped, for a total of 4 repeats within the SCA2, SCA3, SCA6, and SCA17 genes. Fixed- and random-effects models were used to estimate the summary risk estimates for the genes. We investigated between-study heterogeneity and heterogeneity between different ethnic populations. Results: We did not observe any definite pathogenic repeat expansions for SCA2, SCA3, SCA6, and SCA17 genes in patients with idiopathic PD from Caucasian and Asian populations. Furthermore, overall analysis did not reveal any significant association between intermediate repeats and PD. The effect estimates (odds ratio) ranged from 0.93 to 1.01 in the overall cohort for the SCA2, SCA3, SCA6, and SCA17 loci. Conclusions: Our study did not support a major role for definite pathogenic repeat expansions in SCA2, SCA3, SCA6, and SCA17 genes for idiopathic PD. Thus, results of this large study do not support diagnostic screening of SCA2, SCA3, SCA6, and SCA17 gene repeats in the common idiopathic form of PD. Likewise, this largest multicentered study performed to date excludes the role of intermediate repeats of these genes as a risk factor for PD. PMID:26354989
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Politi, Letterio Salvatore; Bianchi Marzoli, Stefania; Godi, Claudia; Panzeri, Marta; Ciasca, Paola; Brugnara, Gianluca; Castaldo, Anna; Di Bella, Daniela; Taroni, Franco; Nanetti, Lorenzo; Mariotti, Caterina
2016-05-01
Spinocerebellar ataxias type 2 and 28 (SCA2, SCA28) are autosomal dominant disorders characterized by progressive cerebellar and oculomotor abnormalities. We aimed to investigate cerebellar, brainstem, and extraocular muscle involvement in the mitochondrial SCA28 disease compared with SCA2. We obtained orbital and brain 1.5 T-magnetic resonance images (MRI) in eight SCA28 subjects, nine SCA2, and nine age-matched healthy subjects. Automated segmentation of cerebellum and frontal lobe was performed using Freesurfer software. Manual segmentations for midbrain, pons, and extraocular muscles were performed using OsiriX. Eye movement abnormalities in SCA2 subjects were characterized by slow horizontal saccades. Subjects with SCA28 variably presented hypometric saccades, saccadic horizontal pursuit, impaired horizontal gaze holding, and superior eyelid ptosis. Quantitative brain MRI demonstrated that cerebellar and pons volumes were significantly reduced in both SCA2 and SCA28 subjects compared with controls (P < 0.03), and in SCA2 subjects compared with SCA28 (P < 0.01). Midbrain and frontal lobe volumes were also significantly reduced in SCA2 compared to controls (P < 0.03), whereas these volumes did not differ between SCA2 and SCA28 and between SCA28 and control subjects. The extraocular muscle areas were 37% to 48% smaller in SCA28 subjects compared with controls (P < 0.002), and 14% to 36% smaller compared with SCA2 subjects (P < 0.03). Extraocular muscle areas did not differ between SCA2 and controls. Our MRI findings support the hypothesis of different cerebellar and extraocular myopathic contributions in the eye movement abnormalities in SCA2 and SCA28 diseases. In SCA28, a myopathic defect selectively involving the extraocular muscles supports a specific impairment of mitochondrial energy metabolism.
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A design procedure and handling quality criteria for lateral directional flight control systems
NASA Technical Reports Server (NTRS)
Stein, G.; Henke, A. H.
1972-01-01
A practical design procedure for aircraft augmentation systems is described based on quadratic optimal control technology and handling-quality-oriented cost functionals. The procedure is applied to the design of a lateral-directional control system for the F4C aircraft. The design criteria, design procedure, and final control system are validated with a program of formal pilot evaluation experiments.
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Degeneration of ingestion-related brainstem nuclei in spinocerebellar ataxia type 2, 3, 6 and 7.
Rüb, U; Brunt, E R; Petrasch-Parwez, E; Schöls, L; Theegarten, D; Auburger, G; Seidel, K; Schultz, C; Gierga, K; Paulson, H; van Broeckhoven, C; Deller, T; de Vos, R A I
2006-12-01
Dysphagia, which can lead to nutritional deficiencies, weight loss and dehydration, represents a risk factor for aspiration pneumonia. Although clinical studies have reported the occurrence of dysphagia in patients with spinocerebellar ataxia type 2 (SCA2), type 3 (SCA3), type 6 (SCA6) and type 7 (SCA7), there are neither detailed clinical records concerning the kind of ingestive malfunctions which contribute to dysphagia nor systematic pathoanatomical studies of brainstem regions involved in the ingestive process. In the present study we performed a systematic post mortem study on thick serial tissue sections through the ingestion-related brainstem nuclei of 12 dysphagic patients who suffered from clinically diagnosed and genetically confirmed spinocerebellar ataxias assigned to the CAG-repeat or polyglutamine diseases (two SCA2, seven SCA3, one SCA6 and two SCA7 patients) and evaluated their medical records. Upon pathoanatomical examination in all of the SCA2, SCA3, SCA6 and SCA7 patients, a widespread neurodegeneration of the brainstem nuclei involved in the ingestive process was found. The clinical records revealed that all of the SCA patients were diagnosed with progressive dysphagia and showed dysfunctions detrimental to the preparatory phase of the ingestive process, as well as the lingual, pharyngeal and oesophageal phases of swallowing. The vast majority of the SCA patients suffered from aspiration pneumonia, which was the most frequent cause of death in our sample. The findings of the present study suggest (i) that dysphagia in SCA2, SCA3, SCA6 and SCA7 patients may be associated with widespread neurodegeneration of ingestion-related brainstem nuclei; (ii) that dysphagic SCA2, SCA3, SCA6 and SCA7 patients may suffer from dysfunctions detrimental to all phases of the ingestive process; and (iii) that rehabilitative swallow therapy which takes specific functional consequences of the underlying brainstem lesions into account might be helpful in preventing aspiration pneumonia, weight loss and dehydration in SCA2, SCA3, SCA6 and SCA7 patients.
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Rare frequency of downbeat positioning nystagmus in spinocerebellar ataxia type 31.
Yabe, Ichiro; Matsushima, Masaaki; Yoshida, Kunihiro; Ishikawa, Kinya; Shirai, Shinichi; Takahashi, Ikuko; Sasaki, Hidenao
2015-03-15
Spinocerebellar ataxia type 31 (SCA31) and spinocerebellar ataxia type 6 (SCA6) are the most frequent types of spinocerebellar degeneration in Japan. Previous reports described that it was difficult to distinguish SCA6 and SCA31 in clinical situations. There is not much difference except that the onset age of SCA31 is slightly higher than that of SCA6. Therefore we surveyed our medical records retrospectively, and then compared clinical symptoms of SCA6 and SCA31. As previously stated, the onset age of SCA31 is higher than that of SCA6. Gaze-evoked nystagmus is more frequent in SCA6 than in SCA31. The percentage in downbeat positioning nystagmus (DPN) is as high as 63% in SCA6. In contrast, DPN in SCA31 is rare and subtle. Our study suggests that the presence of DPN is an important sign that can differentiate SCA6 from SCA31 clinically. Copyright © 2015 Elsevier B.V. All rights reserved.
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Central auditory processing in patients with spinocerebellar ataxia.
Zeigelboim, Bianca Simone; de Carvalho, Hugo Amilton Santos; Teive, Hélio Afonso Ghizoni; Liberalesso, Paulo Breno Noronha; Jurkiewicz, Ari Leon; da Silva Abdulmassih, Edna Márcia; Marques, Jair Mendes; Cordeiro, Mara Lúcia
2015-09-01
Autosomal dominant spinocerebellar ataxias (SCAs) are a group of rare and heterogeneous neurodegenerative diseases characterized by the presence of progressive cerebellar ataxia. Although the symptomatology of SCAs is well known, information regarding central auditory functioning in these patients is lacking. Therefore, we assessed the central auditory processing disorders (CAPD) in patients with different subtypes of SCA. In a retrospective cross-sectional study, we subjected 43 patients with SCAs to otorhinolaryngological, audiological, Brainstem Auditory Evoked Potential (BAEP) and acoustic immittance evaluations as well as CAPD tests, namely the Standard Spondaic Word (SSW) and the Random Gap Detection Test (RGDT). Most patients (83.7%) reported an imbalance when walking; many reported difficulty speaking (48.8%), dizziness (41.8%), and dysphagia (39.5%). In the audiometric test, 14/43 patients (32.5%) presented alterations, including 4/12 patients with SCA3 (33.3%), 1/8 patients with SCA2 (12.5%), 1/1 patient with SCA4 (100%), 1/1 patient with SCA6 (100%), 1/1 patient with SCA7 (100%), 3/6 patients with SCA10 (50%), and 3/14 patients with an undetermined type of SCA (21.4%). In the BAEP test, 20/43 patients (46.5%) presented alterations (11.6% na orelha esquerda e 34.9% bilateralmente), including 7/12 patients with SCA3 (58.3%), 5/8 patients with SCA2 (62.5%), 1/1 patient with SCA4 (100%), 1/1 patient with SCA6 (100%), 1/1 patient with SCA7 (100%), 4/6 patients with SCA10 (66.7%), and 2/14 patients with an undetermined type of SCA (14.2%). In the SSW, 22/40 patients (55%) presented alterations (2.5% in the right ear, 15% in the left ear, and 37.5% bilaterally), including 6/10 patients (60%) with SCA3, 3/8 (37.5%) with SCA2, 1/1 (100%) with SCA4, 1/1 (100%) with SCA6, 1/1 (100%) with SCA7, 4/5 (80%) with SCA10, and 8/14 (57.1%) with an undetermined type SCA. For the RGDT, 30/40 patients (75%) presented alterations, including 8/10 (80%) with SCA3, 6/8 (75%) with SCA2, 1/1 (100%) with SCA4, 1/1 (100%) with SCA6, 1/1 (100%) with SCA7, 4/5 (80%) with SCA10, and 9/14 (64.3%) with an undetermined type of SCA. In immittance testing, 19/43 patients (44.1%) presented alterations, including 6/12 (50%) with SCA3, 4/8 (50%) with SCA2, 1/1 (100%) with SCA4, 1/1 (100%) with SCA6, 1/1 (100%) with SCA7, 2/6 (33.3%) with SCA10, and 4/14 (28.6%) with an undetermined type of SCA. A majority of patients exhibited SSW test deficits, with a predominance of bilateralism, and three-fourths had impaired RGDT performance, pointing to difficulties with binaural integration and temporal resolution. Assessment of CAPD is important for therapeutic follow ups in patients with SCA. Copyright © 2015 Elsevier B.V. All rights reserved.
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Space Shuttle Enterprise Demate
2012-05-12
The space shuttle Enterprise hangs from a sling after being demated from the NASA 747 Shuttle Carrier Aircraft (SCA) at John F. Kennedy (JFK) International Airport in Jamica, New York, Sunday, May 13, 2012. The shuttle will be placed on a barge that will move by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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2012-09-21
Space shuttle Endeavour, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) performs a low flyby at Los Angeles International Airport, Friday, Sept. 21, 2012. Endeavour, built as a replacement for space shuttle Challenger, completed 25 missions, spent 299 days in orbit, and orbited Earth 4,671 times while traveling 122,883,151 miles. Beginning Oct. 30, the shuttle will be on display in the California Science center's Samuel Oschin Space Shuttle Endeavour Display Pavilion, embarking on its new mission to commemorate past achievements in space and educate and inspire future generations of explorers.Photo Credit: (NASA/Bill Ingalls)
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2012-09-21
Space shuttle Endeavour, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) lands at Los Angeles International Airport, Friday, Sept. 21, 2012. Endeavour, built as a replacement for space shuttle Challenger, completed 25 missions, spent 299 days in orbit, and orbited Earth 4,671 times while traveling 122,883,151 miles. Beginning Oct. 30, the shuttle will be on display in the California Science center's Samuel Oschin Space Shuttle Endeavour Display Pavilion, embarking on its new mission to commemorate past achievements in space and educate and inspire future generations of explorers.Photo Credit: (NASA/Bill Ingalls)
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies near the U.S. Capitol, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Michael Porterfield)
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2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies over the Steven F. Udvar-Hazy Center, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Dane Penland)
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) is seen as it flies near the U.S. Capitol, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Harold Dorwin)
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Space Shuttle Discovery Landing
2012-04-17
Space Shuttle Discovery mounted atop a 747 Shuttle Carrier Aircraft (SCA) approaches the runway for landing at Washington Dulles International Airport, Tuesday April 17, 2012, in Sterling, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Paul E. Alers)
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies over the Steven F. Udvar-Hazy Center, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Robert Markowitz)
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Space Shuttle Discovery Landing
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) taxis in front of the main terminal at Washington Dulles International Airport, Tuesday, April 17, 2012, in Sterling, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Eric Long)
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Shuttle Discovery Reagan Airport Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) makes its way past Ronald Reagan Washington National Airport, Tuesday, April 17, 2012, in Arlington, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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Space Shuttle Discovery Landing
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) lands at Washington Dulles International Airport, Tuesday, April 17, 2012, in Sterling, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Eric Long)
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Space Shuttle Discovery DC Fly-Over
2012-04-16
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies near the U.S. Capitol, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Rebecca Roth)
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Space Shuttle Discovery Fly-By
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies over the Steven F. Udvar-Hazy Center, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Eric Long)
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies near the U.S. Capitol, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Bill Ingalls)
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NASA Technical Reports Server (NTRS)
Baxley, B.; Williams, D.; Consiglio, M.; Conway, S.; Adams, C.; Abbott, T.
2005-01-01
The ability to conduct concurrent, multiple aircraft operations in poor weather, at virtually any airport, offers an important opportunity for a significant increase in the rate of flight operations, a major improvement in passenger convenience, and the potential to foster growth of charter operations at small airports. The Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept is designed to increase traffic flow at any of the 3400 nonradar, non-towered airports in the United States where operations are currently restricted to one-in/one-out procedural separation during Instrument Meteorological Conditions (IMC). The concept's key feature is pilots maintain their own separation from other aircraft using procedures, aircraft flight data sent via air-to-air datalink, cockpit displays, and on-board software. This is done within the Self-Controlled Area (SCA), an area of flight operations established during poor visibility or low ceilings around an airport without Air Traffic Control (ATC) services. The research described in this paper expands the HVO concept to include most off-nominal situations that could be expected to occur in a future SATS environment. The situations were categorized into routine off-nominal operations, procedural deviations, equipment malfunctions, and aircraft emergencies. The combination of normal and off-nominal HVO procedures provides evidence for an operational concept that is safe, requires little ground infrastructure, and enables concurrent flight operations in poor weather.
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Bolivian kindred with combined spinocerebellar ataxia types 2 and 10.
Baizabal-Carvallo, J F; Xia, G; Botros, P; Laguna, J; Ashizawa, T; Jankovic, J
2015-08-01
Spinocerebellar ataxias (SCA) are a group of rare hereditary neurodegenerative disorders. Rare cases of two SCA mutations in the same individual have been reported in the literature, however, family descriptions are lacking. To characterize a family with combined SCA2 and SCA10 mutations. Analysis of the clinical features and genetic findings of a Bolivian family expressing both SCA2 and SCA10 mutations. The index case and his mother had both SCA2 and SCA10 mutations with a combined clinical phenotype of both disorders, including slow saccades (SCA2) and seizures (SCA10). The uncle of the index case had only an SCA10 mutation. Although the presence of two SCA mutations in the same individuals may be coincidental, the low probability of having both mutations suggests that these mutations might be particularly prevalent in Bolivian population. This is the first description of a family with two SCA mutations with affected subjects having a combined SCA2 and SCA10 phenotype. © 2015 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.
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NASA Technical Reports Server (NTRS)
Hanson, Curt; Schaefer, Jacob; Burken, John J.; Larson, David; Johnson, Marcus
2014-01-01
Flight research has shown the effectiveness of adaptive flight controls for improving aircraft safety and performance in the presence of uncertainties. The National Aeronautics and Space Administration's (NASA)'s Integrated Resilient Aircraft Control (IRAC) project designed and conducted a series of flight experiments to study the impact of variations in adaptive controller design complexity on performance and handling qualities. A novel complexity metric was devised to compare the degrees of simplicity achieved in three variations of a model reference adaptive controller (MRAC) for NASA's F-18 (McDonnell Douglas, now The Boeing Company, Chicago, Illinois) Full-Scale Advanced Systems Testbed (Gen-2A) aircraft. The complexity measures of these controllers are also compared to that of an earlier MRAC design for NASA's Intelligent Flight Control System (IFCS) project and flown on a highly modified F-15 aircraft (McDonnell Douglas, now The Boeing Company, Chicago, Illinois). Pilot comments during the IRAC research flights pointed to the importance of workload on handling qualities ratings for failure and damage scenarios. Modifications to existing pilot aggressiveness and duty cycle metrics are presented and applied to the IRAC controllers. Finally, while adaptive controllers may alleviate the effects of failures or damage on an aircraft's handling qualities, they also have the potential to introduce annoying changes to the flight dynamics or to the operation of aircraft systems. A nuisance rating scale is presented for the categorization of nuisance side-effects of adaptive controllers.
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Parkinsonism in Spinocerebellar Ataxia
Park, Hyeyoung; Kim, Han-Joon; Jeon, Beom S.
2015-01-01
Spinocerebellar ataxia (SCA) presents heterogeneous clinical phenotypes, and parkinsonism is reported in diverse SCA subtypes. Both levodopa responsive Parkinson disease (PD) like phenotype and atypical parkinsonism have been described especially in SCA2, SCA3, and SCA17 with geographic differences in prevalence. SCA2 is the most frequently reported subtype of SCA related to parkinsonism worldwide. Parkinsonism in SCA2 has unique genetic characteristics, such as low number of expansions and interrupted structures, which may explain the sporadic cases with low penetrance. Parkinsonism in SCA17 is more remarkable in Asian populations especially in Korea. In addition, an unclear cutoff of the pathologic range is the key issue in SCA17 related parkinsonism. SCA3 is more common in western cohorts. SCA6 and SCA8 have also been reported with a PD-like phenotype. Herein, we reviewed the epidemiologic, clinical, genetic, and pathologic features of parkinsonism in SCAs. PMID:25866756
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Eichler, L; Bellenberg, B; Hahn, H K; Köster, O; Schöls, L; Lukas, C
2011-05-01
Cerebellar and brain stem atrophy are important features in SCA3, whereas SCA6 has been regarded as a "pure" cerebellar disease. However, recent neuropathologic studies have described additional brain stem involvement in SCA6. We, therefore, aimed to investigate the occurrence and impact of regional infratentorial brain volume differences in patients with SCA3 and SCA6. Thirty-four patients with genetically proved SCA (SCA3, n = 17; SCA6, n = 17) and age-matched healthy control subjects (n = 51) were included. In all subjects, high-resolution T1-weighted images were acquired with a 1.5T MR imaging scanner. Individual brain stem and cerebellar volumes were calculated by using semiautomated volumetry approaches. For all patients with SCA, clinical dysfunction was scored according to the ICARS. Multiple regression analysis was used to identify the contribution of regional volumes to explain the variance in clinical dysfunction in each SCA genotype. Cerebellar volumes were lower in patients with SCA6 compared with controls and with those with SCA3. In contrast to controls, brain stem volume loss was observed in patients with SCA3 (P < .001) and, to a lesser extent, in those with SCA6 (P = .027). Significant linear dependencies were found between ICARS and cerebellum volume (SCA3: R(2) = 0.29, P = .02; SCA6: R(2) = 0.29, P = .03) and between ICARS and brain stem volume (SCA3: R(2) = 0.49, P = .002; SCA6: R(2) = 0.39, P < .01) in both subtypes. Both cerebellar and brain stem atrophy contributed independently to the variance in clinical dysfunction in SCA6, while in SCA3, only brain stem atrophy was of relevance. Our current findings in accordance with recent neuroradiologic and pathoanatomic studies suggest brain stem and cerebellar volume loss as attractive surrogate markers of disease severity in SCA3 and SCA6.
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NASA Astrophysics Data System (ADS)
Khanam, Mosammat Samia; Biswas, Debasish; Rashid, Mohsina; Salam, Md Abdus
2017-12-01
Safety is one of the most important factors in the field of aviation. Though, modern aircraft are equipped with many instruments/devices to enhance the flight safety but it is seen that accidents/incidents are never reduced to zero. Analysis of the statistical summary of Commercial Jet Airplane accidents highlights that fatal accidents that occurred worldwide from 2006 through 2015 is 11% during taxing, loading/unloading, parking and towing. Human, handling the aircrafts is one of the most important links in aircraft maintenance and hence play a significant role in aviation safety. Effort has been made in this paper to obviate human error in aviation and outline an affordable system that monitors the uneven surface &obstacles for safe "towing in" and "towing out" of an aircraft by the ground crew. The system revolves around implementation of sonar technology by microcontroller. Ultrasonic sensors can be installed on aircraft wings and tail section to identify the uneven surface &obstacles ahead and provide early warning to the maintenance ground crews.
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2012-04-14
CAPE CANAVERAL, Fla. – At the Shuttle Landing Facility at NASA’s Kennedy Space Center in Florida, media representatives interview space shuttle managers following the arrival of space shuttle Discovery. Behind the rope with their backs to the camera are, from left, Bart Pannullo, NASA Transition and Retirement vehicle manager at Kennedy Dorothy Rasco, manager for Space Shuttle Program Transition and Retirement at NASA’s Johnson Space Center Stephanie Stilson, NASA flow director for Orbiter Transition and Retirement at Kennedy and Kevin Templin, transition manager for the Space Shuttle Program at Johnson. Discovery will be hoisted onto a Shuttle Carrier Aircraft, or SCA, with the aid of the mate-demate device at the landing facility. The SCA, a modified Boeing 747 jet airliner, is scheduled to ferry Discovery to the Washington Dulles International Airport in Virginia on April 17, after which the shuttle will be placed on permanent public display in the Smithsonian's National Air and Space Museum Steven F. Udvar-Hazy Center. For more information on shuttle transition and retirement activities, visit http://www.nasa.gov/transition. Photo credit: NASA/Kim Shiflett
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A design procedure for the handling qualities optimization of the X-29A aircraft
NASA Technical Reports Server (NTRS)
Bosworth, John T.; Cox, Timothy H.
1989-01-01
The techniques used to improve the pitch-axis handling qualities of the X-29A wing-canard-planform fighter aircraft are reviewed. The aircraft and its FCS are briefly described, and the design method, which works within the existing FCS architecture, is characterized in detail. Consideration is given to the selection of design goals and design variables, the definition and calculation of the cost function, the validation of the mathematical model on the basis of flight-test data, and the validation of the improved design by means of nonlinear simulations. Flight tests of the improved design are shown to verify the simulation results.
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Handling Qualities Implications for Crewed Spacecraft Operations
NASA Technical Reports Server (NTRS)
Bailey, Randall E.; Jackson, E. Bruce; Arthur, J. J.
2012-01-01
Abstract Handling qualities embody those qualities or characteristics of an aircraft that govern the ease and precision with which a pilot is able to perform the tasks required in support of an aircraft role. These same qualities are as critical, if not more so, in the operation of spacecraft. A research, development, test, and evaluation process was put into effect to identify, understand, and interpret the engineering and human factors principles which govern the pilot-vehicle dynamic system as they pertain to space exploration missions and tasks. Toward this objective, piloted simulations were conducted at the NASA Langley Research Center and Ames Research Center for earth-orbit proximity operations and docking and lunar landing. These works provide broad guidelines for the design of spacecraft to exhibit excellent handling characteristics. In particular, this work demonstrates how handling qualities include much more than just stability and control characteristics of a spacecraft or aircraft. Handling qualities are affected by all aspects of the pilot-vehicle dynamic system, including the motion, visual and aural cues of the vehicle response as the pilot performs the required operation or task. A holistic approach to spacecraft design, including the use of manual control, automatic control, and pilot intervention/supervision is described. The handling qualities implications of design decisions are demonstrated using these pilot-in-the-loop evaluations of docking operations and lunar landings.
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Chen, Pu; Ma, Mingyi; Shang, Huifang; Su, Dan; Zhang, Sizhong; Yang, Yuan
2009-12-01
To standardize the experimental procedure of the gene test for autosomal dominant cerebellar ataxias (ADCA), and provide the basis for quantitative criteria of the dynamic mutation of spinocerebellar ataxia (SCA) genes in Chinese population. Genotyping of the dynamic mutation loci of the SCA1, SCA2, SCA3, SCA6 and SCA7 genes was performed, using florescence PCR-capillary electrophoresis followed by DNA sequencing, to investigate the variation range of copy number of CAG tandem repeat of the genes in 263 probands of ADCA pedigrees and 261 non-related normal controls. Based on the sequencing result, the bias of the CAG copy number estimation using capillary electrophoresis with different DNA controls was compared to analyze the technical detailes of the electrophresis method in testing the dynamic mutation sites. PCR products containing dynamic mutation loci of the SCA genes showed significantly higher mobility than that of molecular weigh marker with relatively balanced GC content. This was particularly obvious in the SCA2, SCA 6 and SCA7 genes whereas the deviation of copy number could be corrected to +/-1 when known CAG copy number fragments were used as controls. The mobility of PCR products was primarily related to the copy number of CAG repeat when the fragments contained normal CAG repeat. In the 263 ADCA pedigrees, 6 (2.28%) carried SCA1 gene mutation, 8 (3.04%) had SCA2 mutation and 81 (30.80%) harbored SCA3 mutation. The gene mutation of SCA6 and SCA7 was not found. The normal variation range of the CAG repeat was 17-36 copies in SCA1 gene, 13-30 copies in SCA2, 14-39 copies in SCA3, 6-16 copies in SCA6 and 6-13 copies in SCA7. The heterozygosity was 76.1%, 17.7%, 74.4%, 72.1% and 41.3%, respectively. The mutation range of the CAG repeat was 49-56 copies in SCA1 gene, 36-41 copies in SCA2, 59-81 copies in SCA3. Neither homozygous mutation of an SCA gene nor double heterozygous mutation of the SCA genes was observed in the study. The copy number of the CAG repeat in SCA genes could be calculated accurately based on the result of florescence PCR-capillary electrophoresis when limited amount of known repeat copy number controls were used. Our result supported that the notion that SCA3 gene mutation was the most common cause for ADCA, and the obtained data would be helpful for establishing quantitative criteria of the dynamic mutation of the SCA genes in Chinese.
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The influence of handling qualities on safety and survivability
NASA Technical Reports Server (NTRS)
Anderson, S. B.
1977-01-01
The relationship of handling qualities to safety and survivability of military aircraft is examined which includes the following: (1) a brief discussion of the philosophy used in the military specifications for treatment of degraded handling qualities, (2) an examination of several example handling qualities problem areas which influence safety and survivability; and (3) a movie illustrating the potential dangers of inadequate handling qualities features.
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Spinocerebellar ataxias in Venezuela: genetic epidemiology and their most likely ethnic descent.
Paradisi, Irene; Ikonomu, Vassiliki; Arias, Sergio
2016-03-01
Dominantly inherited ataxias (spinocerebellar ataxias, SCAs) are a genetically heterogeneous group of neurologic diseases characterized by progressive cerebellar and spinal tract degeneration with ataxia and other signs, common to all known subtypes. Several types are relatively frequent worldwide, but in several countries, one specific SCA may show a higher prevalence owing to founder phenomena. In Venezuela, genetic epidemiological features of SCAs have been assessed during the last 30 years; mutations in ATXN1 (SCA1), ATXN2 (SCA2), ATXN3 (SCA3), CACNA1A (SCA6), ATXN7 (SCA7), ATXN8 (SCA8), ATXN10 (SCA10), TBP (SCA17) and ATN1 (dentatorubral pallidoluysian atrophy, DRPLA) loci were searched among 115 independent families. SCA7 was the most frequent subtype (26.6%), followed by SCA3 (25.0%), SCA2 (21.9%), SCA1 (17.2%), SCA10 (4.7%) and DRPLA (3.1%); in 43% of the families, the subtype remained unidentified. SCA7 mutations displayed strong geographic aggregation in two independent founder foci, and SCA1 showed a very remote founder effect for a subset of families. SCA10 families were scattered across the country, but all had an identical in-phase haplotype carried also by Mexican, Brazilian and Sioux patients, supporting a very old common Amerindian origin. Prevalence for dominant SCAs in Venezuela was estimated as 1:25 000 nuclear families, provenances of which are either Caucasoid, African or Amerindian.
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Izumi, Yuishin; Maruyama, Hirofumi; Oda, Masaya; Morino, Hiroyuki; Okada, Takayuki; Ito, Hidefumi; Sasaki, Iwao; Tanaka, Hiroyasu; Komure, Osamu; Udaka, Fukashi; Nakamura, Shigenobu; Kawakami, Hideshi
2003-01-01
We analyzed the SCA8 CTA/CTG repeat in a large group of Japanese subjects. The frequency of large alleles (85–399 CTA/CTG repeats) was 1.9% in spinocerebellar ataxia (SCA), 0.4% in Parkinson disease, 0.3% in Alzheimer disease, and 0% in a healthy control group; the frequency was significantly higher in the group with SCA than in the control group. Homozygotes for large alleles were observed only in the group with SCA. In five patients with SCA from two families, a large SCA8 CTA/CTG repeat and a large SCA6 CAG repeat coexisted. Age at onset was correlated with SCA8 repeats rather than SCA6 repeats in these five patients. In one of these families, at least one patient showed only a large SCA8 CTA/CTG repeat allele, with no large SCA6 CAG repeat allele. We speculate that the presence of a large SCA8 CTA/CTG repeat allele influences the function of channels such as α1A-voltage–dependent calcium channel through changing or aberrant splicing, resulting in the development of cerebellar ataxia, especially in homozygous patients. PMID:12545428
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Izumi, Yuishin; Maruyama, Hirofumi; Oda, Masaya; Morino, Hiroyuki; Okada, Takayuki; Ito, Hidefumi; Sasaki, Iwao; Tanaka, Hiroyasu; Komure, Osamu; Udaka, Fukashi; Nakamura, Shigenobu; Kawakami, Hideshi
2003-03-01
We analyzed the SCA8 CTA/CTG repeat in a large group of Japanese subjects. The frequency of large alleles (85-399 CTA/CTG repeats) was 1.9% in spinocerebellar ataxia (SCA), 0.4% in Parkinson disease, 0.3% in Alzheimer disease, and 0% in a healthy control group; the frequency was significantly higher in the group with SCA than in the control group. Homozygotes for large alleles were observed only in the group with SCA. In five patients with SCA from two families, a large SCA8 CTA/CTG repeat and a large SCA6 CAG repeat coexisted. Age at onset was correlated with SCA8 repeats rather than SCA6 repeats in these five patients. In one of these families, at least one patient showed only a large SCA8 CTA/CTG repeat allele, with no large SCA6 CAG repeat allele. We speculate that the presence of a large SCA8 CTA/CTG repeat allele influences the function of channels such as alpha(1A)-voltage-dependent calcium channel through changing or aberrant splicing, resulting in the development of cerebellar ataxia, especially in homozygous patients.
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NASA Technical Reports Server (NTRS)
Stoliker, Patrick C.; Bosworth, John T.
1996-01-01
The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright-Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level 1/Level 2 performance. Lateral gross-acquisition testing results in Level 1/Level 2 ratings below 45 deg angle of attack, degrading into Level 3 as angle of attack increases. The fine-tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal-Smith, bandwidth, Smith-Geddes, and military specifications.
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NASA Technical Reports Server (NTRS)
Stoliker, Patrick C.; Bosworth, John T.
1997-01-01
The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg. and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level l/Level 2 performance. Lateral gross-acquisition testing results in Level l/Level 2 ratings below 45 deg. angle of attack, degrading into Level 3 as angle of attack increases. The fine tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg. angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal Smith, bandwidth, Smith-Geddes, and military specifications.
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Application of nonlinear adaptive motion washout to transport ground-handling simulation
NASA Technical Reports Server (NTRS)
Parrish, R. V.; Martin, D. J., Jr.
1983-01-01
The application of a nonlinear coordinated adaptive motion washout to the transport ground-handling environment is documented. Additions to both the aircraft math model and the motion washout system are discussed. The additions to the simulated-aircraft math model provided improved modeling fidelity for braking and reverse-thrust application, and the additions to the motion-base washout system allowed transition from the desired flight parameters to the less restrictive ground parameters of the washout.
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Modeling procedures for handling qualities evaluation of flexible aircraft
NASA Technical Reports Server (NTRS)
Govindaraj, K. S.; Eulrich, B. J.; Chalk, C. R.
1981-01-01
This paper presents simplified modeling procedures to evaluate the impact of flexible modes and the unsteady aerodynamic effects on the handling qualities of Supersonic Cruise Aircraft (SCR). The modeling procedures involve obtaining reduced order transfer function models of SCR vehicles, including the important flexible mode responses and unsteady aerodynamic effects, and conversion of the transfer function models to time domain equations for use in simulations. The use of the modeling procedures is illustrated by a simple example.
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Differences in dysphagia between spinocerebellar ataxia type 3 and type 6.
Isono, Chiharu; Hirano, Makito; Sakamoto, Hikaru; Ueno, Shuichi; Kusunoki, Susumu; Nakamura, Yusaku
2013-09-01
Spinocerebellar ataxias (SCAs) are a group of neurodegenerative disorders frequently associated with autosomal dominant inheritance. SCA type 3 (SCA3) and SCA type 6 (SCA6) are the most common forms in Japan as well as the rest of the world. SCA3 affects multiple nervous systems while SCA6 affects mainly the cerebellar system. Dysphagia is clinically important since aspiration pneumonia is the most common cause of death in patients with SCA. We retrospectively studied dysphagia in 7 patients with SCA3 and 13 with SCA6 by videofluoroscopic examination of swallowing (VF). This is a larger series of patients with SCA6 than in previous studies, which had inconsistent results. Dysphagia was evaluated according to the scale established by the Japanese Society of Dysphagia Rehabilitation and the dysphagia outcome severity scale, an internationally used scale. The former separately evaluates oral and pharyngeal phases, while the latter concurrently grades both phases. Dysphagia according to the Japanese scale was mild but statistically significant in SCA6 and severe in SCA3. DOSS indicated abnormalities in SCA3 but not in SCA6. The swallowing abnormalities in SCA3 or SCA6 did not parallel the duration of disease or physical disability, suggesting that even patients with early disease or with well-preserved physical functions were at risk for aspiration. Our patients with dysphagia received percutaneous endoscopic gastrostomy-tube feeding at an appropriate time and underwent rehabilitation of swallowing. No patient had aspiration pneumonia. In conclusion, evaluation of swallowing ability by VF is essential for preventing aspiration in patients with SCA.
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Peripheral Neuropathy in Spinocerebellar Ataxia Type 1, 2, 3, and 6.
Linnemann, Christoph; Tezenas du Montcel, Sophie; Rakowicz, Maryla; Schmitz-Hübsch, Tanja; Szymanski, Sandra; Berciano, Jose; van de Warrenburg, Bart P; Pedersen, Karine; Depondt, Chantal; Rola, Rafal; Klockgether, Thomas; García, Antonio; Mutlu, Gurkan; Schöls, Ludger
2016-04-01
Spinocerebellar ataxias (SCAs) are characterized by autosomal dominantly inherited progressive ataxia but are clinically heterogeneous due to variable involvement of non-cerebellar parts of the nervous system. Non-cerebellar symptoms contribute significantly to the burden of SCAs, may guide the clinician to the underlying genetic subtype, and might be useful markers to monitor disease. Peripheral neuropathy is frequently observed in SCA, but subtype-specific features and subclinical manifestations have rarely been evaluated. We performed a multicenter nerve conduction study with 162 patients with genetically confirmed SCA1, SCA2, SCA3, and SCA6. The study proved peripheral nerves to be involved in the neurodegenerative process in 82 % of SCA1, 63 % of SCA2, 55 % of SCA3, and 22 % of SCA6 patients. Most patients of all subtypes revealed affection of both sensory and motor fibers. Neuropathy was most frequently of mixed type with axonal and demyelinating characteristics in all SCA subtypes. However, nerve conduction velocities of SCA1 patients were slower compared to other genotypes. SCA6 patients revealed less axonal damage than patients with other subtypes. No influence of CAG repeat length or biometric determinants on peripheral neuropathy could be identified in SCA1, SCA3, and SCA6. In SCA2, earlier onset and more severe ataxia were associated with peripheral neuropathy. We proved peripheral neuropathy to be a frequent site of the neurodegenerative process in all common SCA subtypes. Since damage to peripheral nerves is readily assessable by electrophysiological means, nerve conduction studies should be performed in a longitudinal approach to assess these parameters as potential progression markers.
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Chen, Hung-Chieh; Soong, Bing-Wen; Guo, Wan Yuo; Wu, Hsiu-Mei; Chang, Cheng-Yen
2012-01-01
Purpose A broad spectrum of diseases can manifest cerebellar ataxia. In this study, we investigated whether proton magnetic resonance spectroscopy (MRS) may help differentiate spinocerebellar ataxias (SCA) from multiple systemic atrophy- cerebellar type (MSA-C). Material and Methods This prospective study recruited 156 patients with ataxia, including spinocerebellar ataxia (SCA) types 1, 2, 3, 6 and 17 (N = 94) and MSA-C (N = 62), and 44 healthy controls. Single voxel proton MRS in the cerebellar hemispheres and vermis were measured. The differences were evaluated using nonparametric statistic tests. Results When compared with healthy controls, the cerebellar and vermis NAA/Cr and NAA/Cho were lower in all patients(p<0.002). The Cho/Cr was lower in SCA2 and MSA-C (p<0.0005). The NAA/Cr and Cho/Cr were lower in MSA-C or SCA2 comparing with SCA3 or SCA6. The MRS features of SCA1 were in between (p<0.018). The cerebellar NAA/Cho was lower in SCA2 than SCA1, SCA3 or SCA6 (p<0.04). The cerebellar NAA/Cho in MSA-C was lower than SCA3 (p<0.0005). In the early stages of diseases (SARA score<10), significant lower NAA/Cr and NAA/Cho in SCA2, SCA3, SCA6 or MSA-C were observed comparing with healthy controls (p<0.017). The Cho/Cr was lower in MSA-C or SCA2 (p<0.0005). Patients with MSA-C and SCA2 had lower NAA/Cr and Cho/Cr than SCA3 or SCA6 (p<0.016). Conclusion By using MRS, significantly lower NAA/Cr, Cho/Cr and NAA/Cho in the cerebellar hemispheres and vermis were found in patients with ataxia (SCAs and MSA-C). Rapid neuronal degeneration and impairment of membrane activities were observed more often in patients with MSA-C than those with SCA, even in early stages. MRS could also help distinguish between SCA2 and other subtypes of SCAs. MRS ratios may be of use as biomarkers in early stages of disease and should be further assessed in a longitudinal study. PMID:23118909
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Koutsis, G; Karadima, G; Pandraud, A; Sweeney, M G; Paudel, R; Houlden, H; Wood, N W; Panas, M
2012-09-01
Huntington’s disease (HD) is an autosomal dominant disorder characterized by a triad of chorea, psychiatric disturbance and cognitive decline. Around 1% of patients with HD-like symptoms lack the causative HD expansion and are considered HD phenocopies. Genetic diseases that can present as HD phenocopies include HD-like syndromes such as HDL1, HDL2 and HDL4 (SCA17), some spinocerebellar ataxias (SCAs) and dentatorubral-pallidoluysian atrophy (DRPLA). In this study we screened a cohort of 21 Greek patients with HD phenocopy syndromes formutations causing HDL2, SCA17, SCA1, SCA2, SCA3,SCA8, SCA12 and DRPLA. Fifteen patients (71%) had a positive family history. We identified one patient (4.8% of the total cohort) with an expansion of 81 combined CTA/CTG repeats at the SCA8 locus. This falls within what is believed to be the high-penetrance allele range. In addition to the classic HD triad, the patient had features of dystonia and oculomotor apraxia. There were no cases of HDL2, SCA17, SCA1, SCA2, SCA3, SCA12 or DRPLA. Given the controversy surrounding the SCA8 expansion, the present finding may be incidental. However, if pathogenic, it broadens the phenotype that may be associated with SCA8 expansions. The absence of any other mutations in our cohort is not surprising, given the low probability of reaching a genetic diagnosis in HD phenocopy patients.
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Adeniyi, A F; Saminu, K S
2011-09-01
Efforts to promote better health of sickle cell anaemia (SCA) patients in low-income countries through the use of cheap and available alternatives are desirable. We investigated whether a locally designed incentive spirometry will improve peak expiratory flow rate (PEFR) of teenage SCA patients. Forty-nine SCA teenagers were randomized into either the SCA spirometry or the SCA control groups, which had 24 and 25 patients respectively. They were initially compared with 25 matched non-SCA teenagers. The SCA spirometry group went through a six-week, thrice-daily local incentive spirometry while the control did not go through the exercise. The PEFR of the SCA spirometry group improved significantly (p = 0.001) between the third and sixth week (211.04 ± 55.67 to 292.08 ± 40.86 litres/min) unlike that of the SCA control group (p = 0.605). At six weeks, PEFR of the SCA spirometry group improved significantly (t=0.624, p=0.003) over that of the SCA control group. However, the improved PEFR of the SCA spirometry group did not match that of their non-SCA counterparts. Locally designed incentive spirometry improved PEFR of the SCA teenagers significantly in six weeks of spirometry exercise. Routine improvement in PEFR of SCA patients with the aid of incentive spirometry should be encouraged to improve lung function.
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2013-01-01
Background All spinocerebellar ataxias (SCAs) are rare diseases. SCA1, 2, 3 and 6 are the four most common SCAs, all caused by expanded polyglutamine-coding CAG repeats. Their pathomechanisms are becoming increasingly clear and well-designed clinical trials will be needed. Methods To characterize the clinical manifestations of spinocerebellar ataxia (SCA) 1, 2, 3 and 6 and their natural histories in the United States (US), we conducted a prospective multicenter study utilized a protocol identical to the European consortium study, using the Scale for the Assessment and Rating of Ataxia (SARA) score as the primary outcome, with follow-ups every 6 months up to 2 years. Results We enrolled 345 patients (60 SCA1, 75 SCA2, 138 SCA3 and 72 SCA6) at 12 US centers. SCA6 patients had a significantly later onset, and SCA2 patients showed greater upper-body ataxia than patients with the remaining SCAs. The annual increase of SARA score was greater in SCA1 patients (mean ± SE: 1.61 ± 0.41) than in SCA2 (0.71 ± 0.31), SCA3 (0.65 ± 0.24) and SCA6 (0.87 ± 0.28) patients (p = 0.049). The functional stage also worsened faster in SCA1 than in SCA2, 3 and 6 (p = 0.002). Conclusions The proportions of different SCA patients in US differ from those in the European consortium study, but as in the European patients, SCA1 progress faster than those with SCA2, 3 and 6. Later onset in SCA6 and greater upper body ataxia in SCA2 were noted. We conclude that progression rates of these SCAs were comparable between US and Europe cohorts, suggesting the feasibility of international collaborative clinical studies. PMID:24225362
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APPROACH & LANDING TEST (ALT) - SHUTTLE PATCH
1976-11-01
S76-30340 (1976) --- This circular, red, white and blue emblem has been chosen as the official insignia for the Space Shuttle Approach and Landing Test (ALT) flights. A picture of the Orbiter 101 "Enterprise" is superimposed over a red triangle, which in turn is superimposed over a large inner circle of dark blue. The surnames of the members of the two ALT crews are in white in the field of blue. The four crew men are astronauts Fred W. Haise Jr., commander of the first crew; Joe H. Engle, commander of the second crew; and Richard H. Truly, pilot of the second crew. ALT is a series of flights with a modified Boeing 747 Shuttle Carrier Aircraft (SCA) as a ferry aircraft and airborne launch platform for the 67,300 kilogram (75-ton) "Enterprise". The Shuttle Orbiter atmospheric testing is in preparation for the first Earth-orbital flights scheduled in 1979.
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STS-92 - Shuttle Carrier Aircraft (SCA)
2000-10-29
One of NASA’s two modified Boeing 747 Shuttle Carrier Aircraft is bathed in the morning Sun at NASA’s Dryden Flight Research Center at Edwards, California. The modified jumbo jetliners are used to ferry the Space Shuttle orbiters between Dryden and the Kennedy Space Center in Florida and Boeing’s Reusable Space Systems modification facility at Palmdale, California. Features which distinguish the two SCAs from standard 747 jetliners are three struts, with associated interior structural strengthening, which protrude from the top of the fuselage (two aft, one forward) on which the orbiter is attached, and two additional vertical stabilizers, one on each end of the standard horizontal stabilizer, to enhance directional stability. All interior furnishings and equipment aft of the forward No. 1 doors have also been removed to reduce weight. The two SCAs are under the operational control of NASA's Johnson Space Center, Houston, Texas.
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Flexible manufacturing of aircraft engine parts
NASA Astrophysics Data System (ADS)
Hassan, Ossama M.; Jenkins, Douglas M.
1992-06-01
GE Aircraft Engines, a major supplier of jet engines for commercial and military aircraft, has developed a fully integrated manufacturing facility to produce aircraft engine components in flexible manufacturing cells. This paper discusses many aspects of the implementation including process technologies, material handling, software control system architecture, socio-technical systems and lessons learned. Emphasis is placed on the appropriate use of automation in a flexible manufacturing system.
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The natural history of spinocerebellar ataxia type 1, 2, 3, and 6
Jacobi, H.; Bauer, P.; Giunti, P.; Labrum, R.; Sweeney, M.G.; Charles, P.; Dürr, A.; Marelli, C.; Globas, C.; Linnemann, C.; Schöls, L.; Rakowicz, M.; Rola, R.; Zdzienicka, E.; Schmitz-Hübsch, T.; Fancellu, R.; Mariotti, C.; Tomasello, C.; Baliko, L.; Melegh, B.; Filla, A.; Rinaldi, C.; van de Warrenburg, B.P.; Verstappen, C.C.P.; Szymanski, S.; Berciano, J.; Infante, J.; Timmann, D.; Boesch, S.; Hering, S.; Depondt, C.; Pandolfo, M.; Kang, J.-S.; Ratzka, S.; Schulz, J.; Tezenas du Montcel, S.
2011-01-01
Objective: To obtain quantitative data on the progression of the most common spinocerebellar ataxias (SCAs) and identify factors that influence their progression, we initiated the EUROSCA natural history study, a multicentric longitudinal cohort study of 526 patients with SCA1, SCA2, SCA3, or SCA6. We report the results of the 1- and 2-year follow-up visits. Methods: As the primary outcome measure we used the Scale for the Assessment and Rating of Ataxia (SARA, 0–40), and as a secondary measure the Inventory of Non-Ataxia Symptoms (INAS, 0–16) count. Results: The annual increase of the SARA score was greatest in SCA1 (2.18 ± 0.17, mean ± SE) followed by SCA3 (1.61 ± 0.12) and SCA2 (1.40 ± 0.11). SARA progression in SCA6 was slowest and nonlinear (first year: 0.35 ± 0.34, second year: 1.44 ± 0.34). Analysis of the INAS count yielded similar results. Larger expanded repeats and earlier age at onset were associated with faster SARA progression in SCA1 and SCA2. In SCA1, repeat length of the expanded allele had a similar effect on INAS progression. In SCA3, SARA progression was influenced by the disease duration at inclusion, and INAS progression was faster in females. Conclusions: Our study gives a comprehensive quantitative account of disease progression in SCA1, SCA2, SCA3, and SCA6 and identifies factors that specifically affect disease progression. PMID:21832228
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Modal control theory and application to aircraft lateral handling qualities design
NASA Technical Reports Server (NTRS)
Srinathkumar, S.
1978-01-01
A multivariable synthesis procedure based on eigenvalue/eigenvector assignment is reviewed and is employed to develop a systematic design procedure to meet the lateral handling qualities design objectives of a fighter aircraft over a wide range of flight conditions. The closed loop modal characterization developed provides significant insight into the design process and plays a pivotal role in the synthesis of robust feedback systems. The simplicity of the synthesis algorithm yields an efficient computer aided interactive design tool for flight control system synthesis.
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Space Shuttle Enterprise Demate
2012-05-12
The space shuttle Enterprise is lowered onto a transport vehicle after being demated from the NASA 747 Shuttle Carrier Aircraft (SCA) at John F. Kennedy (JFK) International Airport in Jamica, New York, Sunday, May 13, 2012. The shuttle will be placed on a barge that will move by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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Space Shuttle Enterprise Demate
2012-05-12
The space shuttle Enterprise, mounted on transport vehicle, is backed into a temporary hanger after being demated from the NASA 747 Shuttle Carrier Aircraft (SCA) at John F. Kennedy (JFK) International Airport in Jamica, New York, Sunday, May 13, 2012. Enterprise will be placed on a barge that will move by tugboat up the Hudson River to the Intrepid Sea, Air & Space Museum in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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Space Shuttle Enterprise Demate
2012-05-12
A yellow sling is lowered onto space shuttle Enterprise, which sits atop NASA's 747 Shuttle Carrier Aircraft (SCA) prior to it being demated a few hours later at John F. Kennedy (JFK) International Airport in New York, Saturday, May 12, 2012. The shuttle will be placed on a barge that will move by tugboat up the Hudson River to Intrepid in June. The shuttle will be lifted by crane and placed on the flight deck of the Intrepid, where it will be on exhibit to the public starting this summer in a temporary climate-controlled pavilion. Photo Credit: (NASA/Kim Shiflet)
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Space Shuttle Discovery DC Fly-Over
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) is seen from Top of the Town in Arlington, Virginia as it flies near the U.S. Capitol, Tuesday, April 17, 2012, in Washington. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Chris Gunn)
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2012-09-21
Space shuttle Endeavour, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) performs a low flyby past the tower at Los Angeles International Airport, Friday, Sept. 21, 2012. Endeavour, built as a replacement for space shuttle Challenger, completed 25 missions, spent 299 days in orbit, and orbited Earth 4,671 times while traveling 122,883,151 miles. Beginning Oct. 30, the shuttle will be on display in the California Science center's Samuel Oschin Space Shuttle Endeavour Display Pavilion, embarking on its new mission to commemorate past achievements in space and educate and inspire future generations of explorers.Photo Credit: (NASA/Bill Ingalls)
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2012-09-21
Space shuttle Endeavour, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) performs a flyby of the Theme Building at Los Angeles International Airport, Friday, Sept. 21, 2012. Endeavour, built as a replacement for space shuttle Challenger, completed 25 missions, spent 299 days in orbit, and orbited Earth 4,671 times while traveling 122,883,151 miles. Beginning Oct. 30, the shuttle will be on display in the California Science center's Samuel Oschin Space Shuttle Endeavour Display Pavilion, embarking on its new mission to commemorate past achievements in space and educate and inspire future generations of explorers.Photo Credit: (NASA/Scott Andrews)
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Space Shuttle Discovery Fly-Over
2012-04-17
Spectators watch as space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) flies over the National Air and Space Museum’s Steven F. Udvar-Hazy Center, Tuesday, April 17, 2012, in Chantilly, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Carla Cioffi)
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Space Shuttle Discovery Landing
2012-04-17
Space shuttle Discovery, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) lands at Washington Dulles International Airport, Tuesday, April 17, 2012, in Sterling, Va. The Steven F. Udvar-Hazy Center is seen in the background. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Eric Long)
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Postural Tremor and Ataxia Progression in Spinocerebellar Ataxias
Gan, Shi-Rui; Wang, Jie; Figueroa, Karla P.; Pulst, Stefan M.; Tomishon, Darya; Lee, Danielle; Perlman, Susan; Wilmot, George; Gomez, Christopher M.; Schmahmann, Jeremy; Paulson, Henry; Shakkottai, Vikram G.; Ying, Sarah H.; Zesiewicz, Theresa; Bushara, Khalaf; Geschwind, Michael D.; Xia, Guangbin; Subramony, S. H.; Ashizawa, Tetsuo; Kuo, Sheng-Han
2017-01-01
Background Postural tremor can sometimes occur in spinocerebellar ataxias (SCAs). However, the prevalence and clinical characteristics of postural tremor in SCAs are poorly understood, and whether SCA patients with postural tremor have different ataxia progression is not known. Methods We studied postural tremor in 315 patients with SCA1, 2, 3, and 6 recruited from the Clinical Research Consortium for Spinocerebellar Ataxias (CRC-SCA), which consists of 12 participating centers in the United States, and we evaluated ataxia progression in these patients from January 2010 to August 2012. Results Among 315 SCA patients, postural tremor was most common in SCA2 patients (SCA1, 5.8%; SCA2, 27.5%; SCA3, 12.4%; SCA6, 16.9%; p = 0.007). SCA3 patients with postural tremor had longer CAG repeat expansions than SCA3 patients without postural tremor (73.67 ± 3.12 vs. 70.42 ± 3.96, p = 0.003). Interestingly, SCA1 and SCA6 patients with postural tremor had a slower rate of ataxia progression (SCA1, β = –0.91, p < 0.001; SCA6, β = –1.28, p = 0.025), while SCA2 patients with postural tremor had a faster rate of ataxia progression (β = 1.54, p = 0.034). We also found that the presence of postural tremor in SCA2 patients could be influenced by repeat expansions of ATXN1 (β = –1.53, p = 0.037) and ATXN3 (β = 0.57, p = 0.018), whereas postural tremor in SCA3 was associated with repeat lengths in TBP (β = 0.63, p = 0.041) and PPP2R2B (β = –0.40, p = 0.032). Discussion Postural tremor could be a clinical feature of SCAs, and the presence of postural tremor could be associated with different rates of ataxia progression. Genetic interactions between ataxia genes might influence the brain circuitry and thus affect the clinical presentation of postural tremor. PMID:29057148
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Postural Tremor and Ataxia Progression in Spinocerebellar Ataxias.
Gan, Shi-Rui; Wang, Jie; Figueroa, Karla P; Pulst, Stefan M; Tomishon, Darya; Lee, Danielle; Perlman, Susan; Wilmot, George; Gomez, Christopher M; Schmahmann, Jeremy; Paulson, Henry; Shakkottai, Vikram G; Ying, Sarah H; Zesiewicz, Theresa; Bushara, Khalaf; Geschwind, Michael D; Xia, Guangbin; Subramony, S H; Ashizawa, Tetsuo; Kuo, Sheng-Han
2017-01-01
Postural tremor can sometimes occur in spinocerebellar ataxias (SCAs). However, the prevalence and clinical characteristics of postural tremor in SCAs are poorly understood, and whether SCA patients with postural tremor have different ataxia progression is not known. We studied postural tremor in 315 patients with SCA1, 2, 3, and 6 recruited from the Clinical Research Consortium for Spinocerebellar Ataxias (CRC-SCA), which consists of 12 participating centers in the United States, and we evaluated ataxia progression in these patients from January 2010 to August 2012. Among 315 SCA patients, postural tremor was most common in SCA2 patients (SCA1, 5.8%; SCA2, 27.5%; SCA3, 12.4%; SCA6, 16.9%; p = 0.007). SCA3 patients with postural tremor had longer CAG repeat expansions than SCA3 patients without postural tremor (73.67 ± 3.12 vs. 70.42 ± 3.96, p = 0.003). Interestingly, SCA1 and SCA6 patients with postural tremor had a slower rate of ataxia progression (SCA1, β = -0.91, p < 0.001; SCA6, β = -1.28, p = 0.025), while SCA2 patients with postural tremor had a faster rate of ataxia progression (β = 1.54, p = 0.034). We also found that the presence of postural tremor in SCA2 patients could be influenced by repeat expansions of ATXN1 (β = -1.53, p = 0.037) and ATXN3 (β = 0.57, p = 0.018), whereas postural tremor in SCA3 was associated with repeat lengths in TBP (β = 0.63, p = 0.041) and PPP2R2B (β = -0.40, p = 0.032). Postural tremor could be a clinical feature of SCAs, and the presence of postural tremor could be associated with different rates of ataxia progression. Genetic interactions between ataxia genes might influence the brain circuitry and thus affect the clinical presentation of postural tremor.
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Excessive daytime somnolence in spinocerebellar ataxia type 1.
Dang, Dien; Cunnington, David
2010-03-15
Autosomal dominant spinocerebellar ataxias (SCAs) are progressive neurodegenerative disorders which result in dysfunction of the neuronal systems of the spinal cord, brainstem, and cerebellum. The manifestations of daytime somnolence and abnormal sleep behavior have been described in SCA type 3 (SCA3) and SCA type 6 (SCA6), but as yet have not been described in SCA type 1 (SCA1). We report two cases of sleep disturbance, fatigue and excessive daytime somnolence in individuals with SCA1 and their progress through several therapies. These case studies are unique as they describe excessive daytime somnolence and sleep abnormalities in SCA1.
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NASA Technical Reports Server (NTRS)
Stringer, Mary T.; Cowen, Brandon; Hoffler, Keith D.; Couch, Jesse C.; Ogburn, Marilyn E.; Diebler, Corey G.
2013-01-01
The NASA Langley Research Center Cockpit Motion Facility (CMF) was used to conduct a piloted simulation assessment of the impact of flexible structures on flying qualities. The CMF was used because of its relatively high bandwidth, six degree-of-freedom motion capability. Previous studies assessed and attempted to mitigate the effects of multiple dynamic aeroservoelastic modes (DASE). Those results indicated problems existed, but the specific cause and effect was difficult to ascertain. The goal of this study was to identify specific DASE frequencies, damping ratios, and gains that cause degradation in handling qualities. A generic aircraft simulation was developed and designed to have Cooper-Harper Level 1 handling qualities when flown without DASE models. A test matrix of thirty-six DASE modes was implemented. The modes had frequencies ranging from 1 to 3.5 Hz and were applied to each axis independently. Each mode consisted of a single axis, frequency, damping, and gain, and was evaluated individually by six subject pilots with test pilot backgrounds. Analysis completed to date suggests that a number of the DASE models evaluated degrade the handling qualities of this class of aircraft to an uncontrollable condition.
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Effects of simulator motion and visual characteristics on rotorcraft handling qualities evaluations
NASA Technical Reports Server (NTRS)
Mitchell, David G.; Hart, Daniel C.
1993-01-01
The pilot's perceptions of aircraft handling qualities are influenced by a combination of the aircraft dynamics, the task, and the environment under which the evaluation is performed. When the evaluation is performed in a groundbased simulator, the characteristics of the simulation facility also come into play. Two studies were conducted on NASA Ames Research Center's Vertical Motion Simulator to determine the effects of simulator characteristics on perceived handling qualities. Most evaluations were conducted with a baseline set of rotorcraft dynamics, using a simple transfer-function model of an uncoupled helicopter, under different conditions of visual time delays and motion command washout filters. Differences in pilot opinion were found as the visual and motion parameters were changed, reflecting a change in the pilots' perceptions of handling qualities, rather than changes in the aircraft model itself. The results indicate a need for tailoring the motion washout dynamics to suit the task. Visual-delay data are inconclusive but suggest that it may be better to allow some time delay in the visual path to minimize the mismatch between visual and motion, rather than eliminate the visual delay entirely through lead compensation.
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Moore, David J; Fazeli, Pariya L; Moore, Raeanne C; Woods, Steven P; Letendre, Scott L; Jeste, Dilip V; Grant, Igor
2018-05-01
We aimed to characterize successful cognitive aging (SCA) among older HIV-infected (HIV+) and HIV-uninfected (HIV-) adults, and to determine associations with positive psychological factors and health-related quality of life (HRQoL). Ninety-nine HIV+ and 46 HIV- older adults (≥ 50 years) completed measures of neurocognition, positive psychological factors, and HRQoL. Using study-defined SCA criteria (i.e., no cognitive or everyday impairment or major depressive disorder), we compared positive psychological factors and HRQoL across four groups: HIV+/SCA+, HIV+/SCA-, HIV-/SCA+, HIV-/SCA-. SCA was identified in 29% of the HIV+ sample compared to 61% of the HIV- sample (p < 0.01). HIV+/SCA+ participants had higher scores on 8 of 10 measures of positive psychological factors as well as better HRQoL (ps < 0.05) as compared to the HIV+/SCA- group. Furthermore, the HIV+/SCA+ participants had comparable scores on these factors as HIV- adults. Fewer HIV+ than HIV- participants met SCA criteria; however, the level of positive psychological factors among the HIV+/SCA+ group was comparable to the HIV- sample. Our findings present opportunities for interventions to optimize positive psychological factors and potentially improve SCA among older HIV+ adults.
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Development of longitudinal handling qualities criteria for large advanced supersonic aircraft
NASA Technical Reports Server (NTRS)
Sudderth, R. W.; Bohn, J. G.; Caniff, M. A.; Bennett, G. R.
1975-01-01
Longitudinal handling qualities criteria in terms of airplane response characteristics were developed. The criteria cover high speed cruise maneuvering, landing approach, and stall recovery. Data substantiating the study results are reported.
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NASA Technical Reports Server (NTRS)
Gundy-Burlet, Karen
2003-01-01
The Neural Flight Control System (NFCS) was developed to address the need for control systems that can be produced and tested at lower cost, easily adapted to prototype vehicles and for flight systems that can accommodate damaged control surfaces or changes to aircraft stability and control characteristics resulting from failures or accidents. NFCS utilizes on a neural network-based flight control algorithm which automatically compensates for a broad spectrum of unanticipated damage or failures of an aircraft in flight. Pilot stick and rudder pedal inputs are fed into a reference model which produces pitch, roll and yaw rate commands. The reference model frequencies and gains can be set to provide handling quality characteristics suitable for the aircraft of interest. The rate commands are used in conjunction with estimates of the aircraft s stability and control (S&C) derivatives by a simplified Dynamic Inverse controller to produce virtual elevator, aileron and rudder commands. These virtual surface deflection commands are optimally distributed across the aircraft s available control surfaces using linear programming theory. Sensor data is compared with the reference model rate commands to produce an error signal. A Proportional/Integral (PI) error controller "winds up" on the error signal and adds an augmented command to the reference model output with the effect of zeroing the error signal. In order to provide more consistent handling qualities for the pilot, neural networks learn the behavior of the error controller and add in the augmented command before the integrator winds up. In the case of damage sufficient to affect the handling qualities of the aircraft, an Adaptive Critic is utilized to reduce the reference model frequencies and gains to stay within a flyable envelope of the aircraft.
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Analysis of flexible aircraft longitudinal dynamics and handling qualities. Volume 2: Data
NASA Technical Reports Server (NTRS)
Waszak, M. R.; Schmidt, D. K.
1985-01-01
Two analysis methods are applied to a family of flexible aircraft in order to investigate how and when structural (especially dynamic aeroelastic) effects affect the dynamic characteristics of aircraft. The first type of analysis is an open loop modal analysis technique. This method considers the effect of modal residue magnitudes on determining vehicle handling qualities. The second method is a pilot in the loop analysis procedure that considers several closed loop system characteristics. Both analyses indicated that dynamic aeroelastic effects caused a degradation in vehicle tracking performance, based on the evaluation of some simulation results. Volume 2 consists of the presentation of the state variable models of the flexible aircraft configurations used in the analysis applications mode shape plots for the structural modes, numerical results from the modal analysis frequency response plots from the pilot in the loop analysis and a listing of the modal analysis computer program.
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Longitudinal handling qualities during approach and landing of a powered lift STOL aircraft
NASA Technical Reports Server (NTRS)
Franklin, J. A.; Innis, R. C.
1972-01-01
Longitudinal handling qualities evaluations were conducted on the Ames Research Center Flight Simulator for Advanced Aircraft (FSAA) for the approach and landing tasks of a powered lift STOL research aircraft. The test vehicle was a C-8A aircraft modified with a new wing incorporating internal blowing over an augmentor flap. The investigation included: (1) use of various flight path and airspeed control techniques for the basic vehicle; (2) assessment of stability and command augmentation schemes for pitch attitude and airspeed control; (3) determination of the influence of longitudinal and vertical force coupling for the power control; (4) determination of the influence of pitch axis coupling with the thrust vector control; and (5) evaluations of the contribution of stability and command augmentation to recovery from a single engine failure. Results are presented in the form of pilot ratings and commentary substantiated by landing approach time histories.
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2007-08-14
Boeing Phantom Works' subscale Blended Wing Body technology demonstration aircraft began its initial flight tests from NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. in the summer of 2007. The 8.5 percent dynamically scaled unmanned aircraft, designated the X-48B by the Air Force, is designed to mimic the aerodynamic characteristics of a full-scale large cargo transport aircraft with the same blended wing body shape. The initial flight tests focused on evaluation of the X-48B's low-speed flight characteristics and handling qualities. About 25 flights were planned to gather data in these low-speed flight regimes. Based on the results of the initial flight test series, a second set of flight tests was planned to test the aircraft's low-noise and handling characteristics at transonic speeds.
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Lightning protection of aircraft
NASA Technical Reports Server (NTRS)
Fisher, F. A.; Plumer, J. A.
1977-01-01
The current knowledge concerning potential lightning effects on aircraft and the means that are available to designers and operators to protect against these effects are summarized. The increased use of nonmetallic materials in the structure of aircraft and the constant trend toward using electronic equipment to handle flight-critical control and navigation functions have served as impetus for this study.
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Fujioka, Shinsuke; Sundal, Christina; Wszolek, Zbigniew K
2013-01-18
Autosomal Dominant Cerebellar Ataxia (ADCA) Type III is a type of spinocerebellar ataxia (SCA) classically characterized by pure cerebellar ataxia and occasionally by non-cerebellar signs such as pyramidal signs, ophthalmoplegia, and tremor. The onset of symptoms typically occurs in adulthood; however, a minority of patients develop clinical features in adolescence. The incidence of ADCA Type III is unknown. ADCA Type III consists of six subtypes, SCA5, SCA6, SCA11, SCA26, SCA30, and SCA31. The subtype SCA6 is the most common. These subtypes are associated with four causative genes and two loci. The severity of symptoms and age of onset can vary between each SCA subtype and even between families with the same subtype. SCA5 and SCA11 are caused by specific gene mutations such as missense, inframe deletions, and frameshift insertions or deletions. SCA6 is caused by trinucleotide CAG repeat expansions encoding large uninterrupted glutamine tracts. SCA31 is caused by repeat expansions that fall outside of the protein-coding region of the disease gene. Currently, there are no specific gene mutations associated with SCA26 or SCA30, though there is a confirmed locus for each subtype. This disease is mainly diagnosed via genetic testing; however, differential diagnoses include pure cerebellar ataxia and non-cerebellar features in addition to ataxia. Although not fatal, ADCA Type III may cause dysphagia and falls, which reduce the quality of life of the patients and may in turn shorten the lifespan. The therapy for ADCA Type III is supportive and includes occupational and speech modalities. There is no cure for ADCA Type III, but a number of recent studies have highlighted novel therapies, which bring hope for future curative treatments.
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2013-01-01
Autosomal Dominant Cerebellar Ataxia (ADCA) Type III is a type of spinocerebellar ataxia (SCA) classically characterized by pure cerebellar ataxia and occasionally by non-cerebellar signs such as pyramidal signs, ophthalmoplegia, and tremor. The onset of symptoms typically occurs in adulthood; however, a minority of patients develop clinical features in adolescence. The incidence of ADCA Type III is unknown. ADCA Type III consists of six subtypes, SCA5, SCA6, SCA11, SCA26, SCA30, and SCA31. The subtype SCA6 is the most common. These subtypes are associated with four causative genes and two loci. The severity of symptoms and age of onset can vary between each SCA subtype and even between families with the same subtype. SCA5 and SCA11 are caused by specific gene mutations such as missense, inframe deletions, and frameshift insertions or deletions. SCA6 is caused by trinucleotide CAG repeat expansions encoding large uninterrupted glutamine tracts. SCA31 is caused by repeat expansions that fall outside of the protein-coding region of the disease gene. Currently, there are no specific gene mutations associated with SCA26 or SCA30, though there is a confirmed locus for each subtype. This disease is mainly diagnosed via genetic testing; however, differential diagnoses include pure cerebellar ataxia and non-cerebellar features in addition to ataxia. Although not fatal, ADCA Type III may cause dysphagia and falls, which reduce the quality of life of the patients and may in turn shorten the lifespan. The therapy for ADCA Type III is supportive and includes occupational and speech modalities. There is no cure for ADCA Type III, but a number of recent studies have highlighted novel therapies, which bring hope for future curative treatments. PMID:23331413
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Seshagiri, Doniparthi Venkata; Sasidharan, Arun; Kumar, Gulshan; Pal, Pramod Kumar; Jain, Sanjeev; Kutty, Bindu M; Yadav, Ravi
2018-02-01
Spinocerebellar ataxias are progressive neurodegenerative disorders characterized by progressive cerebellar features with additional neuro-axis involvement. Oculomotor abnormality is one of the most frequent manifestations. This study was done to assess the polysomnographic abnormalities in patients with Spinocerebellar ataxia (SCA1, SCA2 and SCA3) and also to evaluate whether oculomotor abnormalities interfere with sleep stage R scoring. The study was carried out using 36 genetically positive SCA patients. All patients underwent neurological examination with special focus on oculomotor function (optokinetic nystagmus-OKN and extraocular movement restriction-EOM). The sleep quality was measured with Pittsburgh Sleep Quality Index (PSQI) and Epworth Sleepiness Scale (ESS). Disease severity was assessed with International Cooperative Ataxia Rating Scale (ICARS). All the patients underwent over-night video-polysomnography (VPSG). Out of 36 patients studied, the data of 34 patients [SCA1 (n = 12), SCA2 (n = 13), SCA3 (n = 9)] were used for final analysis. Patients from SCA1, SCA2, and SCA3 category did not show significant differences in age and diseases severity (ICARS). All patients had vertical OKN impairment. Oculomotor impairment was higher in SCA2 patients. Sleep macro-architecture analysis showed absent stage R sleep, predominantly in SCA2 (69%) followed by SCA3 (44%) and SCA1 (8%). Patients showed a strong negative correlation of stage R sleep percentage with disease severity and oculomotor dysfunction. Voluntary saccadic eye movement velocity and rapid eye movements (REMs) in sleep are strongly correlated. The more severe the saccadic velocity impairment, the less likely was it to generate REMs (rapid eye movements) during stage R. Accordingly 69% of SCA2 patients with severe occulomotor impairments showed absent stage R as per the AASM sleep scoring. We presume that the impaired REMs generation in sleep could be due to oculomotor abnormality and has resulted in spuriously low or absent stage R sleep percentage in SCA patients with conventional VPSG scoring rules. The present study recommends the modification of AASM scoring rules for stage R in patients with oculomotor abnormalities. Copyright © 2017 Elsevier B.V. All rights reserved.
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The Effect of Yaw Coupling in Turning Maneuvers of Large Transport Aircraft
NASA Technical Reports Server (NTRS)
McNeill, Walter E.; Innis, Robert C.
1965-01-01
A study has been made, using a piloted moving simulator, of the effects of the yaw-coupling parameters N(sub p) and N(sub delta(sub a) on the lateral-directional handling qualities of a large transport airplane at landing-approach airspeed. It is shown that the desirable combinations of these parameters tend to be more proverse when compared with values typical of current aircraft. Results of flight tests in a large variable-stability jet transport showed trends which were similar to those of the simulator data. Areas of minor disagreement, which were traced to differences in airplane geometry, indicate that pilot consciousness of side acceleration forces can be an important factor in handling qualities of future long-nosed transport aircraft.
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LH2 airport requirements study
NASA Technical Reports Server (NTRS)
Brewer, G. D. (Editor)
1976-01-01
A preliminary assessment of the facilities and equipment which will be required at a representative airport is provided so liquid hydrogen LH2 can be used as fuel in long range transport aircraft in 1995-2000. A complete facility was conceptually designed, sized to meet the projected air traffic requirement. The facility includes the liquefaction plant, LH2, storage capability, and LH2 fuel handling system. The requirements for ground support and maintenance for the LH2 fueled aircraft were analyzed. An estimate was made of capital and operating costs which might be expected for the facility. Recommendations were made for design modifications to the reference aircraft, reflecting results of the analysis of airport fuel handling requirements, and for a program of additional technology development for air terminal related items.
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Neurochemical abnormalities in premanifest and early spinocerebellar ataxias.
Joers, James M; Deelchand, Dinesh K; Lyu, Tianmeng; Emir, Uzay E; Hutter, Diane; Gomez, Christopher M; Bushara, Khalaf O; Eberly, Lynn E; Öz, Gülin
2018-04-01
To investigate whether early neurochemical abnormalities are detectable by high-field magnetic resonance spectroscopy (MRS) in individuals with spinocerebellar ataxias (SCAs) 1, 2, 3, and 6, including patients without manifestation of ataxia. A cohort of 100 subjects (N = 18-21 in each SCA group, including premanifest mutation carriers; mean score on the Scale for the Assessment and Rating of Ataxia [SARA] <10 for all genotypes, and 22 matched controls) was scanned at 7 Tesla to obtain neurochemical profiles of the cerebellum and brainstem. A novel multivariate approach (distance-weighted discrimination) was used to combine regional profiles into an "MRS score." MRS scores robustly distinguished individuals with SCA from controls, with misclassification rates of 0% (SCA2), 2% (SCA3), 5% (SCA1), and 17% (SCA6). Premanifest mutation carriers with estimated disease onset within 10 years had MRS scores in the range of early-manifest SCA subjects. Levels of neuronal and glial markers significantly correlated with SARA and an Activities of Daily Living score in subjects with SCA. Regional neurochemical alterations were different between SCAs at comparable disease severity, with SCA2 displaying the most extensive neurochemical abnormalities, followed by SCA1, SCA3, and SCA6. Neurochemical abnormalities are detectable in individuals before manifest disease, which may allow premanifest enrollment in future SCA trials. Correlations with ataxia and quality-of-life scores show that neurochemical levels can serve as clinically meaningful endpoints in trials. Ranking of SCA types by degree of neurochemical abnormalities indicates that the neurochemistry may reflect synaptic function or density. Ann Neurol 2018;83:816-829. © 2018 American Neurological Association.
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Knockdown of acid-sensing ion channel 1a (ASIC1a) suppresses disease phenotype in SCA1 mouse model.
Vig, Parminder J S; Hearst, Scoty M; Shao, Qingmei; Lopez, Maripar E
2014-08-01
The mutated ataxin-1 protein in spinocerebellar ataxia 1 (SCA1) targets Purkinje cells (PCs) of the cerebellum and causes progressive ataxia due to loss of PCs and neurons of the brainstem. The exact mechanism of this cellular loss is still not clear. Currently, there are no treatments for SCA1; however, understanding of the mechanisms that regulate SCA1 pathology is essential for devising new therapies for SCA1 patients. We previously established a connection between the loss of intracellular calcium-buffering and calcium-signalling proteins with initiation of neurodegeneration in SCA1 transgenic (Tg) mice. Recently, acid-sensing ion channel 1a (ASIC1a) have been implicated in calcium-mediated toxicity in many brain disorders. Here, we report generating SCA1 Tg mice in the ASIC1a knockout (KO) background and demonstrate that the deletion of ASIC1a gene expression causes suppression of the SCA1 disease phenotype. Loss of the ASIC1a channel in SCA1/ASIC1a KO mice resulted in the improvement of motor deficit and decreased PC degeneration. Interestingly, the expression of the ASIC1 variant, ASIC1b, was upregulated in the cerebellum of both SCA1/ASIC1a KO and ASIC1a KO animals as compared to the wild-type (WT) and SCA1 Tg mice. Further, these SCA1/ASIC1a KO mice exhibited translocation of PC calcium-binding protein calbindin-D28k from the nucleus to the cytosol in young animals, which otherwise have both cytosolic and nuclear localization. Furthermore, in addition to higher expression of calcium-buffering protein parvalbumin, PCs of the older SCA1/ASIC1a KO mice showed a decrease in morphologic abnormalities as compared to the age-matched SCA1 animals. Our data suggest that ASIC1a may be a mediator of SCA1 pathogenesis and targeting ASIC1a could be a novel approach to treat SCA1.
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NASA Technical Reports Server (NTRS)
Mcneill, Walter, E.; Chung, William W.; Stortz, Michael W.
1995-01-01
A piloted motion simulator evaluation, using the NASA Ames Vertical Motion Simulator, was conducted in support of a NASA Lewis Contractual study of the integration of flight and propulsion systems of a STOVL aircraft. Objectives of the study were to validate the Design Methods for Integrated Control Systems (DMICS) concept, to evaluate the handling qualities, and to assess control power usage. The E-7D ejector-augmentor STOVL fighter design served as the basis for the simulation. Handling-qualities ratings were obtained during precision hover and shipboard landing tasks. Handling-qualities ratings for these tasks ranged from satisfactory to adequate. Further improvement of the design process to fully validate the DMICS concept appears to be warranted.
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Subsonic Wing Optimization for Handling Qualities Using ACSYNT
NASA Technical Reports Server (NTRS)
Soban, Danielle Suzanne
1996-01-01
The capability to accurately and rapidly predict aircraft stability derivatives using one comprehensive analysis tool has been created. The PREDAVOR tool has the following capabilities: rapid estimation of stability derivatives using a vortex lattice method, calculation of a longitudinal handling qualities metric, and inherent methodology to optimize a given aircraft configuration for longitudinal handling qualities, including an intuitive graphical interface. The PREDAVOR tool may be applied to both subsonic and supersonic designs, as well as conventional and unconventional, symmetric and asymmetric configurations. The workstation-based tool uses as its model a three-dimensional model of the configuration generated using a computer aided design (CAD) package. The PREDAVOR tool was applied to a Lear Jet Model 23 and the North American XB-70 Valkyrie.
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Wang, Po-Shan; Chen, Hung-Chieh; Wu, Hsiu-Mei; Lirng, Jiing-Feng; Wu, Yu-Te; Soong, Bing-Wen
2012-01-01
The aim of this study was to correlate magnetic resonance spectroscopy (MRS) measurements, including that for the N-acetyl aspartate (NAA)/creatine (Cr) ratio in the vermis (denoted V-NAA), right cerebellar hemisphere (R-NAA), and left (L-NAA) cerebellar hemisphere, with the clinical scale for the assessment and rating of ataxia (SARA) score for patients with spinocerebellar ataxia (SCA) types 2, 3, and 6. A total of 24 patients with SCA2, 48 with SCA3, and 16 with SCA6 were recruited; 12 patients with SCA2, 43 with SCA3, and 8 with SCA6 underwent detailed magnetic resonance neuroimaging. Forty-four healthy, age-matched individuals without history of neurologic disease served as control subjects. V-NAA and patient age were used to calculate the predicted age at which a patient with SCA2 or SCA3 would reach an onset V-NAA value. Results showed the following: the NAA/Cr ratio decreased with increasing age in patients with SCA but not in control subjects; the SARA score increased progressively with age and duration of illness; V-NAA showed a better correlation with SARA score than R-NAA in patients with SCA2 or SCA3; the ratio of age to V-NAA correlated well with CAG repeat number; the retrospectively predicted age of onset for SCA2 and SCA3 was consistent with patient-reported age of onset; R-NAA showed a better correlation with SARA score than V-NAA in patients with SCA6; V-NAA and R-NAA correlated with clinical severity (SARA score) in patients with SCA. The correlation between CAG repeat number and age could be expressed as a simple linear function, which might explain previous observations claiming that the greater the CAG repeat number, the earlier the onset of illness and the faster the disease progression. These findings support the use of MRS values to predict age of disease onset and to retrospectively evaluate the actual age of disease onset in SCA. PMID:23094053
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Ride quality sensitivity to SAS control law and to handling quality variations
NASA Technical Reports Server (NTRS)
Roberts, P. A.; Schmidt, D. K.; Swaim, R. L.
1976-01-01
The RQ trends which large flexible aircraft exhibit under various parameterizations of control laws and handling qualities are discussed. A summary of the assumptions and solution technique, a control law parameterization review, a discussion of ride sensitivity to handling qualities, and the RQ effects generated by implementing relaxed static stability configurations are included.
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Approach path control for powered-lift STOL aircraft
NASA Technical Reports Server (NTRS)
Clymer, D. J.; Flora, C. C.
1973-01-01
A flight control system concept is defined for approach flightpath control of an augmentor wing (or similar) powered-lift STOL configuration. The proposed STOL control concept produces aircraft transient and steady-state control responses that are familiar to pilots of conventional jet transports, and has potential for good handling qualities ratings in all approach and landing phases. The effects of trailing-edge rate limits, real-engine dynamics, and atmospheric turbulence are considered in the study. A general discussion of STOL handling qualities problems and piloting techniques is included.
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Cooper-Harper Experience Report for Spacecraft Handling Qualities Applications
NASA Technical Reports Server (NTRS)
Bailey, Randall E.; Jackson, E. Bruce; Bilimoria, Karl D.; Mueller, Eric R.; Frost, Chad R.; Alderete, Thomas S.
2009-01-01
A synopsis of experience from the fixed-wing and rotary-wing aircraft communities in handling qualities development and the use of the Cooper-Harper pilot rating scale is presented as background for spacecraft handling qualities research, development, test, and evaluation (RDT&E). In addition, handling qualities experiences and lessons-learned from previous United States (US) spacecraft developments are reviewed. This report is intended to provide a central location for references, best practices, and lessons-learned to guide current and future spacecraft handling qualities RDT&E.
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Genetic analysis of SCA2, 3 and 17 in idiopathic Parkinson's disease.
Lim, S W; Zhao, Y; Chua, E; Law, H Y; Yuen, Y; Pavanni, R; Wong, M C; Ng, I S; Yoon, C S; Puong, K Y; Lim, S H; Tan, E K
2006-07-31
Recent reports of SCA2 and SCA3 patients who presented with levodopa responsive parkinsonism have generated considerable interest as they have implications for genetic testing. It is unclear whether ethnic race alone or founder effects within certain geographical region explain such an association. In this study, we conducted genetic analysis of SCA2, 3, 17 in an ethnic Chinese cohort with early onset and familial Parkinson's disease (PD) and healthy controls. A total of 191 subjects comprising of 91 PD and 100 healthy controls were examined. We identified one positive case of SCA2 in an early-onset sporadic PD patient who had CAG 36 repeats, yielding a prevalence of 2.2% in early-onset sporadic PD patients and less than 1.0% in our study PD population. The size of the repeats was lower than the expanded repeats (38-57) in SCA2 patients with ataxia in our population. All the children of the patient were physically normal even though some of them carried the repeat expansion of similar size. No cases and controls were positive for SCA3 and SCA17. We do not think routine screening of SCA2, SCA3 and SCA17 for all idiopathic PD patients is cost-effective in our ethnic Chinese population. However, SCA2 should be a differential diagnosis in young onset sporadic PD when genetic mutations of other known PD genes have been excluded.
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Diallo, Alhassane; Jacobi, Heike; Cook, Arron; Labrum, Robyn; Durr, Alexandra; Brice, Alexis; Charles, Perrine; Marelli, Cecilia; Mariotti, Caterina; Nanetti, Lorenzo; Panzeri, Marta; Rakowicz, Maria; Sobanska, Anna; Sulek, Anna; Schmitz-Hübsch, Tanja; Schöls, Ludger; Hengel, Holger; Melegh, Bela; Filla, Alessandro; Antenora, Antonella; Infante, Jon; Berciano, José; van de Warrenburg, Bart P; Timmann, Dagmar; Boesch, Sylvia; Pandolfo, Massimo; Schulz, Jörg B; Bauer, Peter; Giunti, Paola; Kang, Jun-Suk; Klockgether, Thomas; Tezenas du Montcel, Sophie
2018-04-01
Spinocerebellar ataxias are dominantly inherited progressive ataxia disorders that can lead to premature death. We aimed to study the overall survival of patients with the most common spinocerebellar ataxias (SCA1, SCA2, SCA3, and SCA6) and to identify the strongest contributing predictors that affect survival. In this longitudinal cohort study (EUROSCA), we enrolled men and women, aged 18 years or older, from 17 ataxia referral centres in ten European countries; participants had positive genetic test results for SCA1, SCA2, SCA3, or SCA6 and progressive, otherwise unexplained, ataxias. Survival was defined as the time from enrolment to death for any reason. We used the Cox regression model adjusted for age at baseline to analyse survival. We used prognostic factors with a p value less than 0·05 from a multivariate model to build nomograms and assessed their performance based on discrimination and calibration. The EUROSCA study is registered with ClinicalTrials.gov, number NCT02440763. Between July 1, 2005, and Aug 31, 2006, 525 patients with SCA1 (n=117), SCA2 (n=162), SCA3 (n=139), or SCA6 (n=107) were enrolled and followed up. The 10-year survival rate was 57% (95% CI 47-69) for SCA1, 74% (67-81) for SCA2, 73% (65-82) for SCA3, and 87% (80-94) for SCA6. Factors associated with shorter survival were: dysphagia (hazard ratio 4·52, 95% CI 1·83-11·15) and a higher value for the Scale for the Assessment and Rating of Ataxia (SARA) score (1·26, 1·19-1·33) for patients with SCA1; older age at inclusion (1·04, 1·01-1·08), longer CAG repeat length (1·16, 1·03-1·31), and higher SARA score (1·15, 1·10-1·20) for patients with SCA2; older age at inclusion (1·44, 1·20-1·74), dystonia (2·65, 1·21-5·53), higher SARA score (1·26, 1·17-1·35), and negative interaction between CAG and age at inclusion (0·994, 0·991-0·997) for patients with SCA3; and higher SARA score (1·17, 1·08-1·27) for patients with SCA6. The nomogram-predicted probability of 10-year survival showed good discrimination (c index 0·905 [SD 0·027] for SCA1, 0·822 [0·032] for SCA2, 0·891 [0·021] for SCA3, and 0·825 [0·054] for SCA6). Our study provides quantitative data on the survival of patients with the most common spinocerebellar ataxias, based on a long follow-up period. These results have implications for the design of future interventional studies of spinocerebellar ataxias; for example, the prognostic survival nomogram could be useful for selection and stratification of patients. Our findings need validation in an external population before they can be used to counsel patients and their families. European Union 6th Framework programme, German Ministry of Education and Research, Polish Ministry of Scientific Research and Information Technology, European Union 7th Framework programme, and Fondation pour la Recherche Médicale. Copyright © 2018 Elsevier Ltd. All rights reserved.
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Periapical cytokine expression in sickle cell disease.
Ferreira, Shirlene Barbosa Pimentel; de Brito, Luciana Carla Neves; Oliveira, Michelle Pimenta; Maciel, Kamilla Faria; Martelli Júnior, Hercílio; Vieira, Leda Quercia; Sobrinho, Antônio Paulino Ribeiro
2015-03-01
Sickle cell anemia (SCA) is the most prevalent genetic disease worldwide. Patients with SCA exhibit increased levels of proinflammatory mediators as part of a permanently activated immunoinflammatory status. The aim of this study was to evaluate the mRNA expression levels of the cytokines interferon (IFN-γ), tumor necrosis factor, interleukin (IL-1β, IL-17A, IL-10), receptor activator for nuclear factor kappa B ligand, and the chemokines CCL2/MCP-1 and CCL5 in the periapical interstitial fluid from SCA individuals compared with healthy individuals. Samples were collected from 12 teeth of SCA patients and 12 non-SCA patients with apical periodontitis. In addition, 12 teeth were sampled from the periapical region of healthy patients with vital pulp (control). The expression of cytokine mRNA was detected by using real-time polymerase chain reaction. The expression of mRNA for the Th1-associated cytokines IFN-γ, tumor necrosis factor-α, and IL-1β were significantly higher in SCA individuals than in the control individuals (P < .05). Among Th1-associated cytokines, only IFN-γ was significantly increased in non-SCA compared with control patients (vital pulp). The expression of IL-17A mRNA was significant higher in SCA cases than in control samples (P < .05), whereas the IL-10 mRNA expression was significantly increased in SCA and non-SCA individuals when compared with the control group. Similar levels of receptor activator for nuclear factor kappa B ligand, CCL2, and CCL5 mRNA expression were observed in all samples. However, no significant differences were observed in the expression of cytokine or chemokine mRNA between SCA and non-SCA individuals (P > .05). The results were able to demonstrate that SCA patients presented prone proinflammatory ability, despite the fact that any differences in periapical immune responses between SCA and non-SCA individuals were not observed. Copyright © 2015 American Association of Endodontists. Published by Elsevier Inc. All rights reserved.
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Prediction of the age at onset in spinocerebellar ataxia type 1, 2, 3 and 6
Tezenas du Montcel, Sophie; Durr, Alexandra; Rakowicz, Maria; Nanetti, Lorenzo; Charles, Perrine; Sulek, Anna; Mariotti, Caterina; Rola, Rafal; Schols, Ludger; Bauer, Peter; Dufaure-Garé, Isabelle; Jacobi, Heike; Forlani, Sylvie; Schmitz-Hübsch, Tanja; Filla, Alessandro; Timmann, Dagmar; van de Warrenburg, Bart P; Marelli, Cecila; Kang, Jun-Suk; Giunti, Paola; Cook, Arron; Baliko, Laszlo; Bela, Melegh; Boesch, Sylvia; Szymanski, Sandra; Berciano, José; Infante, Jon; Buerk, Katrin; Masciullo, Marcella; Di Fabio, Roberto; Depondt, Chantal; Ratka, Susanne; Stevanin, Giovanni; Klockgether, Thomas; Brice, Alexis; Golmard, Jean-Louis
2014-01-01
Background The most common spinocerebellar ataxias (SCA)—SCA1, SCA2, SCA3, and SCA6—are caused by (CAG)n repeat expansion. While the number of repeats of the coding (CAG)n expansions is correlated with the age at onset, there are no appropriate models that include both affected and preclinical carriers allowing for the prediction of age at onset. Methods We combined data from two major European cohorts of SCA1, SCA2, SCA3, and SCA6 mutation carriers: 1187 affected individuals from the EUROSCA registry and 123 preclinical individuals from the RISCA cohort. For each SCA genotype, a regression model was fitted using a log-normal distribution for age at onset with the repeat length of the alleles as covariates. From these models, we calculated expected age at onset from birth and conditionally that this age is greater than the current age. Results For SCA2 and SCA3 genotypes, the expanded allele was a significant predictor of age at onset (−0.105±0.005 and −0.056±0.003) while for SCA1 and SCA6 genotypes both the size of the expanded and normal alleles were significant (expanded: −0.049±0.002 and −0.090±0.009, respectively; normal: +0.013±0.005 and −0.029±0.010, respectively). According to the model, we indicated the median values (90% critical region) and the expectancy (SD) of the predicted age at onset for each SCA genotype according to the CAG repeat size and current age. Conclusions These estimations can be valuable in clinical and research. However, results need to be confirmed in other independent cohorts and in future longitudinal studies. ClinicalTrials.gov, number NCT01037777 and NCT00136630 for the French patients. PMID:24780882
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Development and Utility of a Piloted Flight Simulator for Icing Effects Training
NASA Technical Reports Server (NTRS)
Ratvasky, Thomas P.; Ranaudo, Richard J.; Barnhart, Billy P.; Dickes, Edward G.; Gingras, David R.
2003-01-01
A piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD), which uses low cost desktop components and a generic cockpit replication is being developed. The purpose of this device is to demonstrate the effectiveness of its use for training pilots to recognize and recover from aircraft handling anomalies that result from airframe ice formations. High-fidelity flight simulation models for various baseline (non-iced) and iced configurations were developed from wind tunnel tests of a subscale DeHavilland DHC-6 Twin Otter aircraft model. These simulation models were validated with flight test data from the NASA Twin Otter Icing Research Aircraft, which included the effects of ice on wing and tail stall characteristics. These simulation models are being implemented into an ICEFTD that will provide representative aircraft characteristics due to airframe icing. Scenario-based exercises are being constructed to give an operational-flavor to the simulation. Training pilots will learn to recognize iced aircraft characteristics from the baseline, and will practice and apply appropriate recovery procedures to a handling event.
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Isolation and expression of scabrous, a gene regulating neurogenesis in Drosophila.
Mlodzik, M; Baker, N E; Rubin, G M
1990-11-01
Mutations in the Drosophila scabrous (sca) gene affect eye and bristle development, leading to irregular spacing of ommatidia and bristle duplications in the adult fly. We have cloned the sca gene by P-element tagging. The sca transcription unit is 12 kb and consists of four exons that are joined in a 3.2-kb mRNA. In an enhancer trap screen we have isolated several P[lacZ] insertions close to the sca transcription start site. We have examined the expression pattern of sca by in situ hybridization to sca transcripts, by beta-galactosidase localization in the P[lacZ] lines, and by immunocytochemistry with an anti-sca antiserum. During embryogenesis, sca is expressed in a dynamic pattern associated with neural development. During imaginal development, sca is mainly expressed in the R8 photoreceptor precursor cells in the eye imaginal disc and in sensory organ precursor cells in other discs. In the wing disc, sca expression is coextensive with the anlagen for bristles and is controlled by genes of the achaete-scute complex. Based on its loss-of-function phenotype, expression pattern, and the predicted structure of its product, a secreted peptide with homology to the fibrinogen gene family, we propose that sca encodes a signal involved in lateral inhibition within individual domains of the developing nervous system.
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STS-68 on Runway with 747 SCA/Columbia Ferry Flyby
1994-10-11
The space shuttle Endeavour receives a high-flying salute from its sister shuttle, Columbia, atop NASA's Shuttle Carrier Aircraft, shortly after Endeavor’s landing 11 October 1994, at Edwards, California, to complete mission STS-68. Columbia was being ferried from the Kennedy Space Center, Florida, to Air Force Plant 42, Palmdale, California, where it will undergo six months of inspections, modifications, and systems upgrades. The STS-68 11-day mission was devoted to radar imaging of Earth's geological features with the Space Radar Laboratory. The orbiter is surrounded by equipment and personnel that make up the ground support convoy that services the space vehicles as soon as they land.
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STS-68 on Runway with 747 SCA - Columbia Ferry Flyby
1994-10-11
The space shuttle Endeavour receives a high-flying salute from its sister shuttle, Columbia, atop NASA's Shuttle Carrier Aircraft, shortly after Endeavor’s landing 11 October 1994, at Edwards, California, to complete mission STS-68. Columbia was being ferried from the Kennedy Space Center, Florida, to Air Force Plant 42, Palmdale, California, where it will undergo six months of inspections, modifications, and systems upgrades. The STS-68 11-day mission was devoted to radar imaging of Earth's geological features with the Space Radar Laboratory. The orbiter is surrounded by equipment and personnel that make up the ground support convoy that services the space vehicles as soon as they land.
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2012-09-21
Space shuttle Endeavour, mounted atop a NASA 747 Shuttle Carrier Aircraft (SCA) lands at Los Angeles International Airport, Friday, Sept. 21, 2012. The shadow of a NASA F-18 chase jet wing is shown in the foreground. Endeavour, built as a replacement for space shuttle Challenger, completed 25 missions, spent 299 days in orbit, and orbited Earth 4,671 times while traveling 122,883,151 miles. Beginning Oct. 30, the shuttle will be on display in the California Science center's Samuel Oschin Space Shuttle Endeavour Display Pavilion, embarking on its new mission to commemorate past achievements in space and educate and inspire future generations of explorers.Photo Credit: (NASA/Bill Ingalls)
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Shuttle Endeavour Mated to 747 SCA Takeoff for Delivery to Kennedy Space Center, Florida
1991-05-02
NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, begins the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.
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Space Shuttle Discovery Landing
2012-04-17
NASA Deputy Administrator Lori Garver, at podium, speaks to those in attendance at Apron W after the 747 Shuttle Carrier Aircraft (SCA) with space shuttle Discovery mounted on top rolled to a halt at Washington Dulles International Airport, Tuesday, April 17, 2012 in Sterling, Va. Discovery, the first orbiter retired from NASA’s shuttle fleet, completed 39 missions, spent 365 days in space, orbited the Earth 5,830 times, and traveled 148,221,675 miles. NASA will transfer Discovery to the National Air and Space Museum to begin its new mission to commemorate past achievements in space and to educate and inspire future generations of explorers. Photo Credit: (NASA/Smithsonian Institution/Dane Penland)
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Oda, Masaya; Maruyama, Hirofumi; Komure, Osamu; Morino, Hiroyuki; Terasawa, Hideo; Izumi, Yuishin; Imamura, Tohru; Yasuda, Minoru; Ichikawa, Keiji; Ogawa, Masafumi; Matsumoto, Masayasu; Kawakami, Hideshi
2004-02-01
Spinocerebellar ataxia type 17 (SCA17) is an autosomal dominant cerebellar ataxia caused by expansion of CAG/CAA trinucleotide repeats in the TATA-binding protein (TBP) gene. Because the number of triplets in patients with SCA17 in previous studies ranged from 43 to 63, the normal number of trinucleotide units has been considered to be 42 or less. However, some healthy subjects in SCA17 pedigrees carry alleles with the same number of expanded repeats as patients with SCA17. To investigate the minimum number of CAG/CAA repeats in the TBP gene that causes SCA17. We amplified the region of the TBP gene containing the CAG/CAA repeat by means of polymerase chain reaction and performed fragment and sequence analyses. The subjects included 734 patients with SCA (480 patients with sporadic SCA and 254 patients with familial SCA) without CAG repeat expansions at the SCA1, SCA2, Machado-Joseph disease, SCA6, SCA7, or dentatorubral-pallidolluysian atrophy loci, with 162 healthy subjects, 216 patients with Parkinson disease, and 195 with Alzheimer disease as control subjects. Eight patients with SCA possessed an allele with more than 43 CAG/CAA repeats. Among the non-SCA groups, alleles with 43 to 45 repeats were seen in 3 healthy subjects and 2 with Parkinson disease. In 1 SCA pedigree, a patient with possible SCA17 and her healthy sister had alleles with 45 repeats. A 34-year-old man carrying alleles with 47 and 44 repeats (47/44) had developed progressive cerebellar ataxia and myoclonus at 25 years of age, and he exhibited dementia and pyramidal signs. He was the only affected person in his pedigree, although his father and mother carried alleles with mildly expanded repeats (44/36 and 47/36, respectively). In another pedigree, 1 patient carried a 43-repeat allele, whereas another patient had 2 normal alleles, indicating that the 43-repeat allele may not be pathologic in this family. We estimate that 44 CAG/CAA repeats is the minimum number required to cause SCA17. However, the existence of unaffected subjects with mildly expanded triplets suggests that the TBP gene mutation may not penetrate fully. Homozygosity of alleles with mildly expanded triplet repeats in the TBP gene might contribute to the pathologic phenotype.
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Cell biology of spinocerebellar ataxia.
Orr, Harry T
2012-04-16
Ataxia is a neurological disorder characterized by loss of control of body movements. Spinocerebellar ataxia (SCA), previously known as autosomal dominant cerebellar ataxia, is a biologically robust group of close to 30 progressive neurodegenerative diseases. Six SCAs, including the more prevalent SCA1, SCA2, SCA3, and SCA6 along with SCA7 and SCA17 are caused by expansion of a CAG repeat that encodes a polyglutamine tract in the affected protein. How the mutated proteins in these polyglutamine SCAs cause disease is highly debated. Recent work suggests that the mutated protein contributes to pathogenesis within the context of its "normal" cellular function. Thus, understanding the cellular function of these proteins could aid in the development of therapeutics.
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NASA Technical Reports Server (NTRS)
Frost, Chad R.; Franklin, James A.; Hardy, Gordon H.
2002-01-01
A piloted simulation was performed on the Vertical Motion Simulator at NASA Ames Research Center to evaluate flying qualities of a tilt-wing Short Take-Off and Landing (STOL) transport aircraft during final approach and landing. The experiment was conducted to assess the design s handling qualities, and to evaluate the use of flightpath-centered guidance for the precision approach and landing tasks required to perform STOL operations in instrument meteorological conditions, turbulence, and wind. Pilots rated the handling qualities to be satisfactory for all operations evaluated except those encountering extreme crosswinds and severe windshear; even in these difficult meteorological conditions, adequate handling qualities were maintained. The advanced flight control laws and guidance displays provided consistent performance and precision landings.
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Suppression of calbindin-D28k expression exacerbates SCA1 phenotype in a disease mouse model.
Vig, Parminder J S; Wei, Jinrong; Shao, Qingmei; Lopez, Maripar E; Halperin, Rebecca; Gerber, Jill
2012-09-01
Spinocerebellar ataxia type 1 (SCA1) is an autosomal dominant neurological disorder caused by the expansion of a polyglutamine tract in the mutant protein ataxin-1. The cerebellar Purkinje cells (PCs) are the major targets of mutant ataxin-1. The mechanism of PC death in SCA1 is not known; however, previous work indicates that downregulation of specific proteins involved in calcium homeostasis and signaling by mutant ataxin-1 is the probable cause of PC degeneration in SCA1. In this study, we explored if targeted deprivation of PC specific calcium-binding protein calbindin-D28k (CaB) exacerbates ataxin-1 mediated toxicity in SCA1 transgenic (Tg) mice. Using behavioral tests, we found that though both SCA1/+ and SCA1/+: CaB null (-/+) double mutants exhibited progressive impaired performance on the rotating rod, a simultaneous enhancement of exploratory activity, and absence of deficits in coordination, the double mutants were more severely impaired than SCA1/+ mice. With increasing age, SCA1/+ mice showed a progressive loss in the expression and localization of CaB and other PC specific calcium-binding and signaling proteins. In double mutants, these changes were more pronounced and had an earlier onset. Gene expression profiling of young mice exhibiting no behavior or biochemical deficits revealed a differential expression of many genes common to SCA1/+ and CaB-/+ lines, and unique to SCA1/+: CaB-/+ phenotype. Our study provides further evidence for a critical role of CaB in SCA1 pathogenesis, which may help identify new therapeutic targets to treat SCA1 or other cerebellar ataxias.
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Sudden Cardiac Arrest (SCA) Risk Assessment
... HRS Find a Specialist Share Twitter Facebook SCA Risk Assessment Sudden Cardiac Arrest (SCA) occurs abruptly and without ... people of all ages and health conditions. Start Risk Assessment The Sudden Cardiac Arrest (SCA) Risk Assessment Tool ...
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Static Aeroelasticity in Combat Aircraft.
1986-01-01
stiffness scaled beam machined along a predicted elastic axis, and load iola- tion cuts forward and aft of the beam, has proved to be most successful...aircraft components. Many papers deal with the activities in the field of structural optimization.’ 4sing fiber composites , a new design technique...Supersonic Design Composite Structures Fly - by - Wire Thin Profiles Aeroelastic Tailoring Unstable Aircraft V Variable Camber Lght Weight Pilot Handling
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Brain pathology of spinocerebellar ataxias.
Seidel, Kay; Siswanto, Sonny; Brunt, Ewout R P; den Dunnen, Wilfred; Korf, Horst-Werner; Rüb, Udo
2012-07-01
The autosomal dominant cerebellar ataxias (ADCAs) represent a heterogeneous group of neurodegenerative diseases with progressive ataxia and cerebellar degeneration. The current classification of this disease group is based on the underlying genetic defects and their typical disease courses. According to this categorization, ADCAs are divided into the spinocerebellar ataxias (SCAs) with a progressive disease course, and the episodic ataxias (EA) with episodic occurrences of ataxia. The prominent disease symptoms of the currently known and genetically defined 31 SCA types result from damage to the cerebellum and interconnected brain grays and are often accompanied by more specific extra-cerebellar symptoms. In the present review, we report the genetic and clinical background of the known SCAs and present the state of neuropathological investigations of brain tissue from SCA patients in the final disease stages. Recent findings show that the brain is commonly seriously affected in the polyglutamine SCAs (i.e. SCA1, SCA2, SCA3, SCA6, SCA7, and SCA17) and that the patterns of brain damage in these diseases overlap considerably in patients suffering from advanced disease stages. In the more rarely occurring non-polyglutamine SCAs, post-mortem neuropathological data currently are scanty and investigations have been primarily performed in vivo by means of MRI brain imaging. Only a minority of SCAs exhibit symptoms and degenerative patterns allowing for a clear and unambiguous diagnosis of the disease, e.g. retinal degeneration in SCA7, tau aggregation in SCA11, dentate calcification in SCA20, protein depositions in the Purkinje cell layer in SCA31, azoospermia in SCA32, and neurocutaneous phenotype in SCA34. The disease proteins of polyglutamine ataxias and some non-polyglutamine ataxias aggregate as cytoplasmic or intranuclear inclusions and serve as morphological markers. Although inclusions may impair axonal transport, bind transcription factors, and block protein quality control, detailed molecular and pathogenetic consequences remain to be determined.
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High relative frequency of SCA1 in Poland reflecting a potential founder effect.
Krysa, Wioletta; Sulek, Anna; Rakowicz, Maria; Szirkowiec, Walentyna; Zaremba, Jacek
2016-08-01
Spinocerebellar ataxias (SCAs) have irregular distributions worldwide. SCA1 is the most frequent in Poland, and no cases of SCA3 of Polish origin has yet been identified. In view of such patterns of SCAs occurrence, the relative frequency, geographical distribution and a possible founder effect of SCA1 were investigated. DNA samples of 134 probands with SCA1 and 228 controls were analysed. The genotyping of four markers, D6S89, D6S109, D6S274, D6S288, around the ATXN1 gene (SCA1) and sequencing of the selected variant of D6S89 were performed. The relative frequency of SCA1 was 68 %. The studied SCA1 pedigrees were irregularly distributed, with the highest concentration in Central Poland. Haplotyping revealed the association of ATXN1 gene mutation with a 197-bp variant of D6S89 marker (63 % of probands) and with a 184-bp variant of DS6274 (50.7 % of probands). Out of 61 SCA1 probands from Mazowieckie, 41 carried the same 197-bp variant. SCA1 relative frequency in Poland shows the highest value compared with the data from other countries worldwide. Due to the association with the mutation obtained for the investigated markers and the SCA1 pedigrees concentration in Central Poland, we hypothesise that it represents a potential founder effect.
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Marking Ground Targets With Radio Transmitters Dropped From Aircraft
Thomas H. Nichols; Michael E. Ostry; Mark R. Fuller
1981-01-01
Reports development and use of a radio transmitter device that can be dropped from aircraft into target areas in remote habitats. Such a device could be a valuable tool for studying and managing forests and wildlife, for controlling forest fires, and for handling emergencies.
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Simulation of time-control procedures for terminal area flow management
NASA Technical Reports Server (NTRS)
Alcabin, M.; Erzberger, H.; Tobias, L.; Obrien, P. J.
1985-01-01
Simulations of a terminal area traffic-management system incorporating automated scheduling and time-control (four-dimensional) techniques conducted at NASA Ames Research Center jointly with the Federal Aviation Administration, have shown that efficient procedures can be developed for handling a mix of 4D-equipped and conventionally equipped aircraft. A crucial role in this system is played by an ATC host computer algorithm, referred to as a speed advisory, that allows controllers to maintain accurate time schedules of the conventionally equipped aircraft in the traffic mix. Results are of the most recent simulations in which two important special cases were investigated. First, the effects of a speed advisory on touchdown time scheduling are examined, when unequipped aircraft are constrained to follow fuel-optimized profiles in the near-terminal area, and rescheduling procedures are developed to handle missed approaches of 4D-equipped aircraft. Various performance measures, including controller opinion, are used to evaluate the effectiveness of the procedures.
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Musa, Baba M; Galadanci, Najibah A; Rodeghier, Mark; Debaun, Michael R
2017-02-01
Respiratory symptoms including wheezing are common in adults with sickle cell anaemia (SCA), even in the absence of asthma. However, the prevalence of spirometry changes and respiratory symptoms in adults with SCA is unknown. Using a cross-sectional study design, we tested the hypothesis that adults with SCA (cases) would have higher rates of lower airway obstruction and wheezing than those without SCA (controls) using the American Thoracic Society Division of Lung Diseases' questionnaire. Patients were adults with SCA aged between 18 and 65 years. Controls were consecutive unselected individuals without SCA who presented to an outpatient general medicine clinic. We enrolled 150 adults with SCA and 287 consecutive controls without SCA. The median age was 23.0 and 27.0 years for adults with and without SCA, respectively. Cases were more likely to report cough without a cold (35.0% vs 18.6%, P < 0.001), lower forced expiratory volume in 1 s (FEV 1 ) % predicted (70.1% vs 82.1%, P = 0.001) and lower forced vital capacity (FVC) % predicted (67.4% vs 74.9%, P = 0.001) than controls. In the multivariable model, wheezing was significantly associated with SCA status (OR = 1.69, 95% CI = 1.08-2.65, P = 0.024). Similarly, FEV 1 % predicted was significantly associated with SCA status and wheezing (P = 0.001 for both). Adults with SCA experience a higher rate of wheezing and impaired respiratory functions compared with controls from the same region. © 2016 Asian Pacific Society of Respirology.
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Takei, Asako; Hamada, Shinsuke; Homma, Sanae; Hamada, Keiko; Tashiro, Kunio; Hamada, Takeshi
2010-12-01
The aim of this study was to investigate the effects of tandospirone on ataxia in various types of spinocerebellar degeneration (SCD). Fifteen milligram per day of tandospirone was administered to 39 patients with SCD (spinocerebellar atrophy (SCA) 1, five patients; SCA2, six patients; Machado-Joseph disease (MJD), 14 patient; SCA6, five patients; multiple system atrophy-cerebellar type (MSA-C), seven patients; and multiple system atrophy-Parkinson type (MSA-P), two patients). All patients were assessed before and 4 weeks after administration of the drug using the international cooperative ataxia rating scale total score (ARS), total length traveled (TLT) of body stabilometry, and a self-rating depression scale. Statistically, ARS showed a significant difference in MJD (p = 0.005) and SCA6 (p = 0.043). TLT also showed a significant difference in MJD (p = 0.002) and SCA6 (p = 0.043). Eight of 39 patients (SCA1, 1/5; SCA2, 0/6; MJD, 4/14; SCA6, 3/5; MSA-C, 0/7; and MSA-P, 0/2) showed more than a five point reduction in ARS, and 13 of 39 patients (SCA1, 0/5; SCA2, 1/6; MJD, 8/14; SCA6, 4/5; MSA-C, 0/7; and MSA-P, 0/2) showed a reduction of TLT. Our data indicate that the effects of tandospirone on ataxia are different between types of SCD. Therefore, tandospirone is useful for cerebellar ataxia in patients with MJD and SCA6.
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Iwalokun, Bamidele Abiodun; Iwalokun, Senapon Olusola; Hodonu, Semande Olufunmilayo
2013-07-01
Clinical, biochemical and molecular evidence for the sickle cell anemia (SCA) crisis in Nigerian patients arising from parvovirus b19 infection remains inadequate. This study determined the prevalence and correlates of anti-parvovirus b19 antibodies in a population of SCA patients and non-SCA healthy controls in Lagos, Nigeria. In this prospective cross-sectional study, we enrolled 73 confirmed SCA patients from 5 district hospitals in Lagos and 81 sex and age-matched non-SCA healthy controls. Serum sample from each study participant was screened for anti-parvovirus b19 by ELISA and PCR techniques. Standard biomedical assays were also done. Anti-parvovirus b19 IgM and IgG antibodies were detected in 22 (14.3%) and 97 (62.9%) of the 154 sera screened, 13 (17.8%) and 45 (61.6%) in SCA patients; 9 (11.1%) and 52 (64.2%) in non-SCA controls. The overall seronegativity rate was 19.5%. Parvovirus B19 DNA was found in 2 (11.1%) of the 18 IgM seropositive SCA serum samples screened. On the whole, parvovirus b19 infection was more commonly asymptomatic in non-SCA controls but caused significant elevation in liver enzymes in infected SCA patients (P < 0.05). The risk of acute parvovirus b19 infection increased 65 times during unsteady state among the SCA patients. Although no deaths of infected patients were recorded during the study, age below 12 years, hospitalization and overcrowded environment were risk factors for infection. We conclude that parvovirus b19 is common in SCA patients, incurring greater susceptibility to infections.
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Analytical and simulator study of advanced transport
NASA Technical Reports Server (NTRS)
Levison, W. H.; Rickard, W. W.
1982-01-01
An analytic methodology, based on the optimal-control pilot model, was demonstrated for assessing longitidunal-axis handling qualities of transport aircraft in final approach. Calibration of the methodology is largely in terms of closed-loop performance requirements, rather than specific vehicle response characteristics, and is based on a combination of published criteria, pilot preferences, physical limitations, and engineering judgment. Six longitudinal-axis approach configurations were studied covering a range of handling qualities problems, including the presence of flexible aircraft modes. The analytical procedure was used to obtain predictions of Cooper-Harper ratings, a solar quadratic performance index, and rms excursions of important system variables.
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Cell biology of spinocerebellar ataxia
2012-01-01
Ataxia is a neurological disorder characterized by loss of control of body movements. Spinocerebellar ataxia (SCA), previously known as autosomal dominant cerebellar ataxia, is a biologically robust group of close to 30 progressive neurodegenerative diseases. Six SCAs, including the more prevalent SCA1, SCA2, SCA3, and SCA6 along with SCA7 and SCA17 are caused by expansion of a CAG repeat that encodes a polyglutamine tract in the affected protein. How the mutated proteins in these polyglutamine SCAs cause disease is highly debated. Recent work suggests that the mutated protein contributes to pathogenesis within the context of its “normal” cellular function. Thus, understanding the cellular function of these proteins could aid in the development of therapeutics. PMID:22508507
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STS-92 - Towing of Shuttle Discovery and Boeing 747 Shuttle Carrier Aircraft (SCA)
NASA Technical Reports Server (NTRS)
2000-01-01
The Space Shuttle Discovery sits atop one of NASA's modified Boeing 747 Shuttle Carrier Aircraft as the unusual piggyback duo is towed along a taxiway at NASA's Dryden Flight Research Center at Edwards, California. The Discovery was ferried from NASA Dryden to NASA's Kennedy Space Center in Florida on November 2, 2000, after extensive pre-ferry servicing and preparations. STS-92 was the 100th mission since the fleet of four Space Shuttles began flying in 1981. (Due to schedule changes, missions are not always launched in the order that was originally planned.) The almost 13-day mission, the 46th Shuttle mission to land at Edwards, was the last construction mission for the International Space Station prior to the first scientists taking up residency in the orbiting space laboratory the following month. The seven-member crew on STS-92 included mission specialists Koichi Wakata, Michael Lopez-Alegria, Jeff Wisoff, Bill McArthur and Leroy Chiao, pilot Pam Melroy and mission commander Brian Duffy.
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Liu, Jilin; McFarland, Karen N.; Landrian, Ivette; Hutter, Diane; Teive, Hélio A. G.; Rasmussen, Astrid; Mulligan, Connie J.; Ashizawa, Tetsuo
2013-01-01
Spinocerebellar ataxia type 10 (SCA10), an autosomal dominant cerebellar ataxia, is caused by the expansion of the non-coding ATTCT pentanucleotide repeat in the ATAXIN 10 gene. To date, all cases of SCA10 are restricted to patients with ancestral ties to Latin American countries. Here, we report on a SCA10 patient with Sioux Native American ancestry and no reported Hispanic or Latino heritage. Neurological exam findings revealed impaired gait with mild, age-consistent cerebellar atrophy and no evidence of epileptic seizures. The age at onset for this patient, at 83 years of age, is the latest documented for SCA10 patients and is suggestive of a reduced penetrance allele in his family. Southern blot analysis showed an SCA10 expanded allele of 1400 repeats. Established SNPs surrounding the SCA10 locus showed a disease haplotype consistent with the previously described “SCA10 haplotype”. This case suggests that the SCA10 expansion represents an early mutation event that possibly occurred during the initial peopling of the Americas. PMID:24278426
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Aircraft Handling Qualities Data
1972-12-01
WITH YOUR INQUIRY 02672-931227121247 DEPT OF DEFENSE DEFENSE TECHNICAL INFORMATION CENTER ATTN: DTIC-OCP/JOYCE CHIRAS CAMERON STATION BLDG 9...Handling Qualities, F-IO4A, Lockheed Rept. t No. LR 10794, 12 Dec. 19ř Andrews, William H., and Herman A. Rediess, Flight-Determined Eta- bility and
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An Investigation of Rotorcraft Stability-Phase Margin Requirements in Hover
NASA Technical Reports Server (NTRS)
Blanken, Chris L.; Lusardi, Jeff A.; Ivler, Christina M.; Tischler, Mark B.; Hoefinger, Marc T.; Decker, William A.; Malpica, Carlos A.; Berger, Tom; Tucker, George E.
2009-01-01
A cooperative study was performed to investigate the handling quality effects from reduced flight control system stability margins, and the trade-offs with higher disturbance rejection bandwidth (DRB). The piloted simulation study, perform on the NASA-Ames Vertical Motion Simulator, included three classes of rotorcraft in four configurations: a utility-class helicopter; a medium-lift helicopter evaluated with and without an external slung load; and a large (heavy-lift) civil tiltrotor aircraft. This large aircraft also allowed an initial assessment of ADS-33 handling quality requirements for an aircraft of this size. Ten experimental test pilots representing the U.S. Army, Marine Corps, NASA, rotorcraft industry, and the German Aerospace Center (DLR), evaluated the four aircraft configurations, for a range of flight control stability-margins and turbulence levels, while primarily performing the ADS-33 Hover and Lateral Reposition MTEs. Pilot comments and aircraft-task performance data were analyzed. The preliminary stability margin results suggest higher DRB and less phase margin cases are preferred as the aircraft increases in size. Extra care will need to be taken to assess the influence of variability when nominal flight control gains start with reduced margins. Phase margins as low as 20-23 degrees resulted in low disturbance-response damping ratios, objectionable oscillations, PIO tendencies, and a perception of an incipient handling qualities cliff. Pilot comments on the disturbance response of the aircraft correlated well to the DRB guidelines provided in the ADS-33 Test Guide. The A D-3S3 mid-term response-to-control damping ratio metrics can be measured and applied to the disturbance-response damping ratio. An initial assessment of LCTR yaw bandwidth shows the current Level 1 boundary needs to be relaxed to help account for a large pilot off-set from the c.g. Future efforts should continue to investigate the applicability/refinement of the current ADS-33 requirements to large vehicles, like an LCTR.
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NASA Technical Reports Server (NTRS)
Schaefer, Jacob; Hanson, Curt; Johnson, Marcus A.; Nguyen, Nhan
2011-01-01
Three model reference adaptive controllers (MRAC) with varying levels of complexity were evaluated on a high performance jet aircraft and compared along with a baseline nonlinear dynamic inversion controller. The handling qualities and performance of the controllers were examined during failure conditions that induce coupling between the pitch and roll axes. Results from flight tests showed with a roll to pitch input coupling failure, the handling qualities went from Level 2 with the baseline controller to Level 1 with the most complex MRAC tested. A failure scenario with the left stabilator frozen also showed improvement with the MRAC. Improvement in performance and handling qualities was generally seen as complexity was incrementally added; however, added complexity usually corresponds to increased verification and validation effort required for certification. The tradeoff between complexity and performance is thus important to a controls system designer when implementing an adaptive controller on an aircraft. This paper investigates this relation through flight testing of several controllers of vary complexity.
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Stevanin, Giovanni; Le Guern, Eric; Ravisé, Nicole; Chneiweiss, Hervé; Dürr, Alexandra; Cancel, Géraldine; Vignal, Alain; Boch, Anne-Laure; Ruberg, Merle; Penet, Christiane; Pothin, Yolaine; Lagroua, Isabelle; Haguenau, Michel; Rancurel, Gérald; Weissenbach, Jean; Agid, Yves; Brice, Alexis
1994-01-01
The autosomal dominant cerebellar ataxias (ADCA) type I are a group of neurological disorders that are clinically and genetically heterogeneous. Two genes implicated in the disease, SCA1 (spinal cerebellar ataxia 1) and SCA2, are already localized. We have mapped a third locus to chromosome 14q24.3-qter, by linkage analysis in a non-SCA1/non-SCA2 family and have confirmed its existence in a second such family. We suggest designating this new locus “SCA3.” Combined analysis of the two families restricted the SCA3 locus to a 15-cM interval between markers D14S67 and D14S81. The gene for Machado-Joseph disease (MJD), a clinically different form of ADCA type I, has been recently assigned to chromosome 14q24.3-q32. Although the SCA3 locus is within the MJD region, linkage analyses cannot yet demonstrate whether they result from mutations of the same gene. Linkage to all three loci (SCA1, SCA2, and SCA3) was excluded in another family, which indicates the existence of a fourth ADCA type I locus. PMID:8279460
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Hydroxycarbamide reduces eosinophil adhesion and degranulation in sickle cell anaemia patients.
Pallis, Flavia Rubia; Conran, Nicola; Fertrin, Kleber Yotsumoto; Olalla Saad, Sara Terezinha; Costa, Fernando Ferreira; Franco-Penteado, Carla Fernanda
2014-01-01
Inflammation, leucocyte and red cell adhesion to the endothelium contribute to the pathogenesis of sickle cell anaemia. Neutrophils appear to be important for vaso-occlusion, however, eosinophils may also participate in this phenomenon. The role of eosinophils in the pathophysiology of sickle cell anaemia (SCA) and the effect of hydroxycarbamide (HC) therapy on the functional properties of these cells are not understood. Patients with SCA and those on HC therapy (SCAHC) were included in the study. SCAHC individuals presented significantly lower absolute numbers of eosinophils than SCA. Furthermore, SCAHC eosinophils demonstrated significantly lower adhesive properties, compared to SCA eosinophils. SCA and SCAHC eosinophils presented greater spontaneous migration when compared with control eosinophils. Baseline eosinophil peroxidase and reactive oxygen species release was higher for SCA individuals than for control individuals, as were plasma levels of eosinophil derived neurotoxin. SCAHC eosinophil degranulation was lower than that of SCA eosinophil degranulation. Eotaxin-1 and RANTES levels were higher in the plasma of SCA and SCAHC individuals, when compared with controls. These data suggest that eosinophils exist in an activated state in SCA and indicate that these cells play a role in the vaso-occlusive process. The exact mechanism by which HC may alter SCA eosinophil properties is not clear. © 2013 John Wiley & Sons Ltd.
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Aviation Maintenance Technology. General. G104 Technical Mechanics. Instructor Material.
ERIC Educational Resources Information Center
Oklahoma State Board of Vocational and Technical Education, Stillwater. Curriculum and Instructional Materials Center.
These instructor materials for an aviation maintenance technology course contain five instructional modules. The modules cover the following topics: performing aircraft ground handling and servicing, using hand and power tools and precision measuring instruments, identifying and selecting aircraft hardware, fabricating and installing rigid and…
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RTJ-303: Variable geometry, oblique wing supersonic aircraft
NASA Technical Reports Server (NTRS)
Antaran, Albert; Belete, Hailu; Dryzmkowski, Mark; Higgins, James; Klenk, Alan; Rienecker, Lisa
1992-01-01
This document is a preliminary design of a High Speed Civil Transport (HSCT) named the RTJ-303. It is a 300 passenger, Mach 1.6 transport with a range of 5000 nautical miles. It features four mixed-flow turbofan engines, variable geometry oblique wing, with conventional tail-aft control surfaces. The preliminary cost analysis for a production of 300 aircraft shows that flyaway cost would be 183 million dollars (1992) per aircraft. The aircraft uses standard jet fuel and requires no special materials to handle aerodynamic heating in flight because the stagnation temperatures are approximately 130 degrees Fahrenheit in the supersonic cruise condition. It should be stressed that this aircraft could be built with today's technology and does not rely on vague and uncertain assumptions of technology advances. Included in this report are sections discussing the details of the preliminary design sequence including the mission to be performed, operational and performance constraints, the aircraft configuration and the tradeoffs of the final choice, wing design, a detailed fuselage design, empennage design, sizing of tail geometry, and selection of control surfaces, a discussion on propulsion system/inlet choice and their position on the aircraft, landing gear design including a look at tire selection, tip-over criterion, pavement loading, and retraction kinematics, structures design including load determination, and materials selection, aircraft performance, a look at stability and handling qualities, systems layout including location of key components, operations requirements maintenance characteristics, a preliminary cost analysis, and conclusions made regarding the design, and recommendations for further study.
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Iwalokun, Bamidele Abiodun; Iwalokun, Senapon Olusola; Hodonu, Semande Olufunmilayo
2013-01-01
Clinical, biochemical and molecular evidence for the sickle cell anemia (SCA) crisis in Nigerian patients arising from parvovirus b19 infection remains inadequate. This study determined the prevalence and correlates of anti-parvovirus b19 antibodies in a population of SCA patients and non-SCA healthy controls in Lagos, Nigeria. In this prospective cross-sectional study, we enrolled 73 confirmed SCA patients from 5 district hospitals in Lagos and 81 sex and age-matched non-SCA healthy controls. Serum sample from each study participant was screened for anti-parvovirus b19 by ELISA and PCR techniques. Standard biomedical assays were also done. Anti-parvovirus b19 IgM and IgG antibodies were detected in 22 (14.3%) and 97 (62.9%) of the 154 sera screened, 13 (17.8%) and 45 (61.6%) in SCA patients; 9 (11.1%) and 52 (64.2%) in non-SCA controls. The overall seronegativity rate was 19.5%. Parvovirus B19 DNA was found in 2 (11.1%) of the 18 IgM seropositive SCA serum samples screened. On the whole, parvovirus b19 infection was more commonly asymptomatic in non-SCA controls but caused significant elevation in liver enzymes in infected SCA patients (P < 0.05). The risk of acute parvovirus b19 infection increased 65 times during unsteady state among the SCA patients. Although no deaths of infected patients were recorded during the study, age below 12 years, hospitalization and overcrowded environment were risk factors for infection. We conclude that parvovirus b19 is common in SCA patients, incurring greater susceptibility to infections. PMID:23885266
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NASA Technical Reports Server (NTRS)
Hess, R. A.
1977-01-01
A brief review of some of the more pertinent applications of analytical pilot models to the prediction of aircraft handling qualities is undertaken. The relative ease with which multiloop piloting tasks can be modeled via the optimal control formulation makes the use of optimal pilot models particularly attractive for handling qualities research. To this end, a rating hypothesis is introduced which relates the numerical pilot opinion rating assigned to a particular vehicle and task to the numerical value of the index of performance resulting from an optimal pilot modeling procedure as applied to that vehicle and task. This hypothesis is tested using data from piloted simulations and is shown to be reasonable. An example concerning a helicopter landing approach is introduced to outline the predictive capability of the rating hypothesis in multiaxis piloting tasks.
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Akinlade, K S; Atere, A D; Rahamon, S K; Olaniyi, J A
2013-12-20
It is well known that individuals with SCA undergo constant physiological stress even, in steady state. However, there is little information on the relationship between the severity of sickle cell anaemia (SCA) and serum levels of biomarkers of stress. This study therefore determined the serum levels of copeptin, cortisol and CRP in adults with SCA in different severity groups. Sixty adults with sickle cell anaemia in steady state (27.1±6.3 years) and in vaso-occlusive crisis (24.9±4.9 years) were recruited into this cross-sectional study. Degree of severity (mild, moderate or severe) was determined using a scoring system incorporating annual number of blood transfusions, crisis and presence of anaemia, vaso-occlusive pain and organ complications. Standard methods were used for the determination of packed cell volume (PCV), total white blood cell count (WBC), blood pressure measurements and anthropometric indices. Serum levels of copeptin, cortisol and CRP were determined using ELISA with the ratios calculated accordingly. Data obtained were statistically analyzed using the Student's t-test, Mann Whitney U and Chi-square test as appropriate. P<0.05 was considered significant. The mean systolic blood pressure (SBP) and copeptin level were significantly higher in subjects with moderate SCA compared with those with mild SCA. Similarly SBP, pulse, WBC, copeptin and cortisol were significantly higher while body weight was significantly lower in subjects with severe SCA compared with subjects with mild SCA. However, WBC and cortisol-to-copeptin ratio were significantly higher in subjects with severe SCA compared with subjects with moderate SCA. There was progressive rise in serum levels of CRP from mild SCA through severe SCA but the differences were not statistically significant. Also, proportions of subjects with elevated SBP and WBC were higher than the proportion of subjects with lower SBP and WBC in the severe SCA group. Serum levels of cortisol, copeptin, and their ratio could differentiate severe SCA from mild or moderate SCA. Also, elevated systolic blood pressure and total white blood cell count are associated with severe sickle cell anaemia.
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Akuyam, S A; Abubakar, A; Lawal, N; Yusuf, R; Aminu, S M; Hassan, A; Musa, A; Bello, A K; Yahaya, I A; Okafor, P A
2017-11-01
Multiorgan failure including liver dysfunction is a common finding in sickle cell anemia (SCA) patients, the cause of which is multifactorial with advancing age said to be a major determinant. There is a paucity of data on liver function among SCA patients in relation to age in northern Nigerian hospitals, including Ahmadu Bello University Teaching Hospital (ABUTH), Zaria. This study was to assess the biochemical liver function tests (LFTs) as they relate to age among SCA patients in steady state, with a view to improving the overall monitoring of these patients. This study was carried out in ABUTH, Zaria, Northern Nigeria. LFTs were carried out in 100 SCA and 100 apparently healthy participants (controls). The SCA group was made up of fifty adults and fifty children diagnosed of SCA, whereas the control group was made up of fifty adults and fifty children who were apparently healthy and had hemoglobin AA. Paired two-tailed Student's t-test for matched samples and Pearson's linear correlation statistical methods were employed for the data analysis using Microsoft Office Excel 2007. A P ≤ 0.05 was considered as statistically significant. The serum concentrations of total bilirubin (TB), alanine transaminase (ALT), aspartate transaminase (AST), alkaline phosphatase (ALP), and AST/ALT ratio were significantly higher in SCA patients compared to the controls (P = 0.001, P = 0.001, P = 0.05, P = 0.05 and P = 0.001, respectively). Serum total protein (TP) and ALB were significantly lower (P = 0.01 and P < 0.05, respectively) in SCA patients compared with the controls. The levels of TB, ALT, AST, ALP, and AST/ALT were significantly lower in SCA adults compared to SCA children, whereas TP and ALB were higher in SCA adults compared to the SCA children. There were significant negative correlations between age and each of TB, ALT, AST, ALP, and AST/ALT, and significant positive correlations between age and each of TP and ALB in SCA patients. There are mild LFTs derangements in SCA patients even in steady state with the extent of the abnormalities decreasing with advancing age of the patients.
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NASA Technical Reports Server (NTRS)
Hess, Ronald A.
1994-01-01
The NASA High-Angle-of Attack Research Vehicle (HARV), a modified F-18 aircraft, experienced handling qualities problems in recent flight tests at NASA Dryden Research Center. Foremost in these problems was the tendency of the pilot-aircraft system to exhibit a potentially dangerous phenomenon known as a pilot-induced oscillation (PIO). When they occur, PIO's can severely restrict performance, sharply dimish mission capabilities, and can even result in aircraft loss. A pilot/vehicle analysis was undertaken with the goal of reducing these PIO tendencies and improving the overall vehicle handling qualities with as few changes as possible to the existing feedback/feedforward flight control laws. Utilizing a pair of analytical pilot models developed by the author, a pilot/vehicle analysis of the existing longitudinal flight control system was undertaken. The analysis included prediction of overall handling qualities levels and PIO susceptability. The analysis indicated that improvement in the flight control system was warranted and led to the formulation of a simple control stick command shaping filter. Analysis of the pilot/vehicle system with the shaping filter indicated significant improvements in handling qualities and PIO tendencies could be achieved. A non-real time simulation of the modified control system was undertaken with a realistic, nonlinear model of the current HARV. Special emphasis was placed upon those details of the command filter implementation which could effect safety of flight. The modified system is currently awaiting evaluation in the real-time, pilot-in-the-loop, Dual-Maneuvering-Simulator (DMS) facility at Langley.
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7 CFR 322.26 - Inspection and handling.
Code of Federal Regulations, 2013 CFR
2013-01-01
... SERVICE, DEPARTMENT OF AGRICULTURE BEES, BEEKEEPING BYPRODUCTS, AND BEEKEEPING EQUIPMENT Transit of...) Transloading—(1) Adult bees. You may transload adult bees from one aircraft to another aircraft at the port of arrival in the United States only under the supervision of an inspector. If the adult bees cannot be...
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7 CFR 322.26 - Inspection and handling.
Code of Federal Regulations, 2010 CFR
2010-01-01
... SERVICE, DEPARTMENT OF AGRICULTURE BEES, BEEKEEPING BYPRODUCTS, AND BEEKEEPING EQUIPMENT Transit of...) Transloading—(1) Adult bees. You may transload adult bees from one aircraft to another aircraft at the port of arrival in the United States only under the supervision of an inspector. If the adult bees cannot be...
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7 CFR 322.26 - Inspection and handling.
Code of Federal Regulations, 2014 CFR
2014-01-01
... SERVICE, DEPARTMENT OF AGRICULTURE BEES, BEEKEEPING BYPRODUCTS, AND BEEKEEPING EQUIPMENT Transit of...) Transloading—(1) Adult bees. You may transload adult bees from one aircraft to another aircraft at the port of arrival in the United States only under the supervision of an inspector. If the adult bees cannot be...
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7 CFR 322.26 - Inspection and handling.
Code of Federal Regulations, 2012 CFR
2012-01-01
... SERVICE, DEPARTMENT OF AGRICULTURE BEES, BEEKEEPING BYPRODUCTS, AND BEEKEEPING EQUIPMENT Transit of...) Transloading—(1) Adult bees. You may transload adult bees from one aircraft to another aircraft at the port of arrival in the United States only under the supervision of an inspector. If the adult bees cannot be...
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7 CFR 322.26 - Inspection and handling.
Code of Federal Regulations, 2011 CFR
2011-01-01
... SERVICE, DEPARTMENT OF AGRICULTURE BEES, BEEKEEPING BYPRODUCTS, AND BEEKEEPING EQUIPMENT Transit of...) Transloading—(1) Adult bees. You may transload adult bees from one aircraft to another aircraft at the port of arrival in the United States only under the supervision of an inspector. If the adult bees cannot be...
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47 CFR 87.189 - Requirements for public correspondence equipment and operations.
Code of Federal Regulations, 2012 CFR
2012-10-01
... the Commission in conformity with part 87. Aircraft earth stations that are required to be commissioned to use a privately owned satellite system also must meet the provisions of § 87.51. (c) A... correspondence communications are being handled. For aircraft earth stations, this requirement is satisfied by...
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47 CFR 87.189 - Requirements for public correspondence equipment and operations.
Code of Federal Regulations, 2014 CFR
2014-10-01
... the Commission in conformity with part 87. Aircraft earth stations that are required to be commissioned to use a privately owned satellite system also must meet the provisions of § 87.51. (c) A... correspondence communications are being handled. For aircraft earth stations, this requirement is satisfied by...
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47 CFR 87.189 - Requirements for public correspondence equipment and operations.
Code of Federal Regulations, 2013 CFR
2013-10-01
... the Commission in conformity with part 87. Aircraft earth stations that are required to be commissioned to use a privately owned satellite system also must meet the provisions of § 87.51. (c) A... correspondence communications are being handled. For aircraft earth stations, this requirement is satisfied by...
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Vision related quality of life in spinocerebellar ataxia.
Kedar, Sachin; Ghate, Deepta; Murray, Earnest L; Corbett, James J; Subramony, S H
2015-11-15
Spinocerebellar ataxia (SCA) leads to abnormal ocular motility and alignment. The objective of this study was to quantitatively assess vision, ocular motility and alignment and its impact on vision related quality of life (VRQOL) in SCA. Nineteen genetically diagnosed SCA subjects (11 SCA type 3, 3 SCA type 1 and 5 SCA type 6) participated at two university centers. All subjects completed the National Eye Institute Visual Function Questionnaire (NEI-VFQ), 10-Item Neuro-Ophthalmic Supplement (NOS), scale for assessment and rating of ataxia (SARA) and ophthalmic examination. Twelve subjects seen at one of the 2 sites underwent quantitative ocular motility and alignment assessment. Composite scores for NEI-VFQ (mean 76.3±13) and NOS (mean 65.2±16.8) were significantly decreased in SCA subjects. NEI-VFQ subscale scores were decreased for general, near, distance and peripheral vision and driving. SCA patients had decreased low contrast sensitivity, stereoacuity and multiple ocular motility defects which included gaze limitation (9/12), nystagmus (5/12), distance esophoria (11/12), near exophoria (12/12) and receded near point of convergence. A significant negative correlation was noted between composite scores and distance convergence fusional amplitude. VRQOL is significantly decreased in SCA compared to normal population. All SCA patients should be screened for visual disability and referred for neuro-ophthalmic assessment promptly. Copyright © 2015 Elsevier B.V. All rights reserved.
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Early symptoms in spinocerebellar ataxia type 1, 2, 3, and 6.
Globas, Christoph; du Montcel, Sophie Tezenas; Baliko, Laslo; Boesch, Syliva; Depondt, Chantal; DiDonato, Stefano; Durr, Alexandra; Filla, Alessandro; Klockgether, Thomas; Mariotti, Caterina; Melegh, Bela; Rakowicz, Maryla; Ribai, Pascale; Rola, Rafal; Schmitz-Hubsch, Tanja; Szymanski, Sandra; Timmann, Dagmar; Van de Warrenburg, Bart P; Bauer, Peter; Schols, Ludger
2008-11-15
Onset of genetically determined neurodegenerative diseases is difficult to specify because of their insidious and slowly progressive nature. This is especially true for spinocerebellar ataxia (SCA) because of varying affection of many parts of the nervous system and huge variability of symptoms. We investigated early symptoms in 287 patients with SCA1, SCA2, SCA3, or SCA6 and calculated the influence of CAG repeat length on age of onset depending on (1) the definition of disease onset, (2) people defining onset, and (3) duration of symptoms. Gait difficulty was the initial symptom in two-thirds of patients. Double vision, dysarthria, impaired hand writing, and episodic vertigo preceded ataxia in 4% of patients, respectively. Frequency of other early symptoms did not differ from controls and was regarded unspecific. Data about disease onset varied between patients and relatives for 1 year or more in 44% of cases. Influence of repeat length on age of onset was maximum when onset was defined as beginning of permanent gait disturbance and cases with symptoms for more than 10 years were excluded. Under these conditions, CAG repeat length determined 64% of onset variability in SCA1, 67% in SCA2, 46% in SCA3, and 41% in SCA6 demonstrating substantial influence of nonrepeat factors on disease onset in all SCA subtypes. Identification of these factors is of interest as potential targets for disease modifying compounds. In this respect, recognition of early symptoms that develop before onset of ataxia is mandatory to determine the shift from presymptomatic to affected status in SCA.
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Small Aircraft Transportation System, Higher Volume Operations Concept: Normal Operations
NASA Technical Reports Server (NTRS)
Abbott, Terence S.; Jones, Kenneth M.; Consiglio, Maria C.; Williams, Daniel M.; Adams, Catherine A.
2004-01-01
This document defines the Small Aircraft Transportation System (SATS), Higher Volume Operations (HVO) concept for normal conditions. In this concept, a block of airspace would be established around designated non-towered, non-radar airports during periods of poor weather. Within this new airspace, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. Using onboard equipment and procedures, they would then approach and land at the airport. Departures would be handled in a similar fashion. The details for this operational concept are provided in this document.
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A progress report on the development of an augmentor wing jet STOL research aircraft.
NASA Technical Reports Server (NTRS)
Quigley, H. C.; Sinclair, S. R. M.; Nark, T. C., Jr.; O'Keefe, J. V.
1971-01-01
The development of the aircraft has progressed to the point where the design of the modifications to the de Havilland C-8A Buffalo is complete and the engines are being tested. The predicted performance shows that the aircraft will be able to take off and land in less than 1500 ft. Simulation studies indicate that the handling qualities of the aircraft, with stability augmentation, will be acceptable for STOL research missions. Special techniques were required, however, for flight path control and transition from cruise to landing configuration .
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NASA Technical Reports Server (NTRS)
Rosenstein, H.; Mcveigh, M. A.; Mollenkof, P. A.
1973-01-01
A mathematical model for a real time simulation of a tilt rotor aircraft was developed. The mathematical model is used for evaluating aircraft performance and handling qualities. The model is based on an eleven degree of freedom total force representation. The rotor is treated as a point source of forces and moments with appropriate response time lags and actuator dynamics. The aerodynamics of the wing, tail, rotors, landing gear, and fuselage are included.
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Vertical flight path steering system for aircraft
NASA Technical Reports Server (NTRS)
Lambregts, Antonius A. (Inventor)
1983-01-01
Disclosed is a vertical flight path angle steering system for aircraft, utilizing a digital flight control computer which processes pilot control inputs and aircraft response parameters into suitable elevator commands and control information for display to the pilot on a cathode ray tube. The system yields desirable airplane control handling qualities and responses as well as improvements in pilot workload and safety during airplane operation in the terminal area and under windshear conditions.
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Shuttle Endeavour Mated to 747 SCA Taxi to Runway for Delivery to Kennedy Space Center, Florida
1991-05-02
NASA's 747 Shuttle Carrier Aircraft No. 911, with the space shuttle orbiter Endeavour securely mounted atop its fuselage, taxies to the runway to begin the ferry flight from Rockwell's Plant 42 at Palmdale, California, where the orbiter was built, to the Kennedy Space Center, Florida. At Kennedy, the space vehicle was processed and launched on orbital mission STS-49, which landed at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, 16 May 1992. NASA 911, the second modified 747 that went into service in November 1990, has special support struts atop the fuselage and internal strengthening to accommodate the added weight of the orbiters.
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Endeavour lands atop 747 after downtime at Palmdale, CA
NASA Technical Reports Server (NTRS)
1997-01-01
The Space Shuttle Orbiter Endeavour arrives at KSCs Shuttle Landing Facility atop NASAs Boeing 747 Shuttle Carrier Aircraft (SCA) as it returns March 27, 1997 from Palmdale, Calif., after an eight-month Orbiter Maintenance Down Period (OMDP). Nearly 100 modifications were made to Endeavour during that time period, including some that were directly associated with work required to support International Space Station Operations. The most extensive of those was the installation of an external airlock to allow the orbiter to dock with the Station. Other modifications included upgrades to Endeavours power supply system, general purpose computers and thermal protection system, along with the installation of new light-weight commander and pilot seats and other weight-saving modifications.
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[Study of oculomotor disorders in spinocerebellar ataxia genotype].
Oda, Rie; Takemoto, Tsuyoshi; Kawai, Motoharu; Yamashita, Hiroshi
2006-01-01
Spinocerebellar degeneration (SCD) exhibits a variety of spinal and cerebullar symptoms and progress. The recent advent of molecular genetics has revealed triplet repeat mutation in the gene of SCD patients. Due to the underlying genetic defects, hereditary SCD is referred to as different spinocerebellar ataxia (SCA) genotypes. We conducted vestibular functional tests in 33 SCD patients, including 3 with SCA3 and 2 with SCA6. We compared the degree of lower extremity ataxia with the degree of oculomotor disorder by using eye tracking tests (ETT) and optokinetic pattern tests (OKP). Both SCA3 and SCA6 show high ETT score and low mean slowest phase velocity in OKP. This means that SCA3 and SCA6 tend to have oculomotor disorder precedes extremity ataxia. Oculomotor examination should thus prove to be a useful, senstive indicator in screening SCD patients from early disease onset, and in evaluating the disease progression and the effectiveness of treatment.
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Erythroid Adhesion Molecules in Sickle Cell Anaemia Infants: Insights Into Early Pathophysiology.
Brousse, Valentine; Colin, Yves; Pereira, Catia; Arnaud, Cecile; Odièvre, Marie Helene; Boutemy, Anne; Guitton, Corinne; de Montalembert, Mariane; Lapouméroulie, Claudine; Picot, Julien; Le Van Kim, Caroline; El Nemer, Wassim
2015-01-01
Sickle cell anaemia (SCA) results from a single mutation in the β globin gene. It is seldom symptomatic in the first semester of life. We analysed the expression pattern of 9 adhesion molecules on red blood cells, in a cohort of 54 SCA and 17 non-SCA very young infants of comparable age (median 144 days, 81-196). Haemoglobin F (HbF) level was unsurprisingly elevated in SCA infants (41.2% ± 11.2) and 2-4 fold higher than in non-SCA infants, yet SCA infants presented significantly decreased Hb level and increased reticulocytosis. Cytometry analysis evidenced a specific expression profile on reticulocytes of SCA infants, with notably an increased expression of the adhesion molecules Lu/BCAM, ICAM-4 and LFA-3, both in percentage of positive cells and in surface density. No significant difference was found on mature red cells. Our findings demonstrate the very early onset of reticulocyte membrane modifications in SCA asymptomatic infants and allow an insight into the first pathological changes with the release of stress reticulocytes expressing a distinctive profile of adhesion molecules.
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The YAV-8B simulation and modeling. Volume 2: Program listing
NASA Technical Reports Server (NTRS)
1983-01-01
Detailed mathematical models of varying complexity representative of the YAV-8B aircraft are defined and documented. These models are used in parameter estimation and in linear analysis computer programs while investigating YAV-8B aircraft handling qualities. Both a six degree of freedom nonlinear model and a linearized three degree of freedom longitudinal and lateral directional model were developed. The nonlinear model is based on the mathematical model used on the MCAIR YAV-8B manned flight simulator. This simulator model has undergone periodic updating based on the results of approximately 360 YAV-8B flights and 8000 hours of wind tunnel testing. Qualified YAV-8B flight test pilots have commented that the handling qualities characteristics of the simulator are quite representative of the real aircraft. These comments are validated herein by comparing data from both static and dynamic flight test maneuvers to the same obtained using the nonlinear program.
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Presentation of Class 1 designs for a family of commuter airplanes
NASA Technical Reports Server (NTRS)
Creighton, Tom; Dragush, George; Hendrich, Louis; Hensley, Doug; Morgan, Louise; Oxendine, Charles; Remen, John; Robinson, Terry; Russell, Mark; Swift, Jerry
1986-01-01
The Class 1 configuration designs of a family of commuter aircraft are presented. The proposed aircraft will have a capacity of from 25 to 100 passengers. They are to have the following common features: (1) 2 aft fuselage mounted engines; (2) a low wing; (3) a T-tail type empennage; and (4) a tricycle type landing gear. A family concept is introduced to achieve structural, systems and handling quality commonality throughout. Implementing commonality can substantially reduce manufacturing and production costs. By achieving common system designs, maintenance costs can be reduced by permitting airlines to stock a smaller inventory of spares. Therefore, the higher degree of commonality, the lower the direct operating and life cycle costs. The attempt to implement some of the commonality requirements has caused configuration design problems, i.e., the twin-body concept was introduced. Design data are compared to existing aircraft, and the extent of structural, systems and handling qualities achieved are reviewed.
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Lin, Min-Ting; Yang, Jin-Shan; Chen, Ping-Ping; Qian, Mei-Zhen; Lin, Hui-Xia; Chen, Xiao-Ping; Shang, Xian-Jin; Wang, Dan-Ni; Chen, Yu-Chao; Jiang, Bin; Chen, Yi-Jun; Chen, Wan-Jin; Wang, Ning; Gan, Shi-Rui
2018-05-15
Spinocerebellar ataxia type 3 (SCA3), which is the most common subtype of SCA worldwide, exhibits common neuropsychological symptoms such as depression. However, the contribution of depression to the severity of SCA3 has not yet been thoroughly investigated. The present study investigated the prevalence of depression using Beck depression inventory in 104 molecularly confirmed SCA3 patients from China. The putative risk factors for depression and whether the depression could affect the severity of ataxia were established by multivariable linear regression models. The frequency of depression in the study subjects was 57.69% (60/104), which was higher than that in SCA3 patients from a subset of other populations. The gender (p = 0.03) and severity (p < 0.01) of ataxia were those risk factors that could affect depression. Conversely, depression (p < 0.01) together with the duration (p < 0.01) of SCA3 could also play a positive role in the severity of ataxia. The extremely common depression results from motor disability caused by ataxia; it also affects the disease severity of SCA3. These findings suggested that depression was a part of neurodegeneration in SCA3 and necessitated intensive focus and interventions while caring for SCA3 patients. © 2018 S. Karger AG, Basel.
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A comparative study of perception of sickle cell anaemia by married Nigeria rural and urban women.
Adeodu, O O; Alimi, T; Adekile, A D
2000-01-01
Environmental factors may influence perception of or attitude to chronic disorders. The perception of sickle cell anaemia (SCA by 165 married Nigerian rural and 507 urban women was studied to determine how living in an urban or rural environment may influence perception. None of the subjects had children with SCA. The instrument used for data collection was a structured questionnaire designed to enquire into their knowledge about the cause, precipitating factors for crises, clinical features of SCA and their opinions regarding traditional and modern treatment options for the disorder. As a group, urban women had better knowledge about SCA than rural women probably because their social environment afforded a wider scope for interaction with and information exchange among people. For most respondents, the educational institutions attended the health institutions in the locality and the electronic media were poor sources of information on SCA. The study showed a serious lack of information about important aspects of SCA among rural women. We think the training of primary health care providers as counsellors on SCA, the inclusion of instruction about SCA in the curriculum of schools and sustained outreach programmes on SCA on the electronic media would ensure early education of people in both rural and urban communities and help to improve perception of the disorder.
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Friedreich's ataxia and other hereditary ataxias in Greece: an 18-year perspective.
Koutsis, Georgios; Kladi, Athina; Karadima, Georgia; Houlden, Henry; Wood, Nicholas W; Christodoulou, Kyproula; Panas, Marios
2014-01-15
Limited data exist on the spectrum of heredoataxias in Greece, including the prevalence and phenotype of Friedreich's ataxia (FRDA) and the prevalence and subtypes of dominant spinocerebellar ataxias (SCAs). We analyzed clinically and investigated genetically for FRDA and triplet-repeat expansion SCAs a consecutive series of 186 patients with suspected heredoataxia referred to Athens over 18 years. For prevalence estimates we included patients with molecular diagnosis from Cyprus that were absent from the Athens cohort. The minimum prevalence of FRDA was ~0.9/100,000, with clusters of high prevalence in Aegean islands. FRDA was diagnosed in 73 probands. The genotypic and phenotypic spectrum of FRDA was similar to other populations, with one patient compound heterozygote for a known point mutation in FXN (Asn146Lys). Undiagnosed recessive ataxias included FRDA-like and spastic ataxias. The minimum prevalence of dominant SCAs was ~0.7/100,000. SCA1 (4), SCA7 (4), SCA2, SCA6, and SCA17 (1 each) probands were identified. A molecular diagnosis was reached in 31% of dominant cases. Undiagnosed dominant patients included a majority of type III autosomal dominant cerebellar ataxias. FRDA is the commonest heredoataxia in the Greek population with prevalence towards the lower end of other European populations. Dominant SCAs are almost as prevalent. SCA1, SCA2, SCA6, SCA7 and SCA17 patients complete the spectrum of cases with a specific molecular diagnosis. © 2013.
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Depression comorbidity in spinocerebellar ataxia.
Schmitz-Hübsch, Tanja; Coudert, Mathieu; Tezenas du Montcel, Sophie; Giunti, Paola; Labrum, Robyn; Dürr, Alexandra; Ribai, Pascale; Charles, Perrine; Linnemann, Christoph; Schöls, Ludger; Rakowicz, Maryla; Rola, Rafal; Zdzienicka, Elszbieta; Fancellu, Roberto; Mariotti, Caterina; Baliko, Lazlo; Melegh, Bela; Filla, Alessandro; Salvatore, Elena; van de Warrenburg, Bart P C; Szymanski, Sandra; Infante, Jon; Timmann, Dagmar; Boesch, Sylvia; Depondt, Chantal; Kang, Jun-Suk; Schulz, Jörg B; Klopstock, Thomas; Lossnitzer, Nicole; Löwe, Bernd; Frick, Caroline; Rottländer, Daniela; Schlaepfer, Thomas E; Klockgether, Thomas
2011-04-01
This is a description of the prevalence and profile of depressive symptoms in dominant spinocerebellar ataxia (SCA). Depressive symptoms were assessed in a convenience sample of 526 genetically confirmed and clinically affected patients (117 SCA1, 163 SCA2, 139 SCA3, and 107 SCA6) using the Patient Health Questionnaire (PHQ). In addition, depressive status according to the examiner and the use of antidepressants was recorded. Depression self-assessment was compared with an interview-based psychiatric assessment in a subset of 26 patients. Depression prevalence estimates were 17.1% according to the PHQ algorithm and 15.4% when assessed clinically. The sensitivity of clinical impression compared with PHQ classification was low (0.35), whereas diagnostic accuracy of PHQ compared with psychiatric interview in the subset was high. Antidepressants were used by 17.7% of patients and in >10% of patients without current clinically relevant depressive symptoms. Depression profile in SCA did not differ from a sample of patients with major depressive disorder except for the movement-related item. Neither depression prevalence nor use of antidepressants differed between genetic subtypes, with only sleep disturbance more common in SCA3. In a multivariate analysis, ataxia severity and female sex independently predicted depressive status in SCA. The PHQ algorithmic classification is appropriate for use in SCA but should stimulate further psychiatric evaluation if depression is indicated. Despite a higher risk for depression with more severe disease, the relation of depressive symptoms to SCA neurodegeneration remains to be shown. Copyright © 2011 Movement Disorder Society.
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Jung, Brian C.; Choi, Soo I.; Du, Annie X.; Cuzzocreo, Jennifer L.; Geng, Zhuo Z.; Ying, Howard S.; Perlman, Susan L.; Toga, Arthur W.; Prince, Jerry L.
2014-01-01
Although “cerebellar ataxia” is often used in reference to a disease process, presumably there are different underlying pathogenetic mechanisms for different subtypes. Indeed, spinocerebellar ataxia (SCA) types 2 and 6 demonstrate complementary phenotypes, thus predicting a different anatomic pattern of degeneration. Here, we show that an unsupervised classification method, based on principal component analysis (PCA) of cerebellar shape characteristics, can be used to separate SCA2 and SCA6 into two classes, which may represent disease-specific archetypes. Patients with SCA2 (n=11) and SCA6 (n=7) were compared against controls (n=15) using PCA to classify cerebellar anatomic shape characteristics. Within the first three principal components, SCA2 and SCA6 differed from controls and from each other. In a secondary analysis, we studied five additional subjects and found that these patients were consistent with the previously defined archetypal clusters of clinical and anatomical characteristics. Secondary analysis of five subjects with related diagnoses showed that disease groups that were clinically and pathophysiologically similar also shared similar anatomic characteristics. Specifically, Archetype #1 consisted of SCA3 (n=1) and SCA2, suggesting that cerebellar syndromes accompanied by atrophy of the pons may be associated with a characteristic pattern of cerebellar neurodegeneration. In comparison, Archetype #2 was comprised of disease groups with pure cerebellar atrophy (episodic ataxia type 2 (n=1), idiopathic late-onset cerebellar ataxias (n=3), and SCA6). This suggests that cerebellar shape analysis could aid in discriminating between different pathologies. Our findings further suggest that magnetic resonance imaging is a promising imaging biomarker that could aid in the diagnosis and therapeutic management in patients with cerebellar syndromes. PMID:22258915
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Sudden Cardiac Arrest During Sports Activity in Middle Age
Marijon, Eloi; Uy-Evanado, Audrey; Reinier, Kyndaron; Teodorescu, Carmen; Narayanan, Kumar; Jouven, Xavier; Gunson, Karen; Jui, Jonathan; Chugh, Sumeet S.
2015-01-01
Background Sports-associated sudden cardiac arrests (SCAs) occur mostly during middle age. We sought to determine burden, characteristics, and outcomes of SCA during sports among middle aged residents of a large US community. Methods and Results SCA cases aged 35–65 years were identified in a large, prospective, population-based study (2002–2013), with systematic and comprehensive assessment of their lifetime medical history. Of the 1,247 SCA cases, 63 (5%) occurred during sports activities at a mean age of 51.1±8.8 years, yielding an incidence of 21.7 (95%CI 8.1–35.4) per million per year. The incidence varied significantly based on sex, with a higher incidence among men (RR 18.68 95%CI 2.50–139.56) for sports SCA, as compared to all other SCA (RR 2.58, 95%CI 2.12–3.13). Sports SCA was also more likely to be a witnessed event (87 vs. 53%, P<0.001), with cardiopulmonary resuscitation (44 vs. 25%, P=0.001) and ventricular fibrillation (84 vs. 51%, P<0.0001). Survival to hospital discharge was higher for sports-associated SCA (23.2 vs. 13.6%, P=0.04). Sports SCA cases presented with known pre-existing cardiac disease in 16%, ≥1 cardiovascular risk factor in 56%, and overall, 36% of cases had typical cardiovascular symptoms during the week preceding SCA. Conclusions Sports-associated SCA in middle age represents a relatively small proportion of the overall SCA burden, reinforcing the idea of the high benefit-low risk nature of sports activity. Especially in light of current population aging trends, our findings emphasize that targeted education could maximize both safety and acceptance of sports activity in the older athlete. PMID:25847988
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Genetic map of the spinocerebellar ataxia type 2 (SCA2) region on chromosome 12
DOE Office of Scientific and Technical Information (OSTI.GOV)
Nechiporuk, A.; Frederick, T.; Pulst, S.M.
1994-09-01
The autosomal dominant ataxias (SCAs) are a clinically and genetically heterogeneous group of neurodegenerative diseases characterized by progressive ataxia. At least four gene loci have been identified: SCA1 on chromosome (CHR) 6, SCA2 on CHR12, Machado-Joseph disease on CHR14, and SCA families that are not linked to any of the above loci. In addition, the gene causing dentato-rubro-pallido-luysian atrophy has been identified as an expanded CAG repeat on CHR 12p. As a necessary step in identifying the gene for SCA2, we now identified closer flanking markers. To do this we ordered microsatellite markers in the now identified closer flanking markers.more » To do this we ordered microsatellite markers in the region and then determined pairwise and multipoint lod scores between the markers and SCA2 in three large pedigrees with SCA. The following order was established with odds > 1,000:1 using six non-SCA pedigrees: D12S101-7.1cM-D12S58-0cM-IGF1-3.6cM-D12S78-1.4cM-D12S317-3.7cM-D12S84-0cM-D12S105-7.2cM-D12S79-7.0cM-PLA2. Using this ordered set of markers we examined linkage to SCA2 in three pedigrees of Italian, Austrian and French-Canadian descent. Pairwise linkage analysis resulted in significant positive lod scores for all markers. The highest pairwise lod score was obtained with D12S84/D12S105 (Z{sub max}=7.98, theta{sub max}=0.05). To further define the location of SCA2, we performed multipoint linkage analysis using the genetic map established above. The highest location score was obtained between D12S317 and D12S84/D12S105. A location of SCA2 between these loci was favored with odds > 100:1. These data likely narrow the SCA2 candidate region to approximately 3.7 cM. The relatively large large number of markers tightly linked to SCA2 will facilitate the assignment of additional SCA pedigrees to CHR12, and will help in the presymptomatic diagnosis of individuals in families with proven linkage to CHR12.« less
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Flight test experience with pilot-induced-oscillation suppressor filters
NASA Technical Reports Server (NTRS)
Shafer, M. F.; Smith, R. E.; Stewart, J. F.; Bailey, R. E.
1983-01-01
Digital flight control systems are popular for their flexibility, reliability, and power; however, their use sometimes results in deficient handling qualities, including pilot-induced oscillation (PIO), which can require extensive redesign of the control system. When redesign is not immediately possible, temporary solutions, such as the PIO suppression (PIOS) filter developed for the Space Shuttle, have been proposed. To determine the effectiveness of such PIOS filters on more conventional, high-performance aircraft, three experiments were performed using the NASA F-8 digital fly-by-wire and USAF/Calspan NT-33 variable-stability aircraft. Two types of PIOS filters were evaluated, using high-gain, precision tasks (close formation, probe-and-drogue refueling, and precision touch-and-go landing) with a time delay or a first-order lag added to make the aircraft prone to PIO. Various configurations of the PIOS filter were evaluated in the flight programs, and most of the PIOS filter configurations reduced the occurrence of PIOs and improved the handling qualities of the PIO-prone aircraft. These experiments also confirmed the influence of high-gain tasks and excessive control system time delay in evoking pilot-induced oscillations.
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Flight test experience with pilot-induced-oscillation suppression filters
NASA Technical Reports Server (NTRS)
Shafer, M. F.; Smith, R. E.; Stewart, J. F.; Bailey, R. E.
1984-01-01
Digital flight control systems are popular for their flexibility, reliability, and power; however, their use sometimes results in deficient handling qualities, including pilot-induced oscillation (PIO), which can require extensive redesign of the control system. When redesign is not immediately possible, temporary solutions, such as the PIO suppression (PIOS) filter developed for the Space Shuttle, have been proposed. To determine the effectiveness of such PIOS filters on more conventional, high-performance aircraft, three experiments were performed using the NASA F-8 digital fly-by-wire and USAF/Calspan NT-33 variable-stability aircraft. Two types of PIOS filters were evaluated, using high-gain, precision tasks (close formation, probe-and-drogue refueling, and precision touch-and-go landing) with a time delay or a first-order lag added to make the aircraft prone to PIO. Various configurations of the PIOS filter were evaluated in the flight programs, and most of the PIOS filter configurations reduced the occurrence of PIOs and improved the handling qualities of the PIO-prone aircraft. These experiments also confirmed the influence of high-gain tasks and excessive control system time delay in evoking pilot-induced oscillations.
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Aircraft model prototypes which have specified handling-quality time histories
NASA Technical Reports Server (NTRS)
Johnson, S. H.
1976-01-01
Several techniques for obtaining linear constant-coefficient airplane models from specified handling-quality time histories are discussed. One technique, the pseudodata method, solves the basic problem, yields specified eigenvalues, and accommodates state-variable transfer-function zero suppression. The method is fully illustrated for a fourth-order stability-axis small-motion model with three lateral handling-quality time histories specified. The FORTRAN program which obtains and verifies the model is included and fully documented.
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Rosa, Alberto L; Molina, Irma; Kowaljow, Valeria; Conde, Cecilia B
2006-01-01
Slow saccades, postural/intention tremor, peripheral neuropathy, and decreased deep-tendon reflexes are valuable neurological signs for clinical suspicion of spinocerebellar ataxia type 2 (SCA2). We report the presence of abnormally brisk deep-tendon reflexes in nonsymptomatic carriers and mildly and severely affected subjects of a large Argentinean SCA2 pedigree. The identification of this distinctive SCA2 phenotype in an entire pedigree reinforces the current concept that clinical algorithms are of limited value as indicators for genetic testing in SCA. Combined with published pedigrees of SCA2 manifesting as levodopa-responsive parkinsonism, this finding suggests that modifier genes could influence the clinical phenotype of SCA2. Copyright (c) 2005 Movement Disorder Society.
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Abraham Lincoln did not have type 5 spinocerebellar ataxia.
Sotos, John G
2009-10-20
An autosomal dominant genetic disorder, type 5 spinocerebellar ataxia (SCA5), occurs in multiple descendants of one paternal uncle and one paternal aunt of President Abraham Lincoln. It has been suggested that Lincoln himself had the disease and that his DNA should be tested for an SCA5-conferring gene. Herein, I review the pertinent phenotypes of Lincoln, his father, and his paternal grandmother, and conclude that 1) Lincoln's father did not have SCA5, and, therefore, that Lincoln was not at special risk of the disease; 2) Lincoln had neither subclinical nor visible manifestations of SCA5; 3) little evidence suggests SCA5 is a "Lincolnian" disorder; and 4) without additional evidence, Lincoln's DNA should not be tested for SCA5.
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How Should the Joint Force Handle the Command and Control of Unmanned Aircraft Systems?
2008-11-18
personnel, and control apparatus. Collectively these are the unmanned aircraft system (UAS). The outputs of a UAS can range from full motion video ...reconnaissance aircraft, like the pilotless Predator drone that provides real-time surveillance video to the battlefield.”55 He continued, “While...www.foxnews.com/story/0,2933,351964,00.html [accessed July 7, 2008]. Baldor, Lolita C. Associated Press. “Increased UAV Reliance Evident in 2009 Budget
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NASA Technical Reports Server (NTRS)
Hanson, Curt; Schaefer, Jacob; Burken, John J.; Johnson, Marcus; Nguyen, Nhan
2011-01-01
National Aeronautics and Space Administration (NASA) researchers have conducted a series of flight experiments designed to study the effects of varying levels of adaptive controller complexity on the performance and handling qualities of an aircraft under various simulated failure or damage conditions. A baseline, nonlinear dynamic inversion controller was augmented with three variations of a model reference adaptive control design. The simplest design consisted of a single adaptive parameter in each of the pitch and roll axes computed using a basic gradient-based update law. A second design was built upon the first by increasing the complexity of the update law. The third and most complex design added an additional adaptive parameter to each axis. Flight tests were conducted using NASA s Full-scale Advanced Systems Testbed, a highly modified F-18 aircraft that contains a research flight control system capable of housing advanced flight controls experiments. Each controller was evaluated against a suite of simulated failures and damage ranging from destabilization of the pitch and roll axes to significant coupling between the axes. Two pilots evaluated the three adaptive controllers as well as the non-adaptive baseline controller in a variety of dynamic maneuvers and precision flying tasks designed to uncover potential deficiencies in the handling qualities of the aircraft, and adverse interactions between the pilot and the adaptive controllers. The work was completed as part of the Integrated Resilient Aircraft Control Project under NASA s Aviation Safety Program.
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Control of Next Generation Aircraft and Wind Turbines
NASA Technical Reports Server (NTRS)
Frost, Susan
2010-01-01
The first part of this talk will describe some of the exciting new next generation aircraft that NASA is proposing for the future. These aircraft are being designed to reduce aircraft fuel consumption and environmental impact. Reducing the aircraft weight is one approach that will be used to achieve these goals. A new control framework will be presented that enables lighter, more flexible aircraft to maintain aircraft handling qualities, while preventing the aircraft from exceeding structural load limits. The second part of the talk will give an overview of utility-scale wind turbines and their control. Results of collaboration with Dr. Balas will be presented, including new theory to adaptively control the turbine in the presence of structural modes, with the focus on the application of this theory to a high-fidelity simulation of a wind turbine.
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Pharmacometabolomic Signature of Ataxia SCA1 Mouse Model and Lithium Effects
Wikoff, William R.; Gatchel, Jennifer R.; Wang, Lu; Barupal, Dinesh K.; Crespo-Barreto, Juan; Fiehn, Oliver
2013-01-01
We have shown that lithium treatment improves motor coordination in a spinocerebellar ataxia type 1 (SCA1) disease mouse model (Sca1154Q/+). To learn more about disease pathogenesis and molecular contributions to the neuroprotective effects of lithium, we investigated metabolomic profiles of cerebellar tissue and plasma from SCA1-model treated and untreated mice. Metabolomic analyses of wild-type and Sca1154Q/+ mice, with and without lithium treatment, were performed using gas chromatography time-of-flight mass spectrometry and BinBase mass spectral annotations. We detected 416 metabolites, of which 130 were identified. We observed specific metabolic perturbations in Sca1154Q/+ mice and major effects of lithium on metabolism, centrally and peripherally. Compared to wild-type, Sca1154Q/+ cerebella metabolic profile revealed changes in glucose, lipids, and metabolites of the tricarboxylic acid cycle and purines. Fewer metabolic differences were noted in Sca1154Q/+ mouse plasma versus wild-type. In both genotypes, the major lithium responses in cerebellum involved energy metabolism, purines, unsaturated free fatty acids, and aromatic and sulphur-containing amino acids. The largest metabolic difference with lithium was a 10-fold increase in ascorbate levels in wild-type cerebella (p<0.002), with lower threonate levels, a major ascorbate catabolite. In contrast, Sca1154Q/+ mice that received lithium showed no elevated cerebellar ascorbate levels. Our data emphasize that lithium regulates a variety of metabolic pathways, including purine, oxidative stress and energy production pathways. The purine metabolite level, reduced in the Sca1154Q/+ mice and restored upon lithium treatment, might relate to lithium neuroprotective properties. PMID:23936457
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Falls in spinocerebellar ataxias: Results of the EuroSCA Fall Study.
Fonteyn, Ella M R; Schmitz-Hübsch, Tanja; Verstappen, Carla C; Baliko, Laslo; Bloem, Bastiaan R; Boesch, Silvia; Bunn, Lisa; Charles, Perrine; Dürr, Alexandra; Filla, Allesandro; Giunti, Paola; Globas, Christoph; Klockgether, Thomas; Melegh, Bela; Pandolfo, Massimo; De Rosa, Anna; Schöls, Ludger; Timmann, Dagmar; Munneke, Marten; Kremer, Berry P H; van de Warrenburg, Bart P C
2010-06-01
To investigate the frequency, details, and consequences of falls in patients with autosomal dominant spinocerebellar ataxias (SCAs) and to derive specific disease-related risk factors that are associated with an increased fall frequency. Two hundred twenty-eight patients with SCA1, SCA2, SCA3, or SCA6, recruited from the EuroSCA natural history study, completed a fall questionnaire that assessed the frequency, consequences, and several details of falls in the previous 12 months. Relevant disease characteristics were retrieved from the EuroSCA registry. The database of the natural history study provided the ataxia severity scores as well as the number and nature of non-ataxia symptoms. Patients (73.6%) reported at least one fall in the preceding 12 months. There was a high rate of fall-related injuries (74%). Factors that were associated with a higher fall frequency included: disease duration, severity of ataxia, the presence of pyramidal symptoms, the total number of non-ataxia symptoms, and the genotype SCA3. Factors associated with a lower fall frequency were: the presence of extrapyramidal symptoms (more specifically dystonia of the lower limbs) and the genotype SCA2. The total number of non-ataxia symptoms and longer disease duration were independently associated with a higher fall frequency in a logistic regression analysis, while the presence of extrapyramidal symptoms was independently associated with a lower fall frequency. Our findings indicate that, in addition to more obvious factors that are associated with frequent falls, such as disease duration and ataxia severity, non-ataxia manifestations in SCA play a major role in the fall etiology of these patients.
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Meredith, Mark L; Watson, Andrew M; Gregory, Andrew; Givens, Timothy G; Abramo, Thomas J; Kannankeril, Prince J
2013-03-01
Schools are important public locations of sudden cardiac arrest (SCA), and the American Heart Association (AHA) recommends medical emergency response plans (MERPs), which may include an automated external defibrillator (AED) in schools. The objective of this study was to determine the incidence of SCA and the prevalence of AEDs and MERPs in Tennessee high schools. Tennessee Secondary School Athletic Association member schools were surveyed regarding SCA on campus within 5 years, AED presence, and MERP characteristics. Of 378 schools, 257 (68%) completed the survey. There were 21 (5 student and 16 adult) SCAs on school grounds, yielding a 5-year incidence of 1 SCA per 12 high schools. An AED was present at 11 of 21 schools with SCA, and 6 SCA victims were treated with an AED shock. A linear increase in SCA frequency was noted with increasing school size (<500 students: 3.3% incidence, 500-1000: 6.5%, 1000-1500: 12.5%, ≥1500: 18.2%; P = 0.003). Of 257 schools, 71% had an MERP, 48% had an AED, and only 4% were fully compliant with AHA recommendations. Schools with a history of SCA were more likely to be compliant (19% vs. 3%, P = 0.011). The 5-year incidence of SCA in Tennessee high schools is 1 in 12, but increases to 1 in 7 for schools with more than 1000 students. Compliance with AHA guidelines for MERPs is poor, but improved in schools with recent SCA. Future recommendations should encourage the inclusion of AED placement in schools with more than 1000 students.
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Spinocerebellar ataxia: a critical review of cognitive and socio-cognitive deficits.
Giocondo, Flora; Curcio, Giuseppe
2018-02-01
The primary aim of this contribution is to provide a critical discussion on cognitive and sociocognitive implications of spinocerebellar ataxias (SCAs) subtypes. The term SCA refers to a group of neurodegenerative disorders that have been increasingly investigated in the last years, sharing the characteristic of progressive ataxia resulting from degeneration of cerebellum and its connections. In past decades only involvement of cerebellum in behaviour and timing has been investigated, bringing to the belief about its central role in timing of movement and sensation, particularly for short intervals of time. Only very recently the cerebellum has been considered as a potentially important centre for cognitive processing and related spheres of social cognition, so that several studies with SCA patients have been carried out on these topics: as a consequence a section of this review will be dedicated to this important aspect. After a brief discussion on most commonly used methods to assess cognitive and socio-cognitive abilities in SCAs, cognitive and socio-cognitive profiles of principal SCA subtypes have been thoroughly reviewed and critically discussed. Due to the very poor literature in this field the most common SCA variants have been fully included (i.e. SCA1, SCA2, SCA3, SCA6 and SCA7). A comparative summary of the main characteristics of cognitive and social cognition deficit in SCA subtypes has been proposed together with a research agenda for future investigation in this field principally aimed at using measures of cognition and/or social cognition as potential predictors of the extent and progression of disease.
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The insulin-like growth factor pathway is altered in Spinocerebellar ataxia type 1 and type 7
DOE Office of Scientific and Technical Information (OSTI.GOV)
Gatchel, Jennifer R.; Watase, Kei; Thaller, Christina
2008-01-29
Polyglutamine diseases are inherited neurodegenerative disorders caused by expansion of CAG trinucleotide repeats encoding a polyglutamine tract in the disease-causing proteins. There are nine of these disorders each having distinct features but also clinical and pathological similarities. In particular, spinocerebellar ataxia type 1 and 7 (SCA1 and SCA7) patients manifest cerebellar ataxia with corresponding degeneration of Purkinje cells. Given this common phenotype, we asked whether the two disorders share common molecular pathogenic events. To address this question we studied two genetically accurate mouse models of SCA1 and SCA7—Sca1154Q/2Q and Sca7266Q/5Q knock-in mice—that express the glutamine-expanded proteins from the respective endogenousmore » loci. We found common transcriptional changes in early symptomatic mice, with downregulation of Insulin-like growth factor binding protein 5 (Igfbp5) representing one of the most robust transcriptional changes that closely correlates with disease state. Interestingly, down-regulation of Igfbp5 occurred in granule neurons through a non-cell autonomous mechanism and was concomitant with activation of the Insulin-like growth factor I (Igf-I) pathway, and, in particular, the Igf-I receptor, expressed in part on Purkinje cells (PC). These data define a possible common pathogenic response in SCA1 and SCA7 and reveal the importance of neuron-neuron interactions in SCA1 and SCA7 pathogenesis. The sensitivity of Igfbp5 levels to disease state could render it and other components of its effector pathway useful as biomarkers in this class of diseases.« less
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Stem cell antigen-1 in skeletal muscle function.
Bernstein, Harold S; Samad, Tahmina; Cholsiripunlert, Sompob; Khalifian, Saami; Gong, Wenhui; Ritner, Carissa; Aurigui, Julian; Ling, Vivian; Wilschut, Karlijn J; Bennett, Stephen; Hoffman, Julien; Oishi, Peter
2013-08-15
Stem cell antigen-1 (Sca-1) is a member of the Ly-6 multigene family encoding highly homologous, glycosyl-phosphatidylinositol-anchored membrane proteins. Sca-1 is expressed on muscle-derived stem cells and myogenic precursors recruited to sites of muscle injury. We previously reported that inhibition of Sca-1 expression stimulated myoblast proliferation in vitro and regulated the tempo of muscle repair in vivo. Despite its function in myoblast expansion during muscle repair, a role for Sca-1 in normal, post-natal muscle has not been thoroughly investigated. We systematically compared Sca-1-/- (KO) and Sca-1+/+ (WT) mice and hindlimb muscles to elucidate the tissue, contractile, and functional effects of Sca-1 in young and aging animals. Comparison of muscle volume, fibrosis, myofiber cross-sectional area, and Pax7+ myoblast number showed little differences between ages or genotypes. Exercise protocols, however, demonstrated decreased stamina in KO versus WT mice, with young KO mice achieving results similar to aging WT animals. In addition, KO mice did not improve with practice, while WT animals demonstrated conditioning over time. Surprisingly, myomechanical analysis of isolated muscles showed that KO young muscle generated more force and experienced less fatigue. However, KO muscle also demonstrated incomplete relaxation with fatigue. These findings suggest that Sca-1 is necessary for muscle conditioning with exercise, and that deficient conditioning in Sca-1 KO animals becomes more pronounced with age.
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Iizuka, Akira; Nakamura, Kazuhiro; Hirai, Hirokazu
2015-04-10
Spinocerebellar ataxia type 1 (SCA1) is a progressive neurodegenerative disease caused by extension of a CAG repeat in the Sca1gene. Although the mechanisms underlying the symptoms of SCA1 have not been determined, aberrant neuronal activation potentially contributes to the neuronal cell death characteristic of the disease. Here we examined the potential involvement of extrasynaptic N-methyl-d-aspartate receptor (NMDAR) activation in the pathogenesis of SCA1 by administering memantine, a low-affinity noncompetitive NMDAR antagonist, in SCA1 knock-in (KI) mice. In KI mice, the exon in the ataxin 1 gene is replaced with abnormally expanded 154CAG repeats. Memantine was administered orally to the SCA1 KI mice from 4 weeks of age until death. The treatment significantly attenuated body-weight loss and prolonged the life span of SCA1 KI mice. Furthermore, memantine significantly suppressed the loss of Purkinje cells in the cerebellum and motor neurons in the dorsal motor nucleus of the vagus, which are critical for motor function and parasympathetic function, respectively. These findings support the contribution of aberrant activation of extrasynaptic NMDARs to neuronal cell death in SCA1 KI mice and suggest that memantine may also have therapeutic benefits in human SCA1 patients. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.
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Hydroxyurea therapy for sickle cell anemia
McGann, Patrick T; Ware, Russell E
2017-01-01
Introduction Sickle cell anemia (SCA) is a severe, inherited hemoglobin disorder affecting 100,000 persons in the US and millions worldwide. Hydroxyurea, a once daily oral medication, has emerged as the primary disease-modifying therapy for SCA. The accumulated body of evidence over 30 years demonstrates that hydroxyurea is a safe and effective therapy for SCA, but hydroxyurea remains underutilized for a variety of reasons. Areas covered In this review, we summarize the available evidence regarding the pharmacology, clinical, and laboratory benefits, and safety of hydroxy-urea therapy for the treatment of SCA. The purpose of this review is to provide the reader a comprehensive understanding of hydroxyurea and to reinforce the fact that hydroxyurea is a safe and effective medication for the treatment of SCA. Expert opinion In our opinion, hydroxyurea therapy should be considered standard-of-care for SCA, representing an essential component of patient management. Early initiation and broader use of hydroxyurea will alter the natural history of SCA, so affected children can live longer and healthier lives. In addition, hydroxyurea use should be extended to low-resource settings such as sub-Saharan Africa, where the burden of SCA and the need for hydroxyurea is arguably the greatest. PMID:26366626
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Hydroxyurea therapy for sickle cell anemia.
McGann, Patrick T; Ware, Russell E
2015-01-01
Sickle cell anemia (SCA) is a severe, inherited hemoglobin disorder affecting 100,000 persons in the US and millions worldwide. Hydroxyurea, a once daily oral medication, has emerged as the primary disease-modifying therapy for SCA. The accumulated body of evidence over 30 years demonstrates that hydroxyurea is a safe and effective therapy for SCA, but hydroxyurea remains underutilized for a variety of reasons. In this review, we summarize the available evidence regarding the pharmacology, clinical, and laboratory benefits, and safety of hydroxyurea therapy for the treatment of SCA. The purpose of this review is to provide the reader a comprehensive understanding of hydroxyurea and to reinforce the fact that hydroxyurea is a safe and effective medication for the treatment of SCA. In our opinion, hydroxyurea therapy should be considered standard-of-care for SCA, representing an essential component of patient management. Early initiation and broader use of hydroxyurea will alter the natural history of SCA, so affected children can live longer and healthier lives. In addition, hydroxyurea use should be extended to low-resource settings such as sub-Saharan Africa, where the burden of SCA and the need for hydroxyurea is arguably the greatest.
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Cagnoli, Claudia; Michielotto, Chiara; Matsuura, Tohru; Ashizawa, Tetsuo; Margolis, Russell L.; Holmes, Susan E.; Gellera, Cinzia; Migone, Nicola; Brusco, Alfredo
2004-01-01
At least 18 human genetic diseases are caused by expansion of short tandem repeats. Here we describe a successful application of a fluorescent PCR method for the detection of expanded repeats in FRDA1, SCA10, and SCA12 genes. Although this test cannot give a precise estimate of the size of the expansion, it is robust, reliable, and inexpensive, and can be used to screen large series of patients. It proved useful for confirming the presence of large expansions in the Friedreich ataxia gene following an ambiguous result of long-range PCR, as well as rapid pre-screening for large repeat expansions associated with Friedreich ataxia and SCA10 and the shorter repeat expansions associated with SCA12. PMID:15096564
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Conceptual design study of 1985 commercial tilt rotor transports. Volume 3: STOL design summary
NASA Technical Reports Server (NTRS)
Sambell, K. W.
1976-01-01
A conceptual design study is presented of 1,985 commercial tilt rotor STOL transports for a NASA 200 n. mi. (370 km) STOL Mission. A 100-passenger STOL Variant (Bell D313) of the Phase I VTOL Tilt Rotor Aircraft is defined. Aircraft characteristics are given; with the aircraft redesigned to meet 2,000-foot (610 m) field criteria, with emphasis on low fuel consumption and low direct operating cost. The 100-passenger STOL Tilt Rotor Aircraft was analyzed for performance, weights, economics, handling qualities, noise footprint and aeroelastic stability.
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Application of active controls technology to aircraft bide smoothing systems
NASA Technical Reports Server (NTRS)
Lapins, M.; Jacobson, I. D.
1975-01-01
A critical review of past efforts in the design and testing of ride smoothing and gust alleviation systems is presented. Design trade offs involving sensor types, choice of feedback loops, human comfort, and aircraft handling-qualities criteria are discussed. Synthesis of a system designed to employ direct-lift and side-force producing surfaces is reported. Two STOL aircraft and an executive transport are considered. Theoretically predicted system performance is compared with hybrid simulation and flight test data. Pilot opinion rating, pilot workload, and passenger comfort rating data for the basic and augmented aircraft are included.
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A methodology for designing aircraft to low sonic boom constraints
NASA Technical Reports Server (NTRS)
Mack, Robert J.; Needleman, Kathy E.
1991-01-01
A method for designing conceptual supersonic cruise aircraft to meet low sonic boom requirements is outlined and described. The aircraft design is guided through a systematic evolution from initial three view drawing to a final numerical model description, while the designer using the method controls the integration of low sonic boom, high supersonic aerodynamic efficiency, adequate low speed handling, and reasonable structure and materials technologies. Some experience in preliminary aircraft design and in the use of various analytical and numerical codes is required for integrating the volume and lift requirements throughout the design process.
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Application of Active Controls Technology to Aircraft Ride Smoothing Systems
NASA Technical Reports Server (NTRS)
Lapins, Maris; Jacobson, Ira D.
1975-01-01
A critical review of past efforts in the design and testing of ride smoothing and gust alleviation systems is presented. Design trade-offs involving sensor types, choice of feedback loops, human comfort and aircraft handling-qualities criteria are discussed. Synthesis of a system designed to employ direct-lift and side-force producing surfaces is reported. Two STOL-class aircraft and an executive transport are considered. Theoretically-predicted system performance is compared with hybrid simulation and flight test data. Pilot opinion rating, pilot workload, and passenger comfort rating data for the basic and augmented aircraft are included.
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NASA Astrophysics Data System (ADS)
Pandurangareddy, Meenige
2002-07-01
The evolution of Pilot-Vehicle-Interface (PVI) of a fighter aircraft is a complex task. The PVI design involves both static and dynamic issues. Static issues involve the study of reach of controls and switches, ejection path clearance, readability of indicators and display symbols, etc. Dynamic issues involve the study of the effect of aircraft motion on display symbols, pilot emergency handling, situation awareness, weapon aiming, etc. This paper describes a method of addressing the above issues by building a facility with cockpit, which is ergonomically similar to the fighter cockpit. The cockpit is also fitted with actual displays, controls and switches. The cockpit is interfaced with various simulation models of aircraft and outside-window-image generators. The architecture of the facility is designed to represent the latencies of the aircraft and facilitates replacement of simulation models with actual units. A parameter injection facility could be used to induce faults in a comprehensive manner. Pilots could use the facility right from familiarising themselves with procedures to start the engine, take-off, navigate, aim the weapons, handling of emergencies and landing. This approach is being followed and further being enhanced on Cockpit-Environment-Facility (CEF) at Aeronautical Development Agency (ADA), Bangalore, India.
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Research pilot and former astronaut C. Gordon Fullerton in an F/A-18
2002-05-14
Former NASA astronaut C. Gordon Fullerton, seated in the cockpit of an F/A-18, is a research pilot at NASA's Dryden Flight Research Center, Edwards, Calif. Since transferring to Dryden in 1986, his assignments have included a variety of flight research and support activities piloting NASA's B-52 launch aircraft, the 747 Shuttle Carrier Aircraft (SCA), and other multi-engine and high performance aircraft. He flew a series of development air launches of the X-38 prototype Crew Return Vehicle and in the launches for the X-43A Hyper-X project. Fullerton also flies Dryden's DC-8 Airborne Science aircraft in support a variety of atmospheric physics, ground mapping and meteorology studies. Fullerton also was project pilot on the Propulsion Controlled Aircraft program, during which he successfully landed both a modified F-15 and an MD-11 transport with all control surfaces neutralized, using only engine thrust modulation for control. Fullerton also evaluated the flying qualities of the Russian Tu-144 supersonic transport during two flights in 1998, one of only two non-Russian pilots to fly that aircraft. With more than 15,000 hours of flying time, Fullerton has piloted 135 different types of aircraft in his career. As an astronaut, Fullerton served on the support crews for the Apollo 14, 15, 16, and 17 lunar missions. In 1977, Fullerton was on one of the two flight crews that piloted the Space Shuttle prototype Enterprise during the Approach and Landing Test Program at Dryden. Fullerton was the pilot on the STS-3 Space Shuttle orbital flight test mission in 1982, and commanded the STS-51F Spacelab 2 mission in 1985. He has logged 382 hours in space flight. In July 1988, he completed a 30-year career with the U.S. Air Force and retired as a colonel.
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An analytical approach for predicting pilot induced oscillations
NASA Technical Reports Server (NTRS)
Hess, R. A.
1981-01-01
The optimal control model (OCM) of the human pilot is applied to the study of aircraft handling qualities. Attention is focused primarily on longitudinal tasks. The modeling technique differs from previous applications of the OCM in that considerable effort is expended in simplifying the pilot/vehicle analysis. After briefly reviewing the OCM, a technique for modeling the pilot controlling higher order systems is introduced. Following this, a simple criterion or determining the susceptability of an aircraft to pilot induced oscillations (PIO) is formulated. Finally, a model-based metric for pilot rating prediction is discussed. The resulting modeling procedure provides a relatively simple, yet unified approach to the study of a variety of handling qualities problems.
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Effect of winglets on performance and handling qualities of general aviation aircraft
NASA Technical Reports Server (NTRS)
Van Dam, C. P.; Holmes, B. J.; Pitts, C.
1980-01-01
Recent flight and wind tunnel evaluations of winglets mounted on general aviation airplanes have shown improvements in cruise fuel efficiency, and climbing and turning performance. Some of these analyses have also uncovered various effects of winglets on airplane handling qualities. Retrofitting an airplane with winglets can result in reduced cross wind take-off and landing capabilities. Also, winglets can have a detrimental effect on the lateral directional response characteristics of aircraft which have a moderate to high level of adverse yaw due to aileron. Introduction of an aileron-rudder-interconnect, and reduction of the effective dihedral by canting-in of the winglets, or addition of a lower winglet can eliminate these flying quality problems.
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A unique facility for V/STOL aircraft hover testing. [Langley Impact Dynamics Research Facility
NASA Technical Reports Server (NTRS)
Culpepper, R. G.; Murphy, R. D.; Gillespie, E. A.; Lane, A. G.
1979-01-01
The Langley Impact Dynamics Research Facility (IDRF) was modified to obtain static force and moment data and to allow assessment of aircraft handling qualities during dynamic tethered hover flight. Test probe procedures were also established. Static lift and control measurements obtained are presented along with results of limited dynamic tethered hover flight.
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19 CFR 122.134 - When airline does not have in-bond liquor storeroom.
Code of Federal Regulations, 2012 CFR
2012-04-01
... SECURITY; DEPARTMENT OF THE TREASURY AIR COMMERCE REGULATIONS Aircraft Liquor Kits § 122.134 When airline does not have in-bond liquor storeroom. (a) Handling of liquor kits. An aircraft may land at an airport... liquor kits, under any supervision found necessary by the port director, may be: (1) Kept on board the...
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19 CFR 122.134 - When airline does not have in-bond liquor storeroom.
Code of Federal Regulations, 2011 CFR
2011-04-01
... SECURITY; DEPARTMENT OF THE TREASURY AIR COMMERCE REGULATIONS Aircraft Liquor Kits § 122.134 When airline does not have in-bond liquor storeroom. (a) Handling of liquor kits. An aircraft may land at an airport... liquor kits, under any supervision found necessary by the port director, may be: (1) Kept on board the...
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19 CFR 122.134 - When airline does not have in-bond liquor storeroom.
Code of Federal Regulations, 2010 CFR
2010-04-01
... SECURITY; DEPARTMENT OF THE TREASURY AIR COMMERCE REGULATIONS Aircraft Liquor Kits § 122.134 When airline does not have in-bond liquor storeroom. (a) Handling of liquor kits. An aircraft may land at an airport... liquor kits, under any supervision found necessary by the port director, may be: (1) Kept on board the...
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19 CFR 122.134 - When airline does not have in-bond liquor storeroom.
Code of Federal Regulations, 2014 CFR
2014-04-01
... SECURITY; DEPARTMENT OF THE TREASURY AIR COMMERCE REGULATIONS Aircraft Liquor Kits § 122.134 When airline does not have in-bond liquor storeroom. (a) Handling of liquor kits. An aircraft may land at an airport... liquor kits, under any supervision found necessary by the port director, may be: (1) Kept on board the...
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19 CFR 122.134 - When airline does not have in-bond liquor storeroom.
Code of Federal Regulations, 2013 CFR
2013-04-01
... SECURITY; DEPARTMENT OF THE TREASURY AIR COMMERCE REGULATIONS Aircraft Liquor Kits § 122.134 When airline does not have in-bond liquor storeroom. (a) Handling of liquor kits. An aircraft may land at an airport... liquor kits, under any supervision found necessary by the port director, may be: (1) Kept on board the...
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L'Esperance, V S; Ekong, T; Cox, S E; Makani, J; Newton, C R; Soka, D; Komba, A; Kirkham, F J; Hill, C M
2016-04-01
Low haemoglobin oxygen saturation (SpO2) predicts complications in children with sickle cell anaemia (SCA) in the North but there are few data from Africa, where the majority of the patients reside. We measured daytime and overnight SpO2 in children with SCA in routine follow-up clinic, and controls without symptoms of SCA, comparing rural (Kilifi, Kenya) and urban (Dar-es-Salaam, Tanzania) cohorts. Daytime SpO2 was lower in 65 Tanzanian children with SCA (TS; median 97 (IQR 94-100)%); p<0.0001) than in 113 Kenyan children with SCA (KS; 99 (98-100)%) and 20 Tanzanian controls (TC; 100 (98-100)%). Compared with 95 Kenyan children with SCA, in 54 Tanzanian children with SCA and 19 TC who returned for overnight oximetry, mean (KS 99.0 (96.7-99.8)%; TS 97.9 (95.4-99.3)%; TC 98.4 (97.5-99.1)%; p=0.01) and minimum nocturnal SpO2 (92 (86-95)%; 87 (78.5-91)%; 90 (83.5-93)% p=0.0001) were lower. The difference between children with SCA persisted after adjustment for haemoglobin (p=0.004). Urban Tanzanian children, with and without SCA, experience greater exposure to low daytime and night-time SpO2 compared with rural Kenyan children with SCA. Possible explanations include differences in the prevalence of obstructive sleep apnoea or asthma, alterations in the oxyhaemoglobin desaturation curve or cardiovascular compromise, for example, to shunting at atrial or pulmonary level secondary to increased pulmonary artery pressure. The fact that non-SCA siblings in the urban area are also affected suggests that environmental exposures, for example, air pollution, nutrition or physical exercise, may play a role. Further studies should determine aetiology and clinical relevance for the SCA phenotype in children resident in Africa. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/
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DOE Office of Scientific and Technical Information (OSTI.GOV)
Ranum, L.P.W.; Lundgren, J.K.; Schut, L.J.
1994-09-01
Four different genes that cause spinocerebellar ataxia (SCA1, SCA2, Machado Joseph`s Disease (MJD)/SCA3 and SCA4) have been mapped to chromosomes 6p, 12q, 14q, and 16q, respectively. We have examined and collected 170 individuals (56 affected) from a previously unreported 10 generation kindred (the Lincoln Family) with a dominant ataxia that is clinically and genetically distinct from those previously mapped. The family has two major branches from Indiana and Kentucky. Of historical interest is that both branches descend from the paternal grandparents of President Abraham Lincoln. While the ataxia in this kindred is disabling, the most striking clinical distinction from SCA1,more » SCA2 and MJD/SCA3 is that it is generally not life threatening. This clinical difference is explained by the absence of bulbar paralysis and lower motor neuron degeneration that causes respiratory muscle weakness. We have mapped the gene, SCA5, using microsatellite markers spaced at 20-40 cM intervals throughout the genome. After 75 markers, the first to demonstrate a lod score greater than 3.0 was D11S871 (Zmax=5.05). Four additional markers from the centromeric region of chromosome 11 also gave lod scores greater than 3. The highest lod scores were 12.3 for both D11S905 ({theta}=0.056) and D11S913 ({theta}=0.030). Multipoint linkage and haplotype analyses indicate the most likely location for SCA5 is within the 7 cM interval between GATA2A01 and D11S913. A statistical analysis of the age of onset of parent-offspring pairs within the family supports (p<0.0002) the presence of anticipation. Several dramatic examples of anticipation have been observed in which grandmothers have onsets 10-20 years later in life than their daughters who have onsets 10-20 years later than their children. Interestingly, all four of the juvenile onset cases are maternally inherited, suggesting a maternal bias in anticipation for SCA5 rather than a paternal bias as seen with SCA1.« less
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1988-03-29
View of the left cockpit and pilot's seat of the F-111 MAW aircraft. Unlike most fighter aircraft of the time, the F-111 had side-by-side seating. The pilot sat on the left side, and the weapons systems officer on the right. Both had control sticks to fly the aircraft. The two yellow and black striped handles would be used in an emergency to eject the entire F-111 cockpit. The F-111 also did not have ejection seats, but used a capsule.
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STOVL Control Integration Program
NASA Technical Reports Server (NTRS)
Weiss, C.; Mcdowell, P.; Watts, S.
1994-01-01
An integrated flight/propulsion control for an advanced vector thrust supersonic STOVL aircraft, was developed by Pratt & Whitney and McDonnell Douglas Aerospace East. The IFPC design was based upon the partitioning of the global requirements into flight control and propulsion control requirements. To validate the design, aircraft and engine models were also developed for use on a NASA Ames piloted simulator. Different flight control implementations, evaluated for their handling qualities, are documented in the report along with the propulsion control, engine model, and aircraft model.
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Droz, Nina; De Lauzanne, Agathe; Holvoet, Laurent; Missud, Florence; Benkerrou, Malika; Brousse, Valentine; Odièvre, Marie-Hélène; Faye, Albert; Koehl, Berengere
2017-06-01
Tuberculosis (TB) and sickle cell anaemia (SCA) may affect the same population of patients, particularly in Africa but also in high-TB incidence areas in developed countries. However, few data are available from children with SCA who develop TB. The aim of this study was to describe the clinical features and outcome of TB diagnosed in children with SCA. We conducted a retrospective, descriptive study in three referral centre of Sickle Cell Disease in Paris, France. We included 11 patients with SCA who develop TB. The median age at TB diagnosis was 11 years [7.5-14.5]. Two patients were asymptomatic and nine patients were symptomatic. Six patients had pulmonary TB (pulmonary, pleural and mediastinal lesions). Five patients had extrapulmonary TB (osteoarticular TB, hepatic TB, cervical and mediastinal TB). Mycobacterium tuberculosis was isolated in four of the 11 cases. All patients recovered after a median of 6 months of anti-TB treatment. The localisation of TB and outcome after treatment in our SCA patients were similar to the one observed in an age-and sex-matched control group of non-SCA patient with TB. despite the low number of patients included in our study, SCA does not seem to be a risk factor for severe TB. What is Known: • Tuberculosis (TB) remains a global health problem particularly in developing countries, and Sickle cell anaemia (SCA) is currently one of the most common genetic diseases in the world that mainly affects African populations. • Very few data are available on TB in SCA patients. What is New: • The features of TB in children with SCA seem to be comparable to those expected in general population, with favourable outcomes in response to standard treatment. • Monitoring the dosage of anti-TB treatments could be of interest because of the possible impact of SCA on drug metabolism.
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Al-Naama, Lamia M; Hassan, Mea'ad K; Mehdi, Jawad K
2015-01-01
Sickle cell anemia (SCA) is an inherited blood disease with known complications as a result of certain pathophysiological dysfunctions. It has been suggested that an increase in oxidative stress contributes to the incidence of these changes. This study investigated the oxidant/antioxidant status of patients with SCA, and evaluated the effect of SCA on antioxidant enzymes and their cofactors. The study included 42 patients with SCA (in steady state), and a control group of 50 age-matched individuals without SCA. Serum malondialdehyde (MDA), copper, zinc, ferritin and iron levels, red blood cell (RBC) superoxide dismutase (SOD) and catalase levels were measured for the SCA and control groups. Significantly lower levels of antioxidant enzymes (RBC SOD and catalase) and higher serum MDA levels (biomarker of oxidative stress) were found in SCA patients compared to the control group (all p < 0.001). Increased levels of serum ferritin, iron and copper and decreased zinc concentrations were also found in the SCA patients compared to the control group (all p < 0.001). In the SCA group, there were significant negative correlations between MDA levels and RBC SOD, RBC catalase, and serum zinc levels (p < 0.01), while a significant positive correlation between MDA with serum copper and iron levels (p < 0.01) was observed. SCA is associated with alterations in markers of oxidative stress including an increased MDA level, decreased antioxidant enzyme levels, and altered levels of enzyme cofactors (zinc, copper, and iron). This suggests that these antioxidant enzymes could be used as effective therapeutic targets for the treatment of this disease and supplementation of patients with substances with antioxidant properties may reduce the complications of this disease.
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Validation of a Low-Cost Paper-Based Screening Test for Sickle Cell Anemia
Piety, Nathaniel Z.; Yang, Xiaoxi; Kanter, Julie; Vignes, Seth M.; George, Alex; Shevkoplyas, Sergey S.
2016-01-01
Background The high childhood mortality and life-long complications associated with sickle cell anemia (SCA) in developing countries could be significantly reduced with effective prophylaxis and education if SCA is diagnosed early in life. However, conventional laboratory methods used for diagnosing SCA remain prohibitively expensive and impractical in this setting. This study describes the clinical validation of a low-cost paper-based test for SCA that can accurately identify sickle trait carriers (HbAS) and individuals with SCA (HbSS) among adults and children over 1 year of age. Methods and Findings In a population of healthy volunteers and SCA patients in the United States (n = 55) the test identified individuals whose blood contained any HbS (HbAS and HbSS) with 100% sensitivity and 100% specificity for both visual evaluation and automated analysis, and detected SCA (HbSS) with 93% sensitivity and 94% specificity for visual evaluation and 100% sensitivity and 97% specificity for automated analysis. In a population of post-partum women (with a previously unknown SCA status) at a primary obstetric hospital in Cabinda, Angola (n = 226) the test identified sickle cell trait carriers with 94% sensitivity and 97% specificity using visual evaluation (none of the women had SCA). Notably, our test permits instrument- and electricity-free visual diagnostics, requires minimal training to be performed, can be completed within 30 minutes, and costs about $0.07 in test-specific consumable materials. Conclusions Our results validate the paper-based SCA test as a useful low-cost tool for screening adults and children for sickle trait and disease and demonstrate its practicality in resource-limited clinical settings. PMID:26735691
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MR Imaging in Spinocerebellar Ataxias: A Systematic Review.
Klaes, A; Reckziegel, E; Franca, M C; Rezende, T J R; Vedolin, L M; Jardim, L B; Saute, J A
2016-08-01
Polyglutamine expansion spinocerebellar ataxias are autosomal dominant slowly progressive neurodegenerative diseases with no current treatment. MR imaging is the best-studied surrogate biomarker candidate for polyglutamine expansion spinocerebellar ataxias, though with conflicting results. We aimed to review quantitative central nervous system MR imaging technique findings in patients with polyglutamine expansion spinocerebellar ataxias and correlations with well-established clinical and molecular disease markers. We searched MEDLINE, LILACS, and Cochrane data bases of clinical trials between January 1995 and January 2016, for quantitative MR imaging volumetric approaches, MR spectroscopy, diffusion tensor imaging, or other quantitative techniques, comparing patients with polyglutamine expansion spinocerebellar ataxias (SCAs) with controls. Pertinent details for each study regarding participants, imaging methods, and results were extracted. After reviewing the 706 results, 18 studies were suitable for inclusion: 2 studies in SCA1, 1 in SCA2, 15 in SCA3, 1 in SCA7, 1 in SCA1 and SCA6 presymptomatic carriers, and none in SCA17 and dentatorubropallidoluysian atrophy. Cerebellar hemispheres and vermis, whole brain stem, midbrain, pons, medulla oblongata, cervical spine, striatum, and thalamus presented significant atrophy in SCA3. The caudate, putamen and whole brain stem presented similar sensitivity to change compared with ataxia scales after 2 years of follow-up in a single prospective study in SCA3. MR spectroscopy and DTI showed abnormalities only in cross-sectional studies in SCA3. Results from single studies in other polyglutamine expansion spinocerebellar ataxias should be replicated in different cohorts. Additional cross-sectional and prospective volumetric analysis, MR spectroscopy, and DTI studies are necessary in polyglutamine expansion spinocerebellar ataxias. The properties of preclinical disease biomarkers (presymptomatic) of MR imaging should be targeted in future studies. © 2016 by American Journal of Neuroradiology.
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Ferreira, Tatiane Anunciação; Machado, Vinícius Ramos; Perdiz, Marya Izadora; Lyra, Isa Menezes; Nascimento, Valma Lopes; Boa-Sorte, Ney; Andrade, Bruno B.; Ladeia, Ana Marice
2017-01-01
Background Hematological changes can drive damage of endothelial cells, which potentially lead to an early endothelial dysfunction in patients with sickle cell anemia (SCA). An association may exist between endothelial dysfunction and several clinical manifestations of SCA. The present study aims to evaluate the links between changes in endothelial function and clinical and laboratory parameters in children and adolescents with SCA. Methods This study included 40 children and adolescents with stable SCA as well as 25 healthy children; aged 6–18 years. All study subjects were evaluated for endothelial function using Doppler ultrasonography. In addition, a number of laboratory assays were performed, including reticulocyte and leukocyte counts as well as measurement of circulating levels of total bilirubin, C-reactive protein (CRP), glucose, lipoproteins and peripheral oxyhemoglobin saturation. These parameters were also compared between SCA patients who were undertaking hydroxyurea (HU) and those who were not. Results Flow-mediated vasodilation (FMD) values were found to be reduced in SCA patients compared with those detected in healthy controls. SCA individuals with lower FMD values exhibited higher number of hospital admissions due to vaso-occlusive events. Additional analyses revealed that patients who had decreased FMD values exhibited higher odds of acute chest syndrome (ACS) episodes. A preliminary analysis with limited number of individuals failed to demonstrate significant differences in FMD values between SCA individuals who were treated with HU and those who were not. Conclusions Children and adolescents with SCA exhibit impaired endothelial function. Reductions in FMD values are associated with ACS. These findings underline the potential use of FMD as screening strategy of SCA patients with severe prognosis at early stages. PMID:28863145
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Trident: scalable compute archives: workflows, visualization, and analysis
NASA Astrophysics Data System (ADS)
Gopu, Arvind; Hayashi, Soichi; Young, Michael D.; Kotulla, Ralf; Henschel, Robert; Harbeck, Daniel
2016-08-01
The Astronomy scientific community has embraced Big Data processing challenges, e.g. associated with time-domain astronomy, and come up with a variety of novel and efficient data processing solutions. However, data processing is only a small part of the Big Data challenge. Efficient knowledge discovery and scientific advancement in the Big Data era requires new and equally efficient tools: modern user interfaces for searching, identifying and viewing data online without direct access to the data; tracking of data provenance; searching, plotting and analyzing metadata; interactive visual analysis, especially of (time-dependent) image data; and the ability to execute pipelines on supercomputing and cloud resources with minimal user overhead or expertise even to novice computing users. The Trident project at Indiana University offers a comprehensive web and cloud-based microservice software suite that enables the straight forward deployment of highly customized Scalable Compute Archive (SCA) systems; including extensive visualization and analysis capabilities, with minimal amount of additional coding. Trident seamlessly scales up or down in terms of data volumes and computational needs, and allows feature sets within a web user interface to be quickly adapted to meet individual project requirements. Domain experts only have to provide code or business logic about handling/visualizing their domain's data products and about executing their pipelines and application work flows. Trident's microservices architecture is made up of light-weight services connected by a REST API and/or a message bus; a web interface elements are built using NodeJS, AngularJS, and HighCharts JavaScript libraries among others while backend services are written in NodeJS, PHP/Zend, and Python. The software suite currently consists of (1) a simple work flow execution framework to integrate, deploy, and execute pipelines and applications (2) a progress service to monitor work flows and sub-work flows (3) ImageX, an interactive image visualization service (3) an authentication and authorization service (4) a data service that handles archival, staging and serving of data products, and (5) a notification service that serves statistical collation and reporting needs of various projects. Several other additional components are under development. Trident is an umbrella project, that evolved from the One Degree Imager, Portal, Pipeline, and Archive (ODI-PPA) project which we had initially refactored toward (1) a powerful analysis/visualization portal for Globular Cluster System (GCS) survey data collected by IU researchers, 2) a data search and download portal for the IU Electron Microscopy Center's data (EMC-SCA), 3) a prototype archive for the Ludwig Maximilian University's Wide Field Imager. The new Trident software has been used to deploy (1) a metadata quality control and analytics portal (RADY-SCA) for DICOM formatted medical imaging data produced by the IU Radiology Center, 2) Several prototype work flows for different domains, 3) a snapshot tool within IU's Karst Desktop environment, 4) a limited component-set to serve GIS data within the IU GIS web portal. Trident SCA systems leverage supercomputing and storage resources at Indiana University but can be configured to make use of any cloud/grid resource, from local workstations/servers to (inter)national supercomputing facilities such as XSEDE.
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Effective Training for Flight in Icing Conditions
NASA Technical Reports Server (NTRS)
Barnhart, Billy P.; Ratvasky, Thomas P.
2007-01-01
The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations.
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Demonstration of an Ice Contamination Effects Flight Training Device
NASA Technical Reports Server (NTRS)
Ratvasky, Thomas P.; Ranaudo, Richard J.; Blankenship, Kurt S.; Lee, Sam
2006-01-01
The development of a piloted flight simulator called the Ice Contamination Effects Flight Training Device (ICEFTD) was recently completed. This device demonstrates the ability to accurately represent an iced airplane s flight characteristics and is utilized to train pilots in recognizing and recovering from aircraft handling anomalies that result from airframe ice formations. The ICEFTD was demonstrated at three recent short courses hosted by the University of Tennessee Space Institute. It was also demonstrated to a group of pilots at the National Test Pilot School. In total, eighty-four pilots and flight test engineers from industry and the regulatory community spent approximately one hour each in the ICEFTD to get a "hands on" lesson of an iced airplane s reduced performance and handling qualities. Additionally, pilot cues of impending upsets and recovery techniques were demonstrated. The purpose of this training was to help pilots understand how ice contamination affects aircraft handling so they may apply that knowledge to the operations of other aircraft undergoing testing and development. Participant feedback on the ICEFTD was very positive. Pilots stated that the simulation was very valuable, applicable to their occupations, and provided a safe way to explore the flight envelope. Feedback collected at each demonstration was also helpful to define additional improvements to the ICEFTD; many of which were then implemented in subsequent demonstrations
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Yuan, Hongyan; Upadhyay, Geeta; Yin, Yuzhi; Kopelovich, Levy; Glazer, Robert I.
2011-01-01
Stem cell antigen-1 (Sca-1, Ly6A) is a glycerophosphatidylinositol (GPI)-anchored protein that was identified as a murine marker of bone marrow stem cells. Although Sca-1 is widely used to enrich for stem and progenitor cells in various tissues, little is known about its function and associated signaling pathways in normal and malignant cells. Here, we report that the absence of Sca-1 in the mammary gland resulted in higher levels of PPARγ and PTEN, and a reduction of pSer84PPARγ, pERK1/2 and PPARδ. This phenotype correlated with markedly increased sensitivity of Sca-1 null mice to PPARγ agonist GW7845 and insensitivity to PPARδ agonist GW501516. Reduction of Sca-1 expression in mammary tumor cells by RNA interference resulted in a phenotype similar to the Sca-1 deficient mammary gland, as evidenced by increased PPARγ expression and transcriptional activity, resulting in part from a lesser susceptibility to proteasomal degradation. These data implicate Sca-1 as a negative regulator of the tumor suppressor effects of PPARγ. PMID:21955520
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[Spinocerebellar ataxia type 2 associated to pigmentary retinitis].
Jiménez-Caballero, Pedro Enrique; Serviá, Mónica
2010-07-01
Ocular disorders are useful in the characterisation of the different types of spinocerebellar ataxias (SCA); pigmentary retinitis is an alteration that is specifically associated to SCA type 7 and is characterised by night blindness, sensitivity to glare and progressive narrowing of the visual field. A 34-year-old woman with clinical symptoms of progressive ataxia and visual impairment secondary to pigmentary retinitis. The patient had a personal history with an autosomal dominant pattern of a similar disorder in her father and paternal grandmother. In the genetic study she presented a triplet expansion in the SCA type 2 gene. CONCLUSIONS; Although pigmentary retinitis belongs to the SCA type 7 phenotype, our patient presented this retinal disorder, as in other cases of SCA type 2. A genetic study for SCA type 2 must therefore be conducted in patients with a degenerative ataxic clinical picture and who present evidence of pigmentary retinitis.
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Flight Testing the X-36: The Test Pilots Perspective
NASA Technical Reports Server (NTRS)
Walker, Laurence A.
1997-01-01
The X-36 is a 28% scale, remotely piloted research aircraft, designed to demonstrate tailless fighter agility. Powered by a modified Williams International F-112 jet engine, the X-36 uses thrust vectoring and a fly-by-wire control system. Although too small for an onboard pilot, a full-sized remote cockpit was designed to virtually place the test pilot into the aircraft using a variety of innovative techniques. To date, 22 flights have been flown, successfully completing the second phase of testing. Handling qualities have been matching predictions; the test operation is flown similarly to that for full sized manned aircraft. All takeoffs, test maneuvers and landings are flown by the test pilot, affording a greater degree of flexibility and the ability to handle the inevitable unknowns which may occur during highly experimental test programs. The cockpit environment, cues, and display techniques used in this effort have proven to enhance the 'virtual' test pilot's awareness and have helped ensure a successful RPV test program.
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NASA Technical Reports Server (NTRS)
Rising, J. J.; Kairys, A. A.; Maass, C. A.; Siegart, C. D.; Rakness, W. L.; Mijares, R. D.; King, R. W.; Peterson, R. S.; Hurley, S. R.; Wickson, D.
1982-01-01
A limited authority pitch active control system (PACS) was developed for a wide body jet transport (L-1011) with a flying horizontal stabilizer. Two dual channel digital computers and the associated software provide command signals to a dual channel series servo which controls the stabilizer power actuators. Input sensor signals to the computer are pitch rate, column-trim position, and dynamic pressure. Control laws are given for the PACS and the system architecture is defined. The piloted flight simulation and vehicle system simulation tests performed to verify control laws and system operation prior to installation on the aircraft are discussed. Modifications to the basic aircraft are described. Flying qualities of the aircraft with the PACS on and off were evaluated. Handling qualities for cruise and high speed flight conditions with the c.g. at 39% mac ( + 1% stability margin) and PACS operating were judged to be as good as the handling qualities with the c.g. at 25% (+15% stability margin) and PACS off.
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NASA Technical Reports Server (NTRS)
Anderson, Frederick; Biezad, Daniel J.
1994-01-01
This paper describes the Rapid Aircraft DynamIcs AssessmeNt (RADIAN) project - an integration of the Aircraft SYNThesis (ACSTNT) design code with the USAD DATCOM code that estimates stability derivatives. Both of these codes are available to universities. These programs are then linked to flight simulation and flight controller synthesis tools and resulting design is evaluated on a graphics workstation. The entire process reduces the preliminary design time by an order of magnitude and provides an initial handling qualities evaluation of the design coupled to a control law. The integrated design process is applicable to both conventional aircraft taken from current textbooks and to unconventional designs emphasizing agility and propulsive control of attitude. The interactive and concurrent nature of the design process has been well received by industry and by design engineers at NASA. The process is being implemented into the design curriculum and is being used by students who view it as a significant advance over prior methods.
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Takano, H; Cancel, G; Ikeuchi, T; Lorenzetti, D; Mawad, R; Stevanin, G; Didierjean, O; Dürr, A; Oyake, M; Shimohata, T; Sasaki, R; Koide, R; Igarashi, S; Hayashi, S; Takiyama, Y; Nishizawa, M; Tanaka, H; Zoghbi, H; Brice, A; Tsuji, S
1998-01-01
To test the hypothesis that the frequencies of normal alleles (ANs) with a relatively large number of CAG repeats (large ANs) are related to the prevalences of the dominant spinocerebellar ataxias (SCAs)-SCA types 1, 2, 3 (Machado-Joseph disease), 6, and dentatorubral-pallidoluysian atrophy (DRPLA)-we investigated the relative prevalences of these diseases in 202 Japanese and 177 Caucasian families and distributions of the number of CAG repeats of ANs at these disease loci in normal individuals in each population. The relative prevalences of SCA1 and SCA2 were significantly higher in Caucasian pedigrees (15% and 14%, respectively) than in Japanese pedigrees (3% and 5%, respectively), corresponding to the observation that the frequencies of large ANs of SCA1 (alleles >30 repeats) and of SCA2 (alleles >22 repeats) were significantly higher in Caucasians than in Japanese. The relative prevalences of MJD/SCA3, SCA6, and DRPLA were significantly higher in Japanese pedigrees (43%, 11%, and 20%, respectively) than in Caucasian pedigrees (30%, 5%, and 0%, respectively), corresponding to the observation that the frequencies of large ANs of MJD/SCA3 (>27 repeats), SCA6 (>13 repeats), and DRPLA (>17 repeats) were significantly higher in Japanese than in Caucasians. The close correlations of the relative prevalences of the dominant SCAs with the distributions of large ANs strongly support the assumption that large ANs contribute to generation of expanded alleles (AEs) and the relative prevalences of the dominant SCAs. PMID:9758625
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Screening for Sex Chromosome Aneuploidy by Cell-Free DNA Testing: Patient Choice and Performance.
Bevilacqua, Elisa; Ordóñez, Elena; Hurtado, Ivan; Rueda, Laura; Mazzone, Eléonora; Cirigliano, Vincenzo; Jani, Jacques C
2017-08-23
To study patient choice regarding testing for sex chromosome aneuploidy (SCA) and the performance of cell-free DNA (cfDNA) screening for SCA. Patient choice regarding screening for SCA and factors influencing this choice were evaluated in a single center. In a subsequent two-center study, cases that screened positive for SCA were analyzed to determine the positive predictive value (PPV) for each SCA. In all, 1,957 (61.9%) of the 3,162 patients undergoing cfDNA testing opted for SCA screening. Regression analysis demonstrated that independent predictors of a patient's decision for SCA were earlier gestational age, spontaneous conception, and cfDNA chosen as a primary method of screening. A total of 161 cases screened positive for SCA and follow-up data were available for 118 (73.3%). Forty-six of the 61 cases of 45,X were false-positive results and 15 were concordant with the fetal karyotype (PPV = 24.6%). Seventeen of the 22 cases of 47,XXX were false positive and 5 concordant (PPV = 22.7%). Eleven of the 30 cases of 47,XXY were false positive and 19 concordant (PPV = 63.3%). All 5 cases of 47,XYY were correctly identified, thus yielding a PPV of 100%. More than half of the patients undergoing cfDNA aneuploidy screening also opted for SCA testing, but they were less likely to do so in the presence of an increased risk of trisomy. SCAs involving the X chromosome had a lower PPV than those involving the Y chromosome. © 2017 S. Karger AG, Basel.
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Drezner, Jonathan A; Courson, Ron W; Roberts, William O; Mosesso, Vincent N; Link, Mark S; Maron, Barry J
2007-03-01
To assist high school and college athletic programs prepare for and respond to sudden cardiac arrest (SCA). This consensus statement summarizes our current understanding of SCA in young athletes, defines the necessary elements for emergency preparedness, and establishes uniform treatment protocols for the management of SCA. SCA is the leading cause of death in young athletes. The increasing presence of and timely access to automated external defibrillators (AEDs) at sporting events provides a means of early defibrillation and the potential for effective secondary prevention of sudden cardiac death. An Inter-Association Task Force was sponsored by the National Athletic Trainers' Association to develop consensus recommendations on emergency preparedness and management of SCA in athletes. Comprehensive emergency planning is needed for high school and college athletic programs to ensure an efficient and structured response to SCA. Essential elements of an emergency action plan include establishing an effective communication system, training of anticipated responders in cardiopulmonary resuscitation and AED use, access to an AED for early defibrillation, acquisition of necessary emergency equipment, coordination and integration of onsite responder and AED programs with the local emergency medical services system, and practice and review of the response plan. Prompt recognition of SCA, early activation of the emergency medical services system, the presence of a trained rescuer to initiate cardiopulmonary resuscitation, and access to early defibrillation are critical in the management of SCA. In any collapsed and unresponsive athlete, SCA should be suspected and an AED applied as soon as possible for rhythm analysis and defibrillation if indicated.
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Progression of Dysphagia in Spinocerebellar Ataxia Type 6.
Isono, Chiharu; Hirano, Makito; Sakamoto, Hikaru; Ueno, Shuichi; Kusunoki, Susumu; Nakamura, Yusaku
2017-06-01
Spinocerebellar ataxia type 6 (SCA6), an autosomal dominant triplet repeat disease, predominantly affects the cerebellum with a late onset and generally good prognosis. Dysphagia is commonly associated with the outcomes of neurodegenerative diseases such as SCA6. Although the characteristics of dysphagia have been rarely reported in SCA6, our previous study indicated that dysphagia is generally milder in SCA6 than in SCA3, another inherited ataxia with multisystem involvement. However, abnormalities in the pharyngeal phase in SCA6 were indistinguishable from those in SCA3, with no explainable reason. To determine the reason, we repeatedly performed videofluoroscopic examinations (VF) in 14 patients with SCA6. The results showed that the gross progression of dysphagia was apparently slow, but four patients had progressive dysphagia at an early disease stage; dysphagia began within 10 years from the onset of ataxia and rapidly progressed. A common clinical feature of the four patients was a significantly older age at the onset of ataxia (74.0 vs. 60.3 years), associated with significantly shorter triplet repeats. This finding surprisingly indicated that patients who had shorter repeats and thereby later onset and potentially better prognoses were at risk for dysphagia-associated problems. Ischemic changes, homozygous mutation, and diabetes mellitus as well as aging might have contributed to the observed progressive dysphagia. We found that conventionally monitored somatosensory evoked potentials at least partly reflected progressive dysphagia. Despite the small study group, our findings suggest that clinicians should carefully monitor dysphagia in patients with SCA6 who are older at disease onset (>60 years).
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Ljungberg, Lovisa; Cormier, Alexander; Quilez, Sabrina
2015-01-01
Abstract Spinocerebellar ataxia type 6 (SCA6) is an autosomal-dominant cerebellar ataxia that has been associated with loss of cerebellar Purkinje cells. Disease onset is typically at midlife, although it can vary widely from late teens to old age in SCA6 patients. Our study focused on an SCA6 knock-in mouse model with a hyper-expanded (84X) CAG repeat expansion that displays midlife-onset motor deficits at ∼7 months old, reminiscent of midlife-onset symptoms in SCA6 patients, although a detailed phenotypic analysis of these mice has not yet been reported. Here, we characterize the onset of motor deficits in SCA684Q mice using a battery of behavioral assays to test for impairments in motor coordination, balance, and gait. We found that these mice performed normally on these assays up to and including at 6 months, but motor impairment was detected at 7 months with all motor coordination assays used, suggesting that motor deficits emerge rapidly during a narrow age window in SCA684Q mice. In contrast to what is seen in SCA6 patients, the decrease in motor coordination was observed without alterations in gait. No loss of cerebellar Purkinje cells or striatal neurons were observed at 7 months, the age at which motor deficits were first detected, but significant Purkinje cell loss was observed in 2-year-old SCA684Q mice, arguing that Purkinje cell death does not significantly contribute to the early stages of SCA6. PMID:26730403
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The 3-Second Rule in Hereditary Pure Cerebellar Ataxia: A Synchronized Tapping Study
Matsuda, Shunichi; Matsumoto, Hideyuki; Furubayashi, Toshiaki; Hanajima, Ritsuko; Tsuji, Shoji; Ugawa, Yoshikazu; Terao, Yasuo
2015-01-01
The ‘3-second rule’ has been proposed based on miscellaneous observations that a time period of around 3 seconds constitutes the fundamental unit of time related to the neuro-cognitive machinery in normal humans. The aim of paper was to investigate the temporal processing in patients with spinocerebellar ataxia type 6 (SCA6) and SCA31, pure cerebellar types of spinocerebellar degeneration, using a synchronized tapping task. Seventeen SCA patients (11 SCA6, 6 SCA31) and 17 normal age-matched volunteers participated. The task required subjects to tap a keyboard in synchrony with sequences of auditory stimuli presented at fixed interstimulus intervals (ISIs) between 200 and 4800 ms. In this task, the subjects required non-motor components to estimate the time of forthcoming tone in addition to motor components to tap. Normal subjects synchronized their taps to the presented tones at shorter ISIs, whereas as the ISI became longer, the normal subjects displayed greater latency between the tone and the tapping (transition zone). After the transition zone, normal subjects pressed the button delayed relative to the tone. On the other hand, SCA patients could not synchronize their tapping with the tone even at shorter ISIs, although they pressed the button delayed relative to the tone earlier than normal subjects did. The earliest time of delayed tapping appearance after the transition zone was 4800 ms in normal subjects but 1800 ms in SCA patients. The span of temporal integration in SCA patients is shortened compared to that in normal subjects. This could represent non-motor cerebellar dysfunction in SCA patients. PMID:25706752
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Cognitive functioning in children from Nigeria with sickle cell anemia.
Oluwole, Olubusola B; Noll, Robert B; Winger, Daniel G; Akinyanju, Olu; Novelli, Enrico M
2016-11-01
Cognitive impairment is a major neurological complication of sickle cell anemia (SCA) in the United States, but there are limited studies of cognitive impairment in Nigeria, the country with the highest SCA burden. We hypothesized that children from Nigeria with SCA have worse cognitive functioning than comparison children and explored the association between lower cognitive functioning and key laboratory demographic and socioeconomic variables among children with SCA. We conducted a cross-sectional survey, supplemented by anthropomorphic and laboratory data, among a convenience sample of children from Nigeria with and without SCA. We administered the Wechsler Intelligence Scale for Children, Version IV. Our primary outcome measures included (1) estimated IQ (Est. IQ), (2) working memory (WM), and (3) processing speed (PS). The sample included 56 children with SCA (mean age 9.20 [SD 2.75], 46.43% girls) and 44 comparison children (mean age 9.41 [SD 2.49], 40.91% girls). Children with SCA performed worse on Est. IQ (84.58 vs. 96.10, P = 0.006) and PS (86.69 vs 96.91, P = 0.009) than comparison children. There was no significant difference in WM between both groups. Factors associated with lower Est. IQ and PS among children with SCA included age, maternal education, weight-for-age Z scores, and height-for age Z scores. In this small sample of children from Nigeria, we found worse cognitive functioning in children with SCA than in comparison children, and that sociodemographic and anthropomorphic factors were correlated with cognitive functioning. © 2016 Wiley Periodicals, Inc.
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Piloting considerations for terminal area operations of civil tiltwing and tiltrotor aircraft
NASA Technical Reports Server (NTRS)
Hindson, William S.; Hardy, Gordon H.; Tucker, George E.; Decker, William A.
1993-01-01
The existing body of research to investigate airworthiness, performance, handling, and operational requirements for STOL and V/STOL aircraft was reviewed for its applicability to the tiltrotor and tiltwing design concepts. The objective of this study was to help determine the needs for developing civil certification criteria for these aircraft concepts. Piloting tasks that were considered included configuration and thrust vector management, glidepath control, deceleration to hover, and engine failure procedures. Flight control and cockpit display systems that have been found necessary to exploit the low-speed operating characteristics of these aircraft are described, and beneficial future developments are proposed.
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A Risk Management Architecture for Emergency Integrated Aircraft Control
NASA Technical Reports Server (NTRS)
McGlynn, Gregory E.; Litt, Jonathan S.; Lemon, Kimberly A.; Csank, Jeffrey T.
2011-01-01
Enhanced engine operation--operation that is beyond normal limits--has the potential to improve the adaptability and safety of aircraft in emergency situations. Intelligent use of enhanced engine operation to improve the handling qualities of the aircraft requires sophisticated risk estimation techniques and a risk management system that spans the flight and propulsion controllers. In this paper, an architecture that weighs the risks of the emergency and of possible engine performance enhancements to reduce overall risk to the aircraft is described. Two examples of emergency situations are presented to demonstrate the interaction between the flight and propulsion controllers to facilitate the enhanced operation.
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Wang, Xiaohong; Hu, Qingsong; Nakamura, Yasuhiro; Lee, Joseph; Zhang, Ge; From, Arthur H L; Zhang, Jianyi
2006-07-01
Cardiac stem cell-like populations exist in adult hearts, and their roles in cardiac repair remain to be defined. Sca-1 is an important surface marker for cardiac and other somatic stem cells. We hypothesized that heart-derived Sca-1(+)/CD31(-) cells may play a role in myocardial infarction-induced cardiac repair/remodeling. Mouse heart-derived Sca-1(+)/CD31(-) cells cultured in vitro could be induced to express both endothelial cell and cardiomyocyte markers. Immunofluorescence staining and fluorescence-activated cell sorting analysis indicated that endogenous Sca-1(+)/CD31(-) cells were significantly increased in the mouse heart 7 days after myocardial infarction (MI). Western blotting confirmed elevated Sca-1 protein expression in myocardium 7 days after MI. Transplantation of Sca-1(+)/CD31(-) cells into the acutely infarcted mouse heart attenuated the functional decline and adverse structural remodeling initiated by MI as evidenced by an increased left ventricular (LV) ejection fraction, a decreased LV end-diastolic dimension, a decreased LV end-systolic dimension, a significant increase of myocardial neovascularization, and modest cardiomyocyte regeneration. Attenuation of LV remodeling was accompanied by remarkably improved myocardial bioenergetic characteristics. The beneficial effects of cell transplantation appear to primarily depend on paracrine effects of the transplanted cells on new vessel formation and native cardiomyocyte function. Sca-1(+)/CD31(-) cells may hold therapeutic possibilities with regard to the treatment of ischemic heart disease.
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Balandya, Emmanuel; Reynolds, Teri; Obaro, Stephen; Makani, Julie
2016-01-01
Individuals with sickle cell anemia (SCA) have increased susceptibility to infections, secondary to impairment of immune function. Besides the described dysfunction in innate immunity, including impaired opsonization and phagocytosis of bacteria, evidence of dysfunction of T and B lymphocytes in SCA has also been reported. This includes reduction in the proportion of circulating CD4+ and CD8+ T cells, reduction of CD4+ helper : CD8+ suppressor T cell ratio, aberrant activation and dysfunction of regulatory T cells (Treg), skewing of CD4+ T cells towards Th2 response and loss of IgM-secreting CD27+IgMhighIgDlow memory B cells. These changes occur on the background of immune activation characterized by predominance of memory CD4+ T cell phenotypes, increased Th17 signaling and elevated levels of C-reactive protein and pro-inflammatory cytokines IL-6 and TNF-α, which may affect the immunogenicity and protective efficacy of vaccines available to prevent infections in SCA. Thus, in order to optimize the use of vaccines in SCA, a thorough understanding of T and B lymphocyte functions and vaccine reactivity among individuals with SCA is needed. Studies should be encouraged of different SCA populations, including sub-Saharan Africa where the burden of SCA is highest. This article summarizes our current understanding of lymphocyte biology in SCA, and highlights areas that warrant future research. PMID:27237467
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VIG, Parminder J.S.; LOPEZ, Maripar E.; WEI, Jinrong; D’SOUZA, David R.; SUBRAMONY, SH; HENEGAR, Jeffrey; FRATKIN, Jonathan D.
2007-01-01
Spinocerebellar ataxia-1 (SCA1) is caused by the expansion of a polyglutamine repeat within the disease protein, ataxin-1. The overexpression of mutant ataxin-1 in SCA1 transgenic mice results in the formation of cytoplasmic vacuoles in Purkinje neurons (PKN) of the cerebellum. PKN are closely associated with neighboring Bergmann glia. To elucidate the role of Bergmann glia in SCA1 pathogenesis, cerebellar tissue from 7 days to 6 wks old SCA1 transgenic and wildtype mice were used. We observed that Bergmann glial S100B protein is localized to the cytoplasmic vacuoles in SCA1 PKN. These S100B positive cytoplasmic vacuoles began appearing much before the onset of behavioral abnormalities, and were negative for other glial and PKN marker proteins. Electron micrographs revealed that vacuoles have a double membrane. In the vacuoles, S100B colocalized with receptors of advanced glycation end-products (RAGE), and S100B co-immunoprecipated with cerebellar RAGE. In SCA1 PKN cultures, exogenous S100B protein interacted with the PKN membranes and was internalized. These data suggest that glial S100B though extrinsic to PKN is sequestered into cytoplasmic vacuoles in SCA1 mice at early postnatal ages. Further, S100B may be binding to RAGE on Purkinje cell membranes before these membranes are internalized. PMID:18176630
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Improvement of the GRACE star camera data based on the revision of the combination method
NASA Astrophysics Data System (ADS)
Bandikova, Tamara; Flury, Jakob
2014-11-01
The new release of the sensor and instrument data (Level-1B release 02) of the Gravity Recovery and Climate Experiment (GRACE) had a substantial impact on the improvement of the overall accuracy of the gravity field models. This has implied that improvements on the sensor data level can still significantly contribute to arriving closer to the GRACE baseline accuracy. The recent analysis of the GRACE star camera data (SCA1B RL02) revealed their unexpectedly higher noise. As the star camera (SCA) data are essential for the processing of the K-band ranging data and the accelerometer data, thorough investigation of the data set was needed. We fully reexamined the SCA data processing from Level-1A to Level-1B with focus on the combination method of the data delivered by the two SCA heads. In the first step, we produced and compared our own combined attitude solution by applying two different combination methods on the SCA Level-1A data. The first method introduces the information about the anisotropic accuracy of the star camera measurement in terms of a weighing matrix. This method was applied in the official processing as well. The alternative method merges only the well determined SCA boresight directions. This method was implemented on the GRACE SCA data for the first time. Both methods were expected to provide optimal solution characteristic by the full accuracy about all three axes, which was confirmed. In the second step, we analyzed the differences between the official SCA1B RL02 data generated by the Jet Propulsion Laboratory (JPL) and our solution. SCA1B RL02 contains systematically higher noise of about a factor 3-4. The data analysis revealed that the reason is the incorrect implementation of algorithms in the JPL processing routines. After correct implementation of the combination method, significant improvement within the whole spectrum was achieved. Based on these results, the official reprocessing of the SCA data is suggested, as the SCA attitude data are one of the key observations needed for the gravity field recovery.
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Handling qualities of large flexible control-configured aircraft
NASA Technical Reports Server (NTRS)
Swaim, R. L.
1979-01-01
The approach to an analytical study of flexible airplane longitudinal handling qualities was to parametrically vary the natural frequencies of two symmetric elastic modes to induce mode interactions with the rigid body dynamics. Since the structure of the pilot model was unknown for such dynamic interactions, the optimal control pilot modeling method is being applied and used in conjunction with pilot rating method.
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Aortic Sca-1+ Progenitor Cells Arise from the Somitic Mesoderm Lineage in Mice.
Steinbach, Sarah K; Wang, Tao; Carruthers, Martha H; Li, Angela; Besla, Rickvinder; Johnston, Adam P; Robbins, Clinton S; Husain, Mansoor
2018-05-31
Sca-1 + progenitor cells in the adult mouse aorta are known to generate vascular smooth muscle cells (VSMCs), but their embryological origins and temporal abundance are not known. Using tamoxifen-inducible Myf5-Cre ER mice, we demonstrate that Sca-1 + adult aortic cells arise from the somitic mesoderm beginning at E8.5 and continue throughout somitogenesis. Myf5 lineage-derived Sca-1 + cells greatly expand in situ, starting at 4 weeks of age, and become a major source of aortic Sca-1 + cells by 6 weeks of age. Myf5-derived adult aortic cells are capable of forming multicellular sphere-like structures in vitro and express the pluripotency marker Sox2. Exposure to transforming growth factor-β3 induces these spheres to differentiate into calponin-expressing VSMCs. Pulse-chase experiments using tamoxifen-inducible Sox2-Cre ERT2 mice at 8 weeks of age demonstrate that ∼35% of all adult aortic Sca-1 + cells are derived from Sox2 + cells. The present study demonstrates that aortic Sca-1 + progenitor cells are derived from the somitic mesoderm formed at the earliest stages of somitogenesis and from Sox2-expressing progenitors in adult mice.
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Hematopoietic SCT for the Black African and non-Black African variants of sickle cell anemia.
Lucarelli, G; Isgrò, A; Sodani, P; Marziali, M; Gaziev, J; Paciaroni, K; Gallucci, C; Cardarelli, L; Ribersani, M; Alfieri, C; De Angelis, G; Armiento, D; Andreani, M; Testi, M; Amato, A; Akinyanju, O O; Wakama, T T
2014-11-01
Sickle cell anemia (SCA) remains associated with high risks of morbidity and early death. Allogeneic hematopoietic SCT (HSCT) is the only curative treatment for SCA. We report our experience with transplantation in a group of patients with the non-Black African variant and the Black African variant of SCA. This study included 40 consecutive SCA patients (13 patients with the non-Black African variant and 27 with the Black African variant) who underwent BM transplantation from HLA-identical sibling donors between June 2004 and May 2013, following a myeloablative-conditioning regimen. All patients obtained sustained engraftment. One patient (non-Black African variant) became a stable mixed chimera with 25% donor cells more than 6 years after transplantation. The probabilities of survival, SCA-free survival and TRM at 5 years after transplant were 91%, 91% and 9%, respectively. All surviving patients remained free of any SCA-related events after transplantation. Our results confirm that it is possible to offer a greater than 90% chance of cure to children with SCA. HSCT should be considered the standard of care for who have an HLA-identical donor, before complications result from the sickling of RBC.
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1975-08-01
defined for a noise event as: SELT - 10 log ALT i^dt L For purposes of aircraft noise evaluation, SELT is computed from tone-corrected A - levels sampled...In calculating values of PNLr PNLT, A - levels , EPNL, etc. T’ased on the Investigation summarized in Appendix C, we recommend that noise spectra be...handled In the following manner: a. Do not calculate or report PNL, PNLT, A - levels or other measures for spectra where less than 10 one- third
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General-Purpose Electronic System Tests Aircraft
NASA Technical Reports Server (NTRS)
Glover, Richard D.
1989-01-01
Versatile digital equipment supports research, development, and maintenance. Extended aircraft interrogation and display system is general-purpose assembly of digital electronic equipment on ground for testing of digital electronic systems on advanced aircraft. Many advanced features, including multiple 16-bit microprocessors, pipeline data-flow architecture, advanced operating system, and resident software-development tools. Basic collection of software includes program for handling many types of data and for displays in various formats. User easily extends basic software library. Hardware and software interfaces to subsystems provided by user designed for flexibility in configuration to meet user's requirements.
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Twentieth Annual Conference on Manual Control, Volume 1
NASA Technical Reports Server (NTRS)
Hart, S. G. (Compiler); Hartzell, E. J. (Compiler)
1984-01-01
The 48 papers presented were devoted to humanopeator modeling, application of models to simulation and operational environments, aircraft handling qualities, teleopertors, fault diagnosis, and biodynamics.
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Piel, Frédéric B.; Hay, Simon I.; Gupta, Sunetra; Weatherall, David J.; Williams, Thomas N.
2013-01-01
Background The global burden of sickle cell anaemia (SCA) is set to rise as a consequence of improved survival in high-prevalence low- and middle-income countries and population migration to higher-income countries. The host of quantitative evidence documenting these changes has not been assembled at the global level. The purpose of this study is to estimate trends in the future number of newborns with SCA and the number of lives that could be saved in under-five children with SCA by the implementation of different levels of health interventions. Methods and Findings First, we calculated projected numbers of newborns with SCA for each 5-y interval between 2010 and 2050 by combining estimates of national SCA frequencies with projected demographic data. We then accounted for under-five mortality (U5m) projections and tested different levels of excess mortality for children with SCA, reflecting the benefits of implementing specific health interventions for under-five patients in 2015, to assess the number of lives that could be saved with appropriate health care services. The estimated number of newborns with SCA globally will increase from 305,800 (confidence interval [CI]: 238,400–398,800) in 2010 to 404,200 (CI: 242,500–657,600) in 2050. It is likely that Nigeria (2010: 91,000 newborns with SCA [CI: 77,900–106,100]; 2050: 140,800 [CI: 95,500–200,600]) and the Democratic Republic of the Congo (2010: 39,700 [CI: 32,600–48,800]; 2050: 44,700 [CI: 27,100–70,500]) will remain the countries most in need of policies for the prevention and management of SCA. We predict a decrease in the annual number of newborns with SCA in India (2010: 44,400 [CI: 33,700–59,100]; 2050: 33,900 [CI: 15,900–64,700]). The implementation of basic health interventions (e.g., prenatal diagnosis, penicillin prophylaxis, and vaccination) for SCA in 2015, leading to significant reductions in excess mortality among under-five children with SCA, could, by 2050, prolong the lives of 5,302,900 [CI: 3,174,800–6,699,100] newborns with SCA. Similarly, large-scale universal screening could save the lives of up to 9,806,000 (CI: 6,745,800–14,232,700) newborns with SCA globally, 85% (CI: 81%–88%) of whom will be born in sub-Saharan Africa. The study findings are limited by the uncertainty in the estimates and the assumptions around mortality reductions associated with interventions. Conclusions Our quantitative approach confirms that the global burden of SCA is increasing, and highlights the need to develop specific national policies for appropriate public health planning, particularly in low- and middle-income countries. Further empirical collaborative epidemiological studies are vital to assess current and future health care needs, especially in Nigeria, the Democratic Republic of the Congo, and India. Please see later in the article for the Editors' Summary PMID:23874164
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NASA Astrophysics Data System (ADS)
Boughari, Yamina
New methodologies have been developed to optimize the integration, testing and certification of flight control systems, an expensive process in the aerospace industry. This thesis investigates the stability of the Cessna Citation X aircraft without control, and then optimizes two different flight controllers from design to validation. The aircraft's model was obtained from the data provided by the Research Aircraft Flight Simulator (RAFS) of the Cessna Citation business aircraft. To increase the stability and control of aircraft systems, optimizations of two different flight control designs were performed: 1) the Linear Quadratic Regulation and the Proportional Integral controllers were optimized using the Differential Evolution algorithm and the level 1 handling qualities as the objective function. The results were validated for the linear and nonlinear aircraft models, and some of the clearance criteria were investigated; and 2) the Hinfinity control method was applied on the stability and control augmentation systems. To minimize the time required for flight control design and its validation, an optimization of the controllers design was performed using the Differential Evolution (DE), and the Genetic algorithms (GA). The DE algorithm proved to be more efficient than the GA. New tools for visualization of the linear validation process were also developed to reduce the time required for the flight controller assessment. Matlab software was used to validate the different optimization algorithms' results. Research platforms of the aircraft's linear and nonlinear models were developed, and compared with the results of flight tests performed on the Research Aircraft Flight Simulator. Some of the clearance criteria of the optimized H-infinity flight controller were evaluated, including its linear stability, eigenvalues, and handling qualities criteria. Nonlinear simulations of the maneuvers criteria were also investigated during this research to assess the Cessna Citation X's flight controller clearance, and therefore, for its anticipated certification.
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Bedirian, Ricardo; Soares, Andrea Ribeiro; Maioli, Maria Christina; de Medeiros, Jussara Fonseca Fernandes; Lopes, Agnaldo José; Castier, Marcia Bueno
2018-04-01
Patients with sickle cell disease have increased left ventricular size, which is not usually accompanied by changes in systolic function indexes. We assessed echocardiographic abnormalities present in patients with sickle cell anemia (SCA) and compared echocardiographic parameters to other sickle cell diseases (OSCD). A blind cross-sectional study with 60 patients with SCA and 16 patients with OSCD who underwent transthoracic echocardiography was performed. Echocardiographic findings were: left atrial volume index 47.7 ±11.5 ml/m² in SCA group and 31.7 ±8.42 ml/m² in OSCD group ( p < 0.001); left ventricular diastolic diameter index 3.47 ±0.37 cm/m² in SCA group and 2.97 ±0.41 cm/m² in OSCD group ( p < 0.001); left ventricular systolic diameter index 2.12 ±0.31 cm/m² in SCA group and 1.86 ±0.28 cm/m² in OSCD group ( p < 0.001). There were no differences in the left ventricular ejection fraction: 68.2 ±6.69% in SCA group and 67.1 ±6.21% in OSCD group ( p = 0.527). The ratio between mitral E wave and mean mitral annulus e' wave velocities was higher in the SCA group (7.72 ±1.54 vs. 6.70 ±1.65; p = 0.047). Mitral A wave correlated significantly with hemoglobin levels ( r = -0.340; p = 0.032). There was an increase of left ventricular and left atrial sizes in patients with SCA, compared to patients with OSCD, without changes in systolic or diastolic function in both groups. This could be due to the hyperkinetic state due to the more severe anemia in the SCA subjects.
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Drezner, Jonathan A; Rao, Ashwin L; Heistand, Justin; Bloomingdale, Megan K; Harmon, Kimberly G
2009-08-11
US high schools are increasingly adopting automated external defibrillators (AEDs) for use in campus settings. We analyzed the effectiveness of emergency response planning for sudden cardiac arrest (SCA) in a large cohort of US high schools that had onsite AED programs. A cohort of US high schools with at least 1 onsite AED was identified from the National Registry for AED Use in Sports. A school representative completed a comprehensive survey on emergency planning and provided details of any SCA incident occurring within 6 months of survey completion. Surveys were completed between December 2006 and July 2007. In total, 1710 high schools with an onsite AED program were studied. Although 83% (1428 of 1710) of schools have an established emergency response plan for SCA, only 40% practice and review the plan at least annually with potential school responders. A case of SCA was reported by 36 of 1710 schools (2.1%). The 36 SCA victims included 14 high school student athletes (mean age, 16 years; range, 14 to 17 years) and 22 older nonstudents (mean age, 57 years; range, 42 to 71 years) such as employees and spectators. No cases were reported in student nonathletes. Of the 36 SCA cases, 35 (97%) were witnessed, 34 (94%) received bystander cardiopulmonary resuscitation, and 30 (83%) received an AED shock. Twenty-three SCA victims (64%) survived to hospital discharge, including 9 of the 14 student athletes and 14 of the 22 older nonstudents. School-based AED programs provide a high survival rate for both student athletes and older nonstudents who suffer SCA on school grounds. High schools are strongly encouraged to implement onsite AED programs as part of a comprehensive emergency response plan to SCA.
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NASA Technical Reports Server (NTRS)
Siamidis, John; Yuko, Jim
2014-01-01
The Space Communications and Navigation (SCaN) Program Office at NASA Headquarters oversees all of NASAs space communications activities. SCaN manages and directs the ground-based facilities and services provided by the Deep Space Network (DSN), Near Earth Network (NEN), and the Space Network (SN). Through the SCaN Program Office, NASA GRC developed a Software Defined Radio (SDR) testbed experiment (SCaN testbed experiment) for use on the International Space Station (ISS). It is comprised of three different SDR radios, the Jet Propulsion Laboratory (JPL) radio, Harris Corporation radio, and the General Dynamics Corporation radio. The SCaN testbed experiment provides an on-orbit, adaptable, SDR Space Telecommunications Radio System (STRS) - based facility to conduct a suite of experiments to advance the Software Defined Radio, Space Telecommunications Radio Systems (STRS) standards, reduce risk (Technology Readiness Level (TRL) advancement) for candidate Constellation future space flight hardware software, and demonstrate space communication links critical to future NASA exploration missions. The SCaN testbed project provides NASA, industry, other Government agencies, and academic partners the opportunity to develop and field communications, navigation, and networking technologies in the laboratory and space environment based on reconfigurable, software defined radio platforms and the STRS Architecture.The SCaN testbed is resident on the P3 Express Logistics Carrier (ELC) on the exterior truss of the International Space Station (ISS). The SCaN testbed payload launched on the Japanese Aerospace Exploration Agency (JAXA) H-II Transfer Vehicle (HTV) and was installed on the ISS P3 ELC located on the inboard RAM P3 site. The daily operations and testing are managed out of NASA GRC in the Telescience Support Center (TSC).
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Li, Yugang; Pan, Enshan; Wang, Yu; Zhu, Xiaoguang; Wei, Anyang
2015-01-01
Objectives: Mesenchymal stem cells (MSCs) represent a powerful tool in regenerative medicine because of their differentiation and migration capacities. We aimed to investigate the possibility of Flk-1+Sca-1- mesenchymal stem cells (Flk-1+Sca-1- MSCs) transplantation to repair erectile function in patients suffering from diabetes mellitus (DM)-associated erectile dysfunction (ED). Methods: In this study, we isolated Flk-1+Sca-1- MSCs from bone marrow (bMSCs). Then, newborn male rats were intraperitoneally injected with 5-ethynyl-2-deoxyuridine for the purpose of tracking endogenous Flk-1+Sca-1- MSCs. Eight weeks later, 8 of these rats were randomly chosen to serve as normal control (N group). The remaining rats were injected intraperitoneally with 60 mg/kg of streptozotocin (STZ) to induce DM. Eight of these rats were randomly chosen to serve as DM control (DM group) while another 8 rats were subject to Flk-1+Sca-1- MSCs treatment (DM+MSC group). All rats were evaluated for erectile function by intracavernous pressure (ICP) measurement. Afterward, their penile tissues were examined by histology. Results: Flk-1+Sca-1- MSCs could differentiate into skeletal muscle cells and endothelial cells in vivo and in vitro. Engrafted Flk-1+Sca-1- MSCs were shown to home to injured muscle, participate in myofibers repair and could partially reconstitute the sarcolemmal expression of myocardin and ameliorate the level of related specific pathological markers. Conclusion: Flk-1+Sca-1- MSCs could be used in the treatment erectile function in diabetes mellitus associated erectile dysfunction by promoting regeneration of nNOS-positive nerves, endothelium, and smooth muscle in the penis. PMID:26617697
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Uhm, Jae-Sun; Youn, Jong-Chan; Lee, Hye-Jeong; Park, Junbeom; Park, Jin-Kyu; Shim, Chi Young; Hong, Geu-Ru; Joung, Boyoung; Pak, Hui-Nam; Lee, Moon-Hyoung
2015-10-15
The present study was performed for elucidating the associations between the morphology of the papillary muscles (PMs) and sudden cardiac arrest (SCA). We retrospectively reviewed history, laboratory data, electrocardiography, echocardiography, coronary angiography, and cardiac CT/MRI for 190 patients with SCA. The prevalence of accessory PMs and PM hypertrophy in patients with SCA of unknown cause was compared with that in patients with SCA of known causes and 98 age- and sex-matched patients without SCA. An accessory PM was defined as a PM with origins separated from the anterolateral and posteromedial PMs, or a PM that branched into two or three bellies at the base of the anterolateral or posteromedial PM. PM hypertrophy was defined as at least one of the two PMs having a diameter of ≥1.1cm. In 49 patients (age 49.9±15.9years; 38 men) the cause of SCA was unknown, whereas 141 (age 54.2±16.6years; 121 men) had a known cause. The prevalence of accessory PMs was significantly higher in the unknown-cause group than in the known-cause group (24.5% and 7.8%, respectively; p=0.002) or the no-SCA group (7.1%, p=0.003). The same was true for PM hypertrophy (unknown-cause 12.2%, known-cause 2.1%, p=0.010; no SCA group 1.0%, p=0.006). By logistic regression, accessory PM and PM hypertrophy were independently associated with sudden cardiac arrest of unknown cause. An accessory PM and PM hypertrophy are associated with SCA of unknown cause. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.
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Sudden cardiac arrest during sports activity in middle age.
Marijon, Eloi; Uy-Evanado, Audrey; Reinier, Kyndaron; Teodorescu, Carmen; Narayanan, Kumar; Jouven, Xavier; Gunson, Karen; Jui, Jonathan; Chugh, Sumeet S
2015-04-21
Sports-associated sudden cardiac arrests (SCAs) occur mostly during middle age. We sought to determine the burden, characteristics, and outcomes of SCA during sports among middle-aged residents of a large US community. Patients with SCA who were 35 to 65 years of age were identified in a large, prospective, population-based study (2002-2013), with systematic and comprehensive assessment of their lifetime medical history. Of the 1247 SCA cases, 63 (5%) occurred during sports activities at a mean age of 51.1±8.8 years, yielding an incidence of 21.7 (95% confidence interval, 8.1-35.4) per 1 million per year. The incidence varied significantly by sex, with a higher incidence among men (relative risk, 18.68; 95% confidence interval, 2.50-139.56) for sports SCAs compared with all other SCAs (relative risk 2.58; 95% confidence interval, 2.12-3.13). Sports SCA was also more likely to be a witnessed event (87% versus 53%; P<0.001) with cardiopulmonary resuscitation (44% versus 25%; P=0.001) and ventricular fibrillation (84% versus 51%; P<0.0001). Survival to hospital discharge was higher for sports-associated SCA (23.2% versus 13.6%; P=0.04). Sports SCA cases presented with known preexisting cardiac disease in 16% and ≥1 cardiovascular risk factors in 56%, and overall, 36% of cases had typical cardiovascular symptoms during the week preceding the SCA. Sports-associated SCA in middle age represents a relatively small proportion of the overall SCA burden, reinforcing the idea of the high-benefit, low-risk nature of sports activity. Especially in light of current population aging trends, our findings emphasize that targeted education could maximize both safety and acceptance of sports activity in the older athlete. © 2015 American Heart Association, Inc.
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Gaya, A R; Silva, P; Martins, C; Gaya, A; Ribeiro, J C; Mota, J
2011-05-01
A better understanding of the different domains and characteristics of children's and adolescent's physical activity (PA) could be a strategy to clarify the association of this behaviour with the early development of cardiovascular risk factors. To examine the relationship between leisure time physical activity (LTPA) and sports competition activities (SCA) with high blood pressure (HBP) levels in a sample of children and adolescents from Porto, Portugal. This is a cross-sectional study, which comprised 503 boys and 572 girls, aged 8-17 years old. LTPA and SCA were assed by self-reported. Students were assigned as active and non-active in SCA or LTPA according to their self-reported participation. Participants were classified as HBP when they are above of the last quartile for systolic and/or diastolic BP adjusted for gender and age. Do not be engaged in LTPA (OR: 1.47; 95% CI: 1.12; 1.93) and SCA (OR: 1.36; 95% CI: 1.02; 1.81) was significantly associated with the likelihood of being HBP. However, when cardiorespiratory fitness (CRF) (OR: 1.23; 95% CI: 0.91; 1.67) and body mass index (BMI) (OR: 1.31; 95% CI: 0.98; 1.75) were included on SCA model, the association between SCA with HBP did not showed significant results. Children and adolescents who are not engaged in SCA or LTPA are more likely to be classified as having HBP; however, the relationship between SCA and HBP was dependent of CRF and BMI. Further, PA strategies should take these differences on the relationship between HBP, SCA and LTPA. © 2011 Blackwell Publishing Ltd.
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Park, Chi-Yeon; Choi, Seung-Cheol; Kim, Jong-Ho; Choi, Ji-Hyun; Joo, Hyung Joon; Hong, Soon Jun; Lim, Do-Sun
2016-01-01
Cardiac stem cells (CSCs) were known to secrete diverse paracrine factors leading to functional improvement and beneficial left ventricular remodeling via activation of the endogenous pro-survival signaling pathway. However, little is known about the paracrine factors secreted by CSCs and their roles in cardiomyocyte survival during hypoxic condition mimicking the post-myocardial infarction environment. We established Sca-1+/CD31− human telomerase reverse transcriptase-immortalized CSCs (Sca-1+/CD31− CSCshTERT), evaluated their stem cell properties, and paracrine potential in cardiomyocyte survival during hypoxia-induced injury. Sca-1+/CD31− CSCshTERT sustained proliferation ability even after long-term culture exceeding 100 population doublings, and represented multi-differentiation potential into cardiomyogenic, endothelial, adipogenic, and osteogenic lineages. Dominant factors secreted from Sca-1+/CD31− CSCshTERT were EGF, TGF-β1, IGF-1, IGF-2, MCP-1, HGF R, and IL-6. Among these, MCP-1 was the most predominant factor in Sca-1+/CD31− CSCshTERT conditioned medium (CM). Sca-1+/CD31− CSCshTERT CM increased survival and reduced apoptosis of HL-1 cardiomyocytes during hypoxic injury. MCP-1 silencing in Sca-1+/CD31− CSCshTERT CM resulted in a significant reduction in cardiomyocyte apoptosis. We demonstrated that Sca-1+/CD31− CSCshTERT exhibited long-term proliferation capacity and multi-differentiation potential. Sca-1+/CD31− CSCshTERT CM protected cardiomyocytes from hypoxic injury partly via MCP-1-dependent mechanism. Thus, they are valuable sources for in vitro and in vivo studies in the cardiovascular field. PMID:27231894
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Neuropathological and molecular studies of spinocerebellar ataxia type 6 (SCA6).
Sasaki, H; Kojima, H; Yabe, I; Tashiro, K; Hamada, T; Sawa, H; Hiraga, H; Nagashima, K
1998-02-01
SCA6 is an autosomal dominant spinocerebellar ataxia (SCA) caused by a small CAG repeat expansion of the gene encoding an alpha-1A-voltage-dependent Ca channel gene subunit on chromosome 19p13. A Japanese woman with SCA6, with a 7-year history of progressive pure cerebellar ataxia, died of malignant lymphoma. Systematic neuropathological examination showed that neuronal degeneration was confined to the cerebellar Purkinje cells and, to a lesser degree, the granular cells, without any involvement of other central nervous system structures. Such pathological selectivity correlates with the localized expression of the responsible gene, and coincides with the neurological manifestation. These findings might contribute to establishing the phenotype of the SCA6 via comparison with other dominant ataxias.
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Criteria for Handling Qualities of Military Aircraft.
1982-06-01
loop precognitive manner. The pilot is able to apply discrete, step-like inputs which more or less exactly produce the desired aircraft response. Some...While closed loop operation depends upon the frequency domain response characteristics, successful precognitive control requires the time domain...represents the other extreme of the pilot task from the precognitive time response situation. Mich work was done in attempting to predict pilot opinion from
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Securing the Northern Maritime Border Through Maritime Domain Awareness
2010-09-01
is handled through 1) aircraft overflights (Coast Guard and Coast Guard Auxiliary aircraft, U.S. Air Force, Customs and Border Patrol, Canadian...caliber machine gun, or like automatic weapons. Bruce Levy, Director, U.S. Transboundary Division conveyed to Nancy Mason, Director, Office of...1 NORAD, the North American Aerospace Defense Command, is a binational military command focused on the air defense of North America and located
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Development of NASA's Sample Cartridge Assembly: Design, Thermal Analysis, and Testing
NASA Technical Reports Server (NTRS)
O'Connor, Brian; Hernandez, Deborah; Duffy, James
2015-01-01
NASA's Sample Cartridge Assembly (SCA) project is responsible for designing and validating a payload that contains a materials research sample in a sealed environment. The SCA will be heated in the European Space Agency's (ESA) Low Gradient Furnace (LGF) that is housed inside the Material Science Research Rack (MSRR) located in the International Space Station (ISS). Sintered metals and crystal growth experiments in microgravity are examples of some of the types of materials research that may be performed with a SCA. The project's approach has been to use thermal models to guide the SCA through several design iterations. Various layouts of the SCA components were explored to meet the science and engineering requirements, and testing has been done to help prove the design. This paper will give an overview of the SCA design. It will show how thermal analysis is used to support the project. Also some testing that has been completed will also be discussed, including changes that were made to the thermal profile used during brazing.
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The isolation and in vitro expansion of hepatic Sca-1 progenitor cells
DOE Office of Scientific and Technical Information (OSTI.GOV)
Clayton, Elizabeth, E-mail: Elizabeth.Clayton@ed.ac.uk; Forbes, Stuart J.
2009-04-17
The intra-hepatic population of liver progenitor cells expands during liver injury when hepatocyte proliferation is inhibited. These cells can be purified by density gradient centrifugation and cultured. Separated by size only this population contains small cells of hematopoietic, epithelial and endothelial lineages and is thought to contain liver stem cells. The identity of liver stem cells remains unknown although there is some evidence that tissue Sca1{sup +} CD45{sup -} cells display progenitor cell characteristics. We identified both intra-hepatic and gall bladder Sca1{sup +} cells following liver injury and expanded ex vivo Sca1 cells as part of heterogenous cell culture ormore » as a purified population. We found significant difference between the proliferation of Sca-1 cells when plated on laminin or collagen I while proliferation of heterogenous population was not affected by the extracellular matrix indicating the necessity for culture of Sca1{sup +} cells with laminin matrix or laminin producing cells in long term liver progenitor cell cultures.« less
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SCA security verification on wireless sensor network node
NASA Astrophysics Data System (ADS)
He, Wei; Pizarro, Carlos; de la Torre, Eduardo; Portilla, Jorge; Riesgo, Teresa
2011-05-01
Side Channel Attack (SCA) differs from traditional mathematic attacks. It gets around of the exhaustive mathematic calculation and precisely pin to certain points in the cryptographic algorithm to reveal confidential information from the running crypto-devices. Since the introduction of SCA by Paul Kocher et al [1], it has been considered to be one of the most critical threats to the resource restricted but security demanding applications, such as wireless sensor networks. In this paper, we focus our work on the SCA-concerned security verification on WSN (wireless sensor network). A detailed setup of the platform and an analysis of the results of DPA (power attack) and EMA (electromagnetic attack) is presented. The setup follows the way of low-cost setup to make effective SCAs. Meanwhile, surveying the weaknesses of WSNs in resisting SCA attacks, especially for the EM attack. Finally, SCA-Prevention suggestions based on Differential Security Strategy for the FPGA hardware implementation in WSN will be given, helping to get an improved compromise between security and cost.
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Sheltering the self from the storm: self-construal abstractness and the stability of self-esteem.
Updegraff, John A; Emanuel, Amber S; Suh, Eunkook M; Gallagher, Kristel M
2010-01-01
Self-construal abstractness (SCA) refers to the degree to which people construe important bases of self-esteem in a broad, flexible, and abstract rather than a concrete and specific manner. This article hypothesized that SCA would be a unique predictor of self-esteem stability, capturing the degree to which people's most important bases of self-worth are resistant to disconfirmation. Two studies using a daily diary methodology examined relationships between SCA, daily self-esteem, and daily emotions and/or events. In Study 1, individual differences in SCA emerged as the most consistent and unique predictor of self-esteem stability. Furthermore, SCA contributed to self-esteem stability by buffering the influence of daily negative emotions on self-esteem. Study 2 manipulated SCA via a daily self-construal task and found an abstract versus concrete self-focus to buffer the influence of daily negative events on self-esteem. Implications of these findings for the study of the self and well-being are discussed.
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Fjermestad, Krister W; Stokke, Simen
2018-01-01
More knowledge is needed about men with sex chromosome aneuploidies (SCA). We present self-reported data from 53 men with SCA (M age = 36.8 years, SD = 12.3, range 19-67). The Health Survey-Short Form (SF-36) measured eight health domains (physical functioning, role-physical, role-emotional, vitality, emotional health, social functioning, pain, general health). The Pittsburgh Sleep Quality Index measured sleep problems. The Personal Wellbeing Index measured satisfaction with eight life domains. Compared to norms, SCA reported poorer health (mean d = -0.80) and more sleep problems (mean d = -0.85). Differences between SCA and norms on personal well-being were small, except lower health satisfaction in SCA (d = -1.06). Seven of eight regression models predicting the SF-36 domains from life satisfaction and sleep problems were significant (explained variance 12.2% to 46.2%), except physical functioning (ns). Clinical assessment/intervention for a broad range of health and sleep problems is indicated for men with SCA.
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Spinocerebellar ataxia type 6 in eastern India: Some new observations.
Bhattacharyya, Kalyan B; Pulai, Debabrata; Guin, Deb Shankar; Ganguly, Goutam; Joardar, Anindita; Roy, Sarnava; Rai, Saurabh; Biswas, Atanu; Pandit, Alok; Roy, Arijit; Senapati, Asit Kumar
2016-01-01
Spinocerebellar ataxias (SCAs) are hereditary, autosomal dominant progressive neurodegenerative disorders showing clinical and genetic heterogeneity. They are usually manifested clinically in the third to fifth decade of life although there is a wide variability in the age of onset. More than 36 different types of SCAs have been reported so far and about half of them are caused by pathological expansion of the trinucleotide, Cytosine Alanine Guanine (CAG) repeat. The global prevalence of SCA is 0.3-2 per 100,000 population, SCA3 being the commonest variety worldwide, accounting for 20-50 per cent of all cases, though SCA 2 is generally considered as the commonest one in India. However, SCA6 has not been addressed adequately from India though it is common in the eastern Asian countries like, Japan, Korea and Thailand. The present study was undertaken to identify the prevalence of SCA6 in the city of Kolkata and the eastern part of India. 83 consecutive patients were recruited for the study of possible SCAs and their clinical features and genotype were investigated. 6 of the 83 subjects turned out positive for SCA6, constituting therefore, 13.33% of the patient pool. SCA6 is prevalent in the eastern part of India, though not as frequent as the other common varieties. Further community based studies are required in order to understand the magnitude of SCA6 in the eastern part, as well as in other regions of India.
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Pulmonary hypertension among 5 to 18 year old children with sickle cell anaemia in Nigeria.
Sokunbi, Ogochukwu J; Ekure, Ekanem N; Temiye, Edamisan O; Anyanwu, Roosevelt; Okoromah, Christy A N
2017-01-01
Pulmonary hypertension (PHT) is a significant cause of mortality in patients with sickle cell disease (SCD). Few studies on PHT in SCD have been carried out in children. This study aimed to estimate the prevalence of PHT in children with sickle cell anaemia (SCA) and determine its clinical and laboratory correlates. In this cross sectional study, evaluation involved obtaining bio-data, history and physical examination findings in 175 SCA subjects with haemoglobin genotype SS aged 5 to 18 years and 175 age and sex matched controls with haemoglobin genotype AA. PHT was determined using peak Tricuspid Regurgitant Velocity (TRV) obtained from echocardiography as a marker. Complete blood count (CBC), lactate dehydrogenase (LDH) assay, reticulocyte count, foetal haemoglobin (HbF) estimation as well as Human Immunodeficiency Virus (HIV) I and II, Hepatitis B Virus (HBV) and Hepatitis C Virus (HCV) screening were done for patients with SCA. The mean peak TRV of subjects with SCA and controls was 2.2 ± 0.4 m/s and 1.9 ± 0.3 m/s respectively and prevalence of PHT among children with SCA and controls was 22.9% and 2.3% respectively. PHT in SCA correlated negatively with body mass index, haematocrit and haemoglobin. This study affirms that PHT prevalence is high in children with SCA in Nigeria. Cardiovascular examination for signs of PHT is recommended for children with SCA and if required, further echocardiographic assessment from as early as five years.
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Grau, Marijke; Mozar, Anaïs; Charlot, Keyne; Lamarre, Yann; Weyel, Linda; Suhr, Frank; Collins, Bianca; Jumet, Stéphane; Hardy-Dessources, Marie-Dominique; Romana, Marc; Lemonne, Nathalie; Etienne-Julan, Maryse; Antoine-Jonville, Sophie; Bloch, Wilhelm; Connes, Philippe
2015-03-01
Human red blood cells (RBC) express an active and functional endothelial-like nitric oxide (NO) synthase (RBC-NOS). We report studies on RBC-NOS activity in sickle cell anaemia (SCA), a genetic disease characterized by decreased RBC deformability and vascular dysfunction. Total RBC-NOS content was not significantly different in SCA patients compared to healthy controls; however, using phosphorylated RBC-NOS-Ser(1177) as a marker, RBC-NOS activation was higher in SCA patients as a consequence of the greater activation of Akt (phosphorylated Akt-Ser(473) ). The higher RBC-NOS activation in SCA led to higher levels of S-nitrosylated α- and β-spectrins, and greater RBC nitrite and nitrotyrosine levels compared to healthy controls. Plasma nitrite content was not different between the two groups. Laser Doppler flowmetric experiments demonstrated blunted microcirculatory NO-dependent response under hyperthermia in SCA patients. RBC deformability, measured by ektacytometry, was reduced in SCA in contrast to healthy individuals, and pre-shearing RBC in vitro did not improve deformability despite an increase of RBC-NOS activation. RBC-NOS activation is high in freshly drawn blood from SCA patients, resulting in high amounts of NO produced by RBC. However, this does not result in improved RBC deformability and vascular function: higher RBC-NO is not sufficient to counterbalance the enhanced oxidative stress in SCA. © 2014 John Wiley & Sons Ltd.
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Review of evolving trends in blended wing body aircraft design
NASA Astrophysics Data System (ADS)
Okonkwo, Paul; Smith, Howard
2016-04-01
The desire to produce environmentally friendly aircraft that is aerodynamically efficient and capable of conveying large number of passengers over long ranges at reduced direct operating cost led aircraft designers to develop the Blended Wing Body (BWB) aircraft concept. The BWB aircraft represents a paradigm shift in the design of aircraft. The design provides aerodynamics and environmental benefits and is suitable for the integration of advanced systems and concepts like laminar flow technology, jet flaps and distributed propulsion. However, despite these benefits, the BWB is yet to be developed for commercial air transport due to several challenges. This paper reviews emerging trends in BWB aircraft design highlighting design challenges that have hindered the development of a BWB passenger transport aircraft. The study finds that in order to harness the advantages and reduce the deficiencies of a tightly coupled configuration like the BWB, a multidisciplinary design synthesis optimisation should be conducted with good handling and ride quality as objective functions within acceptable direct operating cost and noise bounds.
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Study of dynamics of X-14B VTOL aircraft
NASA Technical Reports Server (NTRS)
Loscutoff, W. V.; Mitchiner, J. L.; Roesener, R. A.; Seevers, J. A.
1973-01-01
Research was initiated to investigate certain facets of modern control theory and their integration with a digital computer to provide a tractable flight control system for a VTOL aircraft. Since the hover mode is the most demanding phase in the operation of a VTOL aircraft, the research efforts were concentrated in this mode of aircraft operation. Research work on three different aspects of the operation of the X-14B VTOL aircraft is discussed. A general theory for optimal, prespecified, closed-loop control is developed. The ultimate goal was optimal decoupling of the modes of the VTOL aircraft to simplify the pilot's task of handling the aircraft. Modern control theory is used to design deterministic state estimators which provide state variables not measured directly, but which are needed for state variable feedback control. The effect of atmospheric turbulence on the X-14B is investigated. A maximum magnitude gust envelope within which the aircraft could operate stably with the available control power is determined.
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How Surface Treatments Enhance Ground Handling
NASA Technical Reports Server (NTRS)
Yager, Thomas J.
2002-01-01
Several runway surface treatments developed in recent years are described in terms of how aircraft tire landing and takeoff friction requirements are met, particularly during adverse weather conditions. Changing the surface texture with grooving, grinding and shot peening, use of chemicals to remove or prevent accumulation of natural or man-made contaminants, and the use of new techniques and materials are discussed as means of improving surface friction performance. Test data are presented to illustrate the effects of runway conditions on aircraft ground performance. The severity of the problem of operating on runway surfaces which cannot provide sufficient aircraft tire friction capability is also illustrated from documented aircraft accident/incident reports. The paper concludes with recommendations for future pavement research activities.
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The use of hydrogen for aircraft propulsion in view of the fuel crisis.
NASA Technical Reports Server (NTRS)
Weiss, S.
1973-01-01
In view of projected decreases in available petroleum fuels, interest has been generated in exploiting the potential of liquid hydrogen (LH2) as an aircraft fuel. Cost studies of LH2 production show it to be more expensive than presently used fuels. Regardless of cost considerations, LH2 is viewed as an attractive aircraft fuel because of the potential performance benefits it offers. Accompanying these benefits, however, are many new problems associated with aircraft design and operations; for example, problems related to fuel system design and the handling of LH2 during ground servicing. Some of the factors influencing LH2 fuel tank design, pumping, heat exchange, and flow regulation are discussed.
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Handling Qualities Flight Testing of the Stratospheric Observatory for Infrared Astronomy (SOFIA)
NASA Technical Reports Server (NTRS)
Glaser, Scott T.; Strovers, Brian K.
2011-01-01
Airborne infrared astronomy has a long successful history, albeit relatively unknown outside of the astronomy community. A major problem with ground based infrared astronomy is the absorption and scatter of infrared energy by water in the atmosphere. Observing the universe from above 40,000 ft puts the observation platform above 99% of the water vapor in the atmosphere, thereby addressing this problem at a fraction of the cost of space based systems. The Stratospheric Observatory For Infrared Astronomy (SOFIA) aircraft is the most ambitious foray into the field of airborne infrared astronomy in history. Using a 747SP (The Boeing Company, Chicago, Illinois) aircraft modified with a 2.5m telescope located in the aft section of the fuselage, the SOFIA endeavors to provide views of the universe never before possible and at a fraction of the cost of space based systems. The modification to the airplane includes moveable doors and aperture that expose the telescope assembly. The telescope assembly is aimed and stabilized using a multitude of on board systems. This modification has the potential to cause aerodynamic anomalies that could induce undesired forces either at the cavity itself or indirectly due to interference with the empennage, both of which could cause handling qualities issues. As a result, an extensive analysis and flight test program was conducted from December 2009 through March 2011. Several methods, including a Lower Order Equivalent Systems analysis and pilot assessment, were used to ascertain the effects of the modification. The SOFIA modification was found to cause no adverse handling qualities effects and the aircraft was cleared for operational use. This paper discusses the history and modification to the aircraft, development of test procedures and analysis, results of testing and analysis, lessons learned for future projects and justification for operational certification.
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Alignment method for solar collector arrays
Driver, Jr., Richard B
2012-10-23
The present invention is directed to an improved method for establishing camera fixture location for aligning mirrors on a solar collector array (SCA) comprising multiple mirror modules. The method aligns the mirrors on a module by comparing the location of the receiver image in photographs with the predicted theoretical receiver image location. To accurately align an entire SCA, a common reference is used for all of the individual module images within the SCA. The improved method can use relative pixel location information in digital photographs along with alignment fixture inclinometer data to calculate relative locations of the fixture between modules. The absolute locations are determined by minimizing alignment asymmetry for the SCA. The method inherently aligns all of the mirrors in an SCA to the receiver, even with receiver position and module-to-module alignment errors.
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The Error Structure of the SMAP Single and Dual Channel Soil Moisture Retrievals
NASA Astrophysics Data System (ADS)
Dong, Jianzhi; Crow, Wade T.; Bindlish, Rajat
2018-01-01
Knowledge of the temporal error structure for remotely sensed surface soil moisture retrievals can improve our ability to exploit them for hydrologic and climate studies. This study employs a triple collocation analysis to investigate both the total variance and temporal autocorrelation of errors in Soil Moisture Active and Passive (SMAP) products generated from two separate soil moisture retrieval algorithms, the vertically polarized brightness temperature-based single-channel algorithm (SCA-V, the current baseline SMAP algorithm) and the dual-channel algorithm (DCA). A key assumption made in SCA-V is that real-time vegetation opacity can be accurately captured using only a climatology for vegetation opacity. Results demonstrate that while SCA-V generally outperforms DCA, SCA-V can produce larger total errors when this assumption is significantly violated by interannual variability in vegetation health and biomass. Furthermore, larger autocorrelated errors in SCA-V retrievals are found in areas with relatively large vegetation opacity deviations from climatological expectations. This implies that a significant portion of the autocorrelated error in SCA-V is attributable to the violation of its vegetation opacity climatology assumption and suggests that utilizing a real (as opposed to climatological) vegetation opacity time series in the SCA-V algorithm would reduce the magnitude of autocorrelated soil moisture retrieval errors.
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Khalyfa, Abdelnaby; Khalyfa, Ahamed A; Akbarpour, Mahzad; Connes, Phillippe; Romana, Marc; Lapping-Carr, Gabrielle; Zhang, Chunling; Andrade, Jorge; Gozal, David
2016-09-01
Sickle cell anaemia (SCA) is the most frequent genetic haemoglobinopathy, which exhibits a highly variable clinical course characterized by hyper-coagulable and pro-inflammatory states, as well as endothelial dysfunction. Extracellular microvesicles are released into biological fluids and play a role in modifying the functional phenotype of target cells. We hypothesized that potential differences in plasma-derived extracellular microvesicles (EV) function and cargo from SCA patients may underlie divergent clinical trajectories. Plasma EV from SCA patients with mild, intermediate and severe clinical disease course were isolated, and primary endothelial cell cultures were exposed. Endothelial cell activation, monocyte adhesion, barrier disruption and exosome cargo (microRNA microarrays) were assessed. EV disrupted the endothelial barrier and induced expression of adhesion molecules and monocyte adhesion in a SCA severity-dependent manner compared to healthy children. Microarray approaches identified a restricted signature of exosomal microRNAs that readily distinguished severe from mild SCA, as well as from healthy children. The microRNA candidates were further validated using quantitative real time polymerase chain reaction assays, and revealed putative gene targets. Circulating exosomal microRNAs may play important roles in predicting the clinical course of SCA, and in delineation of individually tailored, mechanistically-based clinical treatment approaches of SCA patients in the near future. © 2016 John Wiley & Sons Ltd.
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Peri, Eitan; Chen, E. Elinor; Ben-Jacob, Eshel; Gomez, Christopher M.
2011-01-01
The spinocerebellar ataxias (SCAs) are a genetically heterogeneous group of cerebellar degenerative disorders, characterized by progressive gait unsteadiness, hand incoordination, and dysarthria. The mutational mechanism in SCA1, a dominantly inherited form of SCA, consists of an expanded trinucleotide CAG repeat. In SCA1, there is loss of Purkinje cells, neuronal loss in dentate nucleus, olives, and pontine nuclei. In the present study, we sought to apply intrinsic functional connectivity analysis combined with diffusion tensor imaging to define the state of cerebellar connectivity in SCA1. Our results on the intrinsic functional connectivity in lateral cerebellum and thalamus showed progressive organizational changes in SCA1 noted as a progressive increase in the absolute value of the correlation coefficients. In the lateral cerebellum, the anatomical organization of functional clusters seen as parasagittal bands in controls is lost, changing to a patchy appearance in SCA1. Lastly, only fractional anisotropy in the superior peduncle and changes in functional organization in thalamus showed a linear dependence to duration and severity of disease. The present pilot work represents an initial effort describing connectivity biomarkers of disease progression in SCA1. The functional changes detected with intrinsic functional analysis and diffusion tensor imaging suggest that disease progression can be analyzed as a disconnection syndrome. PMID:20886327
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Enwerem, Isioma I.; Velma, Venkatramreddy; Broome, Hanna J.; Kuna, Marija; Begum, Rowshan A.; Hebert, Michael D.
2014-01-01
ABSTRACT Spliceosomal small nuclear ribonucleoproteins (snRNPs) are enriched in the Cajal body (CB). Guide RNAs, known as small Cajal body-specific RNAs (scaRNAs), direct modification of the small nuclear RNA (snRNA) component of the snRNP. The protein WRAP53 binds a sequence motif (the CAB box) found in many scaRNAs and the RNA component of telomerase (hTR) and targets these RNAs to the CB. We have previously reported that coilin, the CB marker protein, associates with certain non-coding RNAs. For a more comprehensive examination of the RNAs associated with coilin, we have sequenced the RNA isolated from coilin immunocomplexes. A striking preferential association of coilin with the box C/D scaRNAs 2 and 9, which lack a CAB box, was observed. This association varied by treatment condition and WRAP53 knockdown. In contrast, reduction of WRAP53 did not alter the level of coilin association with hTR. Additional studies showed that coilin degrades/processes scaRNA 2 and 9, associates with active telomerase and can influence telomerase activity. These findings suggest that coilin plays a novel role in the biogenesis of box C/D scaRNPs and telomerase. PMID:24659245
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Long-term variability in Northern Hemisphere snow cover and associations with warmer winters
McCabe, Gregory J.; Wolock, David M.
2010-01-01
A monthly snow accumulation and melt model is used with gridded monthly temperature and precipitation data for the Northern Hemisphere to generate time series of March snow-covered area (SCA) for the period 1905 through 2002. The time series of estimated SCA for March is verified by comparison with previously published time series of SCA for the Northern Hemisphere. The time series of estimated Northern Hemisphere March SCA shows a substantial decrease since about 1970, and this decrease corresponds to an increase in mean winter Northern Hemisphere temperature. The increase in winter temperature has caused a decrease in the fraction of precipitation that occurs as snow and an increase in snowmelt for some parts of the Northern Hemisphere, particularly the mid-latitudes, thus reducing snow packs and March SCA. In addition, the increase in winter temperature and the decreases in SCA appear to be associated with a contraction of the circumpolar vortex and a poleward movement of storm tracks, resulting in decreased precipitation (and snow) in the low- to mid-latitudes and an increase in precipitation (and snow) in high latitudes. If Northern Hemisphere winter temperatures continue to warm as they have since the 1970s, then March SCA will likely continue to decrease.
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Long-term variability in Northern Hemisphere snow cover and associations with warmer winters
McCabe, G.J.; Wolock, D.M.
2010-01-01
A monthly snow accumulation and melt model is used with gridded monthly temperature and precipitation data for the Northern Hemisphere to generate time series of March snow-covered area (SCA) for the period 1905 through 2002. The time series of estimated SCA for March is verified by comparison with previously published time series of SCA for the Northern Hemisphere. The time series of estimated Northern Hemisphere March SCA shows a substantial decrease since about 1970, and this decrease corresponds to an increase in mean winter Northern Hemisphere temperature. The increase in winter temperature has caused a decrease in the fraction of precipitation that occurs as snow and an increase in snowmelt for some parts of the Northern Hemisphere, particularly the mid-latitudes, thus reducing snow packs and March SCA. In addition, the increase in winter temperature and the decreases in SCA appear to be associated with a contraction of the circumpolar vortex and a poleward movement of storm tracks, resulting in decreased precipitation (and snow) in the low- to mid-latitudes and an increase in precipitation (and snow) in high latitudes. If Northern Hemisphere winter temperatures continue to warm as they have since the 1970s, then March SCA will likely continue to decrease. ?? 2009 Springer Science+Business Media B.V.
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Suto, Nana; Mieda, Tokue; Iizuka, Akira; Nakamura, Kazuhiro; Hirai, Hirokazu
2016-08-01
Spinocerebellar ataxia type 1 (SCA1) is caused by the ataxin-1 protein (ATXN1) with an abnormally expanded polyglutamine tract and is characterized by progressive neurodegeneration. We previously showed that intrathecal injection of mesenchymal stem cells (MSCs) during the nonsymptomatic stage mitigates the degeneration of the peripheral nervous system (PNS) neurons in SCA1-knock-in (SCA1-KI) mice. We tested in this study whether the therapeutic effects of MSCs in SCA1-KI mice could be reproduced with MSC-releasing factor(s). To test the effects of MSC-releasing factor(s), we used MSC-conditioned medium (MSC-CM). MSC-CM was intrathecally and/or intravenously injected into young SCA1-KI mice, and the therapeutic effects were assessed in the PNS at later ages using immunostaining, electrophysiology, and behavioral tests. MSC-CM attenuated the degeneration of axons and myelin of spinal motor neurons. Consequently, the injected SCA1-KI mice exhibited smaller reductions in nerve conduction velocity in spinal motor neurons and reduced motor incoordination than the untreated mice. These results suggest that factors released from MSC mitigate the morphological and functional abnormalities in the PNS that are observed in SCA1-KI mice in a paracrine manner. © 2016 John Wiley & Sons Ltd.
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Aguiar, Laura; Matos, Andreia; Gil, Ângela; Afonso, Conceição; Almeida, Salomé; Braga, Lígia; Lavinha, João; Kjollerstrom, Paula; Faustino, Paula; Bicho, Manuel; Inácio, Ângela
2016-01-01
Sickle cell anemia (SCA) is an inherited blood disorder. SCA patients present clinical and hematologic variability that cannot be only explained by the single mutation in the beta-globin gene. Others genetic modifiers and environmental effects are important for the clinical phenotype. SCA patients present arginine deficiency that contributes to a lower nitric oxide (NO) bioactivity. The aim of this work is to determine the association between hematological and biochemical parameters and genetic variants from eNOS gene, in pediatric SCA patients. 26 pediatric SCA patients were genotyped using polymerase chain reaction (PCR) and restriction fragment length polymorphism (RFLP) techniques in three important eNOS gene polymorphisms - rs2070744, rs1799983 and intron 4 VNTR. Results from this study show a significant statistical association between some parameters and genetic variants: an increased reticulocyte count and high serum lactate dehydrogenase levels were associated with both the rs2070744_TT and the rs1799983_GG genotypes at eNOS gene and high levels of neutrophils were associated with the eNOS4a allele at intron 4 VNTR. Our results reinforce the importance of NO bioactivity in SCA. We presume that NO, and its precursors might be used as therapy to improve the quality of life of SCA patients.
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49 CFR 1544.405 - Qualifications of screening personnel.
Code of Federal Regulations, 2010 CFR
2010-10-01
... must be able to efficiently and thoroughly manipulate and handle such baggage, containers, cargo, and... the screening equipment monitor the appropriate imaging standard specified in the aircraft operator's...
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49 CFR 1544.405 - Qualifications of screening personnel.
Code of Federal Regulations, 2011 CFR
2011-10-01
... must be able to efficiently and thoroughly manipulate and handle such baggage, containers, cargo, and... the screening equipment monitor the appropriate imaging standard specified in the aircraft operator's...
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49 CFR 1544.405 - Qualifications of screening personnel.
Code of Federal Regulations, 2014 CFR
2014-10-01
... must be able to efficiently and thoroughly manipulate and handle such baggage, containers, cargo, and... the screening equipment monitor the appropriate imaging standard specified in the aircraft operator's...
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49 CFR 1544.405 - Qualifications of screening personnel.
Code of Federal Regulations, 2012 CFR
2012-10-01
... must be able to efficiently and thoroughly manipulate and handle such baggage, containers, cargo, and... the screening equipment monitor the appropriate imaging standard specified in the aircraft operator's...
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49 CFR 1544.405 - Qualifications of screening personnel.
Code of Federal Regulations, 2013 CFR
2013-10-01
... must be able to efficiently and thoroughly manipulate and handle such baggage, containers, cargo, and... the screening equipment monitor the appropriate imaging standard specified in the aircraft operator's...
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High-Speed, Low-Level Flight: Aircrew Factors
1980-03-01
relation to terrain information, threat detection and aircraft information, and highlighted many areas requiring further research. These include what...on a digital computer and used to produce , in real time, a continuous ’turbulence’ record for aircraft handling qualities studies in a piloted ground...Master Caution Unit" which produces a multitude of signals at varying tone levels, causing pilots to ironically call it "The Airbus Symphony". The
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Vig, Parminder J S; Hearst, Scoty; Shao, Qingmei; Lopez, Mariper E; Murphy, Henry A; Safaya, Eshan
2011-06-01
Non-cell autonomous involvement of glial cells in the pathogenesis of polyglutamine diseases is gaining recognition in the ataxia field. We previously demonstrated that Purkinje cells (PCs) in polyglutamine disease spinocerebellar ataxia-1 (SCA1) contain cytoplasmic vacuoles rich in Bergmann glial protein S100B. The vacuolar formation in SCA1 PCs is accompanied with an abnormal morphology of dendritic spines. In addition, S100B messenger RNA (mRNA) expression levels are significantly high in the cerebella of asymptomatic SCA1 transgenic (Tg) mice and increase further with age when compared with the age-matched wild-type animals. This higher S100B mRNA expression positively correlates with an increase in the number of vacuoles. To further characterize the function of S100B in SCA1 pathology, we explored the effects of S100B protein on GFP-ataxin-1 (ATXN1) with expanded polyglutamines [82Q] in HEK stable cell line. Externally added S100B protein to these cells induced S100B-positive vacuoles similar to those seen in SCA1 PCs in vivo. Further, we found that both externally added and internally expressed S100B significantly reduced GFP-ATXN1[82Q] inclusion body formation. In contrast, the addition of S100B inhibitory peptide TRTK12 reversed S100B-mediated effects. Interestingly, in SCA1 Tg mice, PCs containing S100B vacuoles also showed the lack of nuclear inclusions, whereas PCs without vacuoles contained nuclear inclusions. Additionally, TRTK12 treatment reduced abnormal dendritic growth and morphology of PCs in cerebellar slice cultures prepared from SCA1 Tg mice. Moreover, intranasal administration of TRTK12 to SCA1 Tg mice reduced cerebellar S100B levels in the particulate fractions, and these mice displayed a significant improvement in their performance deficit on the Rotarod test. Taken together, our results suggest that glial S100B may augment degenerative changes in SCA1 PCs by modulating mutant ataxin-1 toxicity/solubility through an unknown signaling pathway.
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Vig, Parminder J.S.; Hearst, Scoty; Shao, Qingmei; Lopez, Maripar E; Murphy, Henry A; Safaya, Eshan
2011-01-01
Non-cell autonomous involvement of glial cells in the pathogenesis of polyglutamine diseases is gaining recognition in the ataxia field. We previously demonstrated that Purkinje cells (PCs) in polyglutamine disease spinocerebellar ataxia-1 (SCA1) contain cytoplasmic vacuoles rich in Bergmann glial (BG) protein S100B. The vacuolar formation in SCA1 PCs is accompanied with an abnormal morphology of dendritic spines. In addition, S100B mRNA expression levels are significantly high in the cerebella of asymptomatic SCA1 transgenic (Tg) mice and increase further with age when compared with the age-matched wildtype animals. This higher S100B mRNA expression positively correlates with an increase in the number of vacuoles. To further characterize the function of S100B in SCA1 pathology, we explored the effects of S100B protein on GFP-ataxin-1 (ATXN1) with expanded polyglutamines [82Q] in HEK stable cell line. Externally added S100B protein to these cells induced S100B positive vacuoles similar to those seen in SCA1 PCs in vivo. Further, we found that both externally added and internally expressed S100B significantly reduced GFP-ATXN1[82Q] inclusion body formation. In contrast, the addition of S100B inhibitory peptide TRTK12 reversed S100B mediated effects. Interestingly, in SCA1 Tg mice, PCs containing S100B vacuoles also showed the lack of nuclear inclusions, whereas, PCs without vacuoles contained nuclear inclusions. Additionally, TRTK12 treatment reduced abnormal dendritic growth and morphology of PCs in cerebellar slice cultures prepared from SCA1 Tg mice. Moreover, intranasal administration of TRTK12 to SCA1 Tg mice reduced cerebellar S100B levels in the particulate fractions and these mice displayed a significant improvement in their performance deficit on the Rotarod test. Taken together our results suggest that glial S100B may augment degenerative changes in SCA1 PCs by modulating mutant ataxin-1 toxicity/solubility through an unknown signaling pathway. PMID:21384195
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Karafin, Matthew S; Dogra, Shibani; Rodeghier, Mark; Burdick, Marie; Mehrad, Borna; Rose, C Edward; Strieter, Robert M; DeBaun, Michael R; Strunk, Robert C; Field, Joshua J
2016-03-01
Interstitial lung disease is common in patients with sickle cell anemia (SCA). Fibrocytes are circulating cells implicated in the pathogenesis of pulmonary fibrosis and airway remodeling in asthma. In this study, we tested the hypotheses that fibrocyte levels are: (1) increased in children with SCA compared to healthy controls, and (2) associated with pulmonary disease. Cross-sectional cohort study of children with SCA who participated in the Sleep Asthma Cohort Study. Fibrocyte levels were obtained from 45 children with SCA and 24 controls. Mean age of SCA cases was 14 years and 53% were female. In children with SCA, levels of circulating fibrocytes were greater than controls (P < 0.01). The fibrocytes expressed a hierarchy of chemokine receptors, with CXCR4 expressed on the majority of cells and CCR2 and CCR7 expressed on a smaller subset. Almost half of fibrocytes demonstrated α-smooth muscle actin activation. Increased fibrocyte levels were associated with a higher reticulocyte count (P = 0.03) and older age (P = 0.048) in children with SCA. However, children with increased levels of fibrocytes were not more likely to have asthma or lower percent predicted forced expiratory volume in 1 sec/forced vital capacity (FEV1 /FVC) or FEV1 than those with lower fibrocyte levels. Higher levels of fibrocytes in children with SCA compared to controls may be due to hemolysis. Longitudinal studies may be able to better assess the relationship between fibrocyte level and pulmonary dysfunction. © 2015 Wiley Periodicals, Inc.
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Fourth NASA Inter-Center Control Systems Conference
NASA Technical Reports Server (NTRS)
1978-01-01
Space vehicle control applications are discussed, along with aircraft guidance, control, and handling qualities. System simulation and identification, engine control, advanced propulsion techniques, and advanced control techniques are also included.
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Design and Testing of Space Telemetry SCA Waveform
NASA Technical Reports Server (NTRS)
Mortensen, Dale J.; Handler, Louis M.; Quinn, Todd M.
2006-01-01
A Software Communications Architecture (SCA) Waveform for space telemetry is being developed at the NASA Glenn Research Center (GRC). The space telemetry waveform is implemented in a laboratory testbed consisting of general purpose processors, field programmable gate arrays (FPGAs), analog-to-digital converters (ADCs), and digital-to-analog converters (DACs). The radio hardware is integrated with an SCA Core Framework and other software development tools. The waveform design is described from both the bottom-up signal processing and top-down software component perspectives. Simulations and model-based design techniques used for signal processing subsystems are presented. Testing with legacy hardware-based modems verifies proper design implementation and dynamic waveform operations. The waveform development is part of an effort by NASA to define an open architecture for space based reconfigurable transceivers. Use of the SCA as a reference has increased understanding of software defined radio architectures. However, since space requirements put a premium on size, mass, and power, the SCA may be impractical for today s space ready technology. Specific requirements for an SCA waveform and other lessons learned from this development are discussed.
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Mulpruek, Pornchai; Angsanuntsukh, Chanika; Woratanarat, Patarawan; Sa-Ngasoongsong, Paphon; Tawonsawatruk, Tulyapruek; Chanplakorn, Pongsthorn
2015-09-01
To assess the outcome after using the Shaft-Condylar angle (SCA) as intraoperative reference for sagittal plane correction in displaced lateral humeral condyle fractures in children presented 3-weeks after injury. Ten children, with delayed presentation of a displaced lateral humeral condyle fracture and undergoing surgery during 1999-2011, were reviewed. The goal was to obtain a smooth articular surface with an intraoperative SCA of nearly 40° and nearest-anatomical carrying angle. They were allocated into two groups according to the postoperative SCA [Good-reduction group (SCA=30-50°), and Bad-reduction group (SCA<30°, >50°)] and the final outcomes were then compared. All fractures united without avascular necrosis. The Good-reduction group (n=7) showed a significant improvement in final range of motion and functional outcome compared to the Bad-reduction group (n=3) (p=0.02). However, there was no significant difference in pain, carrying angle and overall outcome between both groups. SCA is a possible intraoperative reference for sagittal alignment correction in late presented displaced lateral humeral condyle fractures.
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X-29A flight control system performance during flight test
NASA Technical Reports Server (NTRS)
Chin, J.; Chacon, V.; Gera, J.
1987-01-01
An account is given of flight control system performance results for the X-29A forward-swept wing 'Advanced Technology Demonstrator' fighter aircraft, with attention to its software and hardware components' achievement of the requisite levels of system stability and desirable aircraft handling qualities. The Automatic Camber Control Logic is found to be well integrated with the stability loop of the aircraft. A number of flight test support software programs developed by NASA facilitated monitoring of the X-29A's stability in real time, and allowed the test team to clear the envelope with confidence.
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Intelligent Control Approaches for Aircraft Applications
NASA Technical Reports Server (NTRS)
Gundy-Burlet, Karen; KrishnaKumar, K.; Soloway, Don; Kaneshige, John; Clancy, Daniel (Technical Monitor)
2001-01-01
This paper presents an overview of various intelligent control technologies currently being developed and studied under the Intelligent Flight Control (IFC) program at the NASA Ames Research Center. The main objective of the intelligent flight control program is to develop the next generation of flight controllers for the purpose of automatically compensating for a broad spectrum of damaged or malfunctioning aircraft components and to reduce control law development cost and time. The approaches being examined include: (a) direct adaptive dynamic inverse controller and (b) an adaptive critic-based dynamic inverse controller. These approaches can utilize, but do not require, fault detection and isolation information. Piloted simulation studies are performed to examine if the intelligent flight control techniques adequately: 1) Match flying qualities of modern fly-by-wire flight controllers under nominal conditions; 2) Improve performance under failure conditions when sufficient control authority is available; and 3) Achieve consistent handling qualities across the flight envelope and for different aircraft configurations. Results obtained so far demonstrate the potential for improving handling qualities and significantly increasing survivability rates under various simulated failure conditions.
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Advanced Information Processing System - Fault detection and error handling
NASA Technical Reports Server (NTRS)
Lala, J. H.
1985-01-01
The Advanced Information Processing System (AIPS) is designed to provide a fault tolerant and damage tolerant data processing architecture for a broad range of aerospace vehicles, including tactical and transport aircraft, and manned and autonomous spacecraft. A proof-of-concept (POC) system is now in the detailed design and fabrication phase. This paper gives an overview of a preliminary fault detection and error handling philosophy in AIPS.
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Endothelial Activation by Platelets from Sickle Cell Anemia Patients
Proença-Ferreira, Renata; Brugnerotto, Ana Flávia; Garrido, Vanessa Tonin; Dominical, Venina Marcela; Vital, Daiana Morelli; Ribeiro, Marilene de Fátima Reis; dos Santos, Melissa Ercolin; Traina, Fabíola; Olalla-Saad, Sara T.; Costa, Fernando Ferreira; Conran, Nicola
2014-01-01
Sickle cell anemia (SCA) is associated with a hypercoagulable state. Increased platelet activation is reported in SCA and SCA platelets may present augmented adhesion to the vascular endothelium, potentially contributing to the vaso-occlusive process. We sought to observe the effects of platelets (PLTs) from healthy control (CON) individuals and SCA individuals on endothelial activation, in vitro. Human umbilical vein endothelial cells (HUVEC) were cultured, in the presence, or not, of washed PLTs from CON or steady-state SCA individuals. Supernatants were reserved for cytokine quantification, and endothelial adhesion molecules (EAM) were analyzed by flow cytometry; gene expressions of ICAM1 and genes of the NF-κB pathway were analyzed by qPCR. SCA PLTs were found to be more inflammatory, displaying increased adhesive properties, an increased production of IL-1β and a tendency towards elevated expressions of P-selectin and activated αIIbβ3. Following culture in the presence of SCA PLTs, HUVEC presented significant augmentations in the expressions of the EAM, ICAM-1 and E-selectin, as well as increased IL-8 production and increased ICAM1 and NFKB1 (encodes p50 subunit of NF-κB) gene expressions. Interestingly, transwell inserts abolished the effects of SCA PLTs on EAM expression. Furthermore, an inhibitor of the NF-κB pathway, BAY 11-7082, also prevented the induction of EAM expression on the HUVEC surface by SCA PLTs. In conclusion, we find further evidence to indicate that platelets circulate in an activated state in sickle cell disease and are capable of stimulating endothelial cell activation. This effect appears to be mediated by direct contact, or even adhesion, between the platelets and endothelial cells and via NFκB-dependent signaling. As such, activated platelets in SCD may contribute to endothelial activation and, therefore, to the vaso-occlusive process. Results provide further evidence to support the use of anti-platelet approaches in association with other therapies for SCD. PMID:24551209
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MODIS Snowcover in North America: A Comparison of Winter 2013/14 and 2014/15 to Median Condition
NASA Astrophysics Data System (ADS)
Trubilowicz, J. W.; Floyd, B. C.; D'Amore, D. V.; Bidlack, A.
2015-12-01
The winters from 2013-2015 had exceptionally low snow-packs in much of western North America. In particular, the winter of 2014/2015 had the lowest peak snow-water-equivalent (SWE) depths ever recorded in many areas of the Pacific Northwest. These low snow-packs have contributed to drought conditions from British Columbia to California. Along with the low SWE values, the snow covered area (SCA) of the previous two winters has been a significant departure from normal conditions. SCA is related to SWE, rain-on-snow events and the seasonal water supply, provides insulation for plant root systems from late season frost, and is an important factor in forest fire hazard, delaying the start of soil and fuel drying. Remote sensing can be a useful tool to monitor SCA over large regions, with the Moderate Resolution Imaging Spectroradiometer (MODIS) instruments providing a suitable temporal (twice daily), and spatial resolution (500m) to create detailed maps, even with high frequencies of cloud covered days. While comparison of SWE at snow monitoring sites to historical values is a standard analysis, doing the same for SCA has been difficult due to the technical and logistical problems related to processing the large amounts of spatial data required to determine a 'normal' annual SCA cycle. Through the use of new cloud-based computation methods from Google Earth Engine, we have calculated the monthly median (from 2002-2015) MODIS SCA, at a 500 m resolution, for all of the major Pacific draining watersheds of North America. Determining the 'normal' SCA cycle of the past 13 years allowed us to compare the past two winters to the median SCA levels, showing which basins have seen the most significant departures from normal SCA levels. Results indicate more significant departures from normal in basins with significant maritime-influenced snow-packs.
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Chue, Pierre; Chue, James
2016-01-01
Schizoaffective disorder (SCA) is a chronic and disabling mental illness that presents with mixed symptoms of schizophrenia and affective disorders. SCA is recognized as a discrete disorder, but with greater heterogeneity and symptom overlap, leading to difficulty and delay in diagnosis. Although the overall prognosis is intermediate between schizophrenia and mood disorders, SCA is associated with higher rates of suicide and hospitalization than schizophrenia. No treatment guidelines exist for SCA, and treatment is frequently complex, involving off-label use and polypharmacy (typically combinations of antipsychotics, mood stabilizers, and antidepressants). Oral paliperidone extended-release was the first agent to be approved for the treatment of SCA. As in schizophrenia and bipolar disorder, adherence to oral medications is poor, further contributing to suboptimal outcomes. The use of an antipsychotic in a long-acting injection (LAI) addresses adherence issues, thus potentially reducing relapse. Paliperidone palmitate represents the LAI formulation of paliperidone. In a long-term, double-blind, randomized, controlled trial of adult patients (n=334; intent-to-treat [ITT]) with SCA, paliperidone long-acting injection (PLAI) significantly delayed risk of relapse compared to placebo (hazard ratio 2.49, 95% confidence interval, 1.55–3.99; P<0.001). This study demonstrated the efficacy and safety of PLAI when used as either monotherapy or adjunctive therapy for the maintenance treatment of SCA. The results are consistent with a similarly designed study conducted in patients with schizophrenia, which suggests a benefit in the long-term control of not only psychotic but also affective symptoms. No new safety signals were observed. When used in monotherapy, PLAI simplifies treatment by reducing complex pharmacotherapy and obviating the necessity for daily oral medications. PLAI is the second agent, and the first LAI, to be approved for the treatment of SCA; as an LAI formulation, there is the advantage of improved adherence and simplified treatment in the long-term management of SCA. PMID:26869795
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Chue, Pierre; Chue, James
2016-01-01
Schizoaffective disorder (SCA) is a chronic and disabling mental illness that presents with mixed symptoms of schizophrenia and affective disorders. SCA is recognized as a discrete disorder, but with greater heterogeneity and symptom overlap, leading to difficulty and delay in diagnosis. Although the overall prognosis is intermediate between schizophrenia and mood disorders, SCA is associated with higher rates of suicide and hospitalization than schizophrenia. No treatment guidelines exist for SCA, and treatment is frequently complex, involving off-label use and polypharmacy (typically combinations of antipsychotics, mood stabilizers, and antidepressants). Oral paliperidone extended-release was the first agent to be approved for the treatment of SCA. As in schizophrenia and bipolar disorder, adherence to oral medications is poor, further contributing to suboptimal outcomes. The use of an antipsychotic in a long-acting injection (LAI) addresses adherence issues, thus potentially reducing relapse. Paliperidone palmitate represents the LAI formulation of paliperidone. In a long-term, double-blind, randomized, controlled trial of adult patients (n=334; intent-to-treat [ITT]) with SCA, paliperidone long-acting injection (PLAI) significantly delayed risk of relapse compared to placebo (hazard ratio 2.49, 95% confidence interval, 1.55-3.99; P<0.001). This study demonstrated the efficacy and safety of PLAI when used as either monotherapy or adjunctive therapy for the maintenance treatment of SCA. The results are consistent with a similarly designed study conducted in patients with schizophrenia, which suggests a benefit in the long-term control of not only psychotic but also affective symptoms. No new safety signals were observed. When used in monotherapy, PLAI simplifies treatment by reducing complex pharmacotherapy and obviating the necessity for daily oral medications. PLAI is the second agent, and the first LAI, to be approved for the treatment of SCA; as an LAI formulation, there is the advantage of improved adherence and simplified treatment in the long-term management of SCA.
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Silent Corticotroph Adenomas After Stereotactic Radiosurgery: A Case–Control Study
DOE Office of Scientific and Technical Information (OSTI.GOV)
Xu, Zhiyuan; Ellis, Scott; Lee, Cheng-Chia
Purpose: To investigate the safety and effectiveness of stereotactic radiosurgery (SRS) in patients with a silent corticotroph adenoma (SCA) compared with patients with other subtypes of non–adrenocorticotropic hormone staining nonfunctioning pituitary adenoma (NFA). Methods and Materials: The clinical features and outcomes of 104 NFA patients treated with SRS in our center between September 1994 and August 2012 were evaluated. Among them, 34 consecutive patients with a confirmatory SCA were identified. A control group of 70 patients with other subtypes of NFA were selected for review based on comparable baseline features, including sex, age at the time of SRS, tumor size, marginmore » radiation dose to the tumor, and duration of follow-up. Results: The median follow-up after SRS was 56 months (range, 6-200 months). No patients with an SCA developed Cushing disease during the follow-up. Tumor control was achieved in 21 of 34 patients (62%) in the SCA group, compared with 65 of 70 patients (93%) in the NFA group. The median progression-free survival (PFS) was 58 months in the SCA group. The actuarial PFS was 73%, 46%, and 31% in the SCA group and was 94%, 87%, and 87% in the NFA group at 3, 5, and 8 years, respectively. Silent corticotroph adenomas treated with a dose of ≥17 Gy exhibited improved PFS. New-onset loss of pituitary function developed in 10 patients (29%) in the SCA group, whereas it occurred in 18 patients (26%) in the NFA group. Eight patients (24%) in the SCA group experienced worsening of a visual field deficit or visual acuity attributed to the tumor progression, as did 6 patients (9%) in the NFA group. Conclusion: Silent corticotroph adenomas exhibited a more aggressive course with a higher progression rate than other subtypes of NFAs. Stereotactic radiosurgery is an important adjuvant treatment for control of tumor growth. Increased radiation dose may lead to improved tumor control in SCA patients.« less
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Xie, Yao; Potter, Claire M.F.; Le Bras, Alexandra; Nowak, Witold N.; Gu, Wenduo; Bhaloo, Shirin Issa; Zhang, Zhongyi; Hu, Yanhua; Zhang, Li
2017-01-01
Objective— Leptin is an adipokine initially thought to be a metabolic factor. Recent publications have shown its roles in inflammation and vascular disease, to which Sca-1+ vascular progenitor cells within the vessel wall may contribute. We sought to elucidate the effects of leptin on Sca-1+ progenitor cells migration and neointimal formation and to understand the underlying mechanisms. Approach and Results— Sca-1+ progenitor cells from the vessel wall of Lepr+/+ and Lepr−/− mice were cultured and purified. The migration of Lepr+/+ Sca-1+ progenitor cells in vitro was markedly induced by leptin. Western blotting and kinase assays revealed that leptin induced the activation of phosphorylated signal transducer and activator of transcription 3, phosphorylated extracellular signal–regulated kinases 1/2, pFAK (phosphorylated focal adhesion kinase), and Rac1 (ras-related C3 botulinum toxin substrate 1)/Cdc42 (cell division control protein 42 homolog). In a mouse femoral artery guidewire injury model, an increased expression of leptin in both injured vessels and serum was observed 24 hours post-surgery. RFP (red fluorescent protein)-Sca-1+ progenitor cells in Matrigel were applied to the adventitia of the injured femoral artery. RFP+ cells were observed in the intima 24 hours post-surgery, subsequently increasing neointimal lesions at 2 weeks when compared with the arteries without seeded cells. This increase was reduced by pre-treatment of Sca-1+ cells with a leptin antagonist. Guidewire injury could only induce minor neointima in Lepr−/− mice 2 weeks post-surgery. However, transplantation of Lepr+/+ Sca-1+ progenitor cells into the adventitial side of injured artery in Lepr−/− mice significantly enhanced neointimal formation. Conclusions— Upregulation of leptin levels in both the vessel wall and the circulation after vessel injury promoted the migration of Sca-1+ progenitor cells via leptin receptor–dependent signal transducer and activator of transcription 3- Rac1/Cdc42-ERK (extracellular signal–regulated kinase)-FAK pathways, which enhanced neointimal formation. PMID:28935755
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Xie, Yao; Potter, Claire M F; Le Bras, Alexandra; Nowak, Witold N; Gu, Wenduo; Bhaloo, Shirin Issa; Zhang, Zhongyi; Hu, Yanhua; Zhang, Li; Xu, Qingbo
2017-11-01
Leptin is an adipokine initially thought to be a metabolic factor. Recent publications have shown its roles in inflammation and vascular disease, to which Sca-1 + vascular progenitor cells within the vessel wall may contribute. We sought to elucidate the effects of leptin on Sca-1 + progenitor cells migration and neointimal formation and to understand the underlying mechanisms. Sca-1 + progenitor cells from the vessel wall of Lepr +/+ and Lepr -/- mice were cultured and purified. The migration of Lepr +/+ Sca-1 + progenitor cells in vitro was markedly induced by leptin. Western blotting and kinase assays revealed that leptin induced the activation of phosphorylated signal transducer and activator of transcription 3, phosphorylated extracellular signal-regulated kinases 1/2, pFAK (phosphorylated focal adhesion kinase), and Rac1 (ras-related C3 botulinum toxin substrate 1)/Cdc42 (cell division control protein 42 homolog). In a mouse femoral artery guidewire injury model, an increased expression of leptin in both injured vessels and serum was observed 24 hours post-surgery. RFP (red fluorescent protein)-Sca-1 + progenitor cells in Matrigel were applied to the adventitia of the injured femoral artery. RFP + cells were observed in the intima 24 hours post-surgery, subsequently increasing neointimal lesions at 2 weeks when compared with the arteries without seeded cells. This increase was reduced by pre-treatment of Sca-1 + cells with a leptin antagonist. Guidewire injury could only induce minor neointima in Lepr -/- mice 2 weeks post-surgery. However, transplantation of Lepr +/+ Sca-1 + progenitor cells into the adventitial side of injured artery in Lepr -/- mice significantly enhanced neointimal formation. Upregulation of leptin levels in both the vessel wall and the circulation after vessel injury promoted the migration of Sca-1 + progenitor cells via leptin receptor-dependent signal transducer and activator of transcription 3- Rac1/Cdc42-ERK (extracellular signal-regulated kinase)-FAK pathways, which enhanced neointimal formation. © 2017 The Authors.